energies

Article
A Study of the Impact of Methanol, Ethanol and the Miller
Cycle on a Gasoline Engine
Luke Oxenham and Yaodong Wang *

Department of Engineering, Durham University, Durham DH1 3LE, UK; [email protected]

* Correspondence: [email protected]

Abstract: This paper focuses on the investigation and optimisation of the Miller cycle, methanol,
ethanol and turbocharging when applied to a high-performance gasoline engine. These technologies
have been applied both individually and concurrently to test for potential compounding effects.
Improvements have been targeted with regards to both emission output and performance. Also
assessed is the capability of the engine to operate when exclusively powered by biofuels. This has
been carried out numerically using the 1D gas dynamics tool ‘WAVE’, a 1D Navier–Stokes equation
solver. These technologies have been implemented within the McLaren M838T 3.8L twin-turbo
engine. The Miller cycle early intake valve close (EIVC) improved peak efficiency by 0.17% and
increased power output at low and medium loads by 11%. Reductions of 6% for both NOx and
CO were also found at rated speed. The biofuels achieved NOx and CO reductions of 60% and
96% respectively, alongside an efficiency increase of 2.5%. Exclusive biofuel use was found to be
feasible with a minimum 35% power penalty. Applied cooperatively, the Miller cycle and biofuels
were not detrimental to each other, compounding effects of a further 0.05% efficiency and 2% NOx
improvements were achieved.






Keywords: miller cycle; methanol; ethanol; petrol engine; turbocharger
Citation: Oxenham, L.; Wang, Y. A
Study of the Impact of Methanol,
Ethanol and the Miller Cycle on a
Gasoline Engine. Energies 2021, 14,
4847. https://doi.org/10.3390/
1. Introduction
en14164847 Relative improvements in gasoline engine efficiency over recent years have been
driven by the tightening of global legislation. This was instigated by a larger scientific
Academic Editor: Ulugbek Azimov awareness of our environment’s condition and eventual development path, at the current
rate of carbon production [1]. Legislative changes began back in the 1960s, however the
Received: 13 July 2021 tightening has grown increasingly since then to meet the imminent and constrictive global
Accepted: 5 August 2021 emissions targets [2]. There are major concerns surrounding the production of several
Published: 9 August 2021 forms of emission:
• Carbon dioxide (CO2 ), currently the most abundant greenhouse gas (GHG), largely
Publisher’s Note: MDPI stays neutral
due to fossil fuel combustion and as such is a significant global warming contribu-
with regard to jurisdictional claims in
tor [1].
published maps and institutional affil-
• Nitrogen oxides (NOx ), a large indirect contributor to smog production and acid
iations.
deposition. The US EPA reported a 51% output reduction from 1990 to 2014 [3].
• Carbon monoxide (CO), which causes an indirect increase in methane within the
atmosphere, a prevalent GHG [4].
• Hydrocarbons (HC), such as methane, although emitted significantly less than CO2 it
Copyright: © 2021 by the authors.
is a potent GHG that warms the atmosphere 84 times more strongly than CO2 over a
Licensee MDPI, Basel, Switzerland.
period of 20 years [5].
This article is an open access article
distributed under the terms and The Paris Agreement set out in 2015 the limitation of global warming temperatures to
conditions of the Creative Commons under 2 ◦ C, mainly by the restriction of carbon dioxide output [6]. The UK’s contribution
Attribution (CC BY) license (https:// was to target net zero GHG output by 2050. In terms of road vehicles, the emission of
creativecommons.org/licenses/by/ carbon from a gasoline engine is unavoidable as gasoline is a carbon based fuel. Cars
4.0/). contribute 17% of all carbon based emissions in the UK, while all road vehicles output 27.4%

Energies 2021, 14, 4847. https://doi.org/10.3390/en14164847 https://www.mdpi.com/journal/energies

Energies 2021, 14, 4847 2 of 24

of the UK’s total [7]. Therefore, limitations in this area have the potential to significantly
reduce the impact of the UK’s carbon output.
The Miller cycle, theorised by Ralph Miller in 1957, is a simple adjustment to the
4-stroke cycle, in which the intake valve timing is changed [8]. This is such that the valve
will be closed either early or late with respect to the baseline profile [9]. This has the
effect of decoupling the expansion ratio from the compression ratio [10]. As such, the
compression stroke is shortened relative to the expansion with no change made to the
expansion process [9]. The ability to improve efficiency, reduce emissions [11] and improve
power output at select loads with no inherent cost is very appealing to manufacturers.
Biofuel use within gasoline engines has been a topic of interest for manufacturers
since the 1970s [12]; this report has targeted the use of methanol and ethanol as blends
with gasoline. Although widely used in small fractions, large fraction usage has so far been
dismissed due to power loss and the corrosiveness of the liquids [13]. It is theorised that
the shorter hydrocarbon chains and net reduction of gasoline will result in a reduction
of the formation of CO2 and usage of the fossil fuel [14]. Alcohols by nature are also
a renewable resource, extracted from renewable microbial biomass, providing a more
sustainable solution to vehicular transportation [15]. Methanol is synthesised from the
syngas produced from renewable biomass, however the technology to form the syngas
is still in development [15]. Ethanol, on the other hand, can be mass produced from the
fermentation of carbohydrates, most commonly corn starch [15]. There is potential with
these fuels to greatly reduce a variety of emissions and improve thermal efficiency.
This report ultimately aims to contribute to the reduction of GHG emissions and
fossil fuel usage, aiding manufacturers in meeting current and future legislative targets.
Investigations and optimisations of a variety of biofuel blends and Miller cycle implemen-
tations have taken place. Although past literature has widely covered investigation of these
technologies [9–12,14], consideration of high performance engines with the Miller cycle and
in particular high mass fraction blends is yet to be researched. The engine of consideration
in this report therefore provides a unique research opportunity for environmental concerns
of an engine with speeds and power exceeding 7500 RPM and 400 kW respectively. These
investigations have tested the Miller cycle and biofuel’s viability for practical application
and potential for environmental impact reduction. This report also details the progressive
proposal of operating the two technologies concurrently. Attempts to utilise the increased
pressure induced with the Miller cycle alongside an increased octane fuel blend is yet to be
considered in past literature. Incremental simulations have taken place in attempts to yield
a positive impact. Guan [16] discussed this potential in 2020 with a diesel engine, however
gasoline engine investigation has very little backing in past literature. As such, this project
aims to be a breakthrough in the understanding of the combination potential.
These investigations have been carried out within Ricardo’s 1D gas dynamics tool
‘WAVE’, a 1D Navier–Stokes equation solver [17]. The two technologies of concern—
the Miller cycle and renewable biofuels—were applied to the McLaren M838T engine
model within the software. To understand the impact of varying implementations, they
were applied incrementally, from small valve timing changes/mass fraction blends up
to extreme application. This was done to understand the variation in benefits and any
optimum solutions. Through simulation the impact of these technologies on a variety
of mechanical and emission outputs has been recorded across all operational engine
loads. These simulations have been compared and contrasted to find implementations of
high potential.

2. Theory and Method

2.1. Miller Cycle Theory
Two variations of intake valve manipulation were developed by Ralph Miller in 1957,
with the intention of maximising the work extracted from the combustion cycle: the early
intake valve close (EIVC) and late intake valve close (LIVC) [18]. The Miller cycle is
compatible with both 2- and 4-stroke cycles, in this case the basis will be 4-stroke. For
Energies 2021, 14, 4847 3 of 24

this to be implemented, changes need to be made to the intake valve lift profile during
crankshaft rotation. This is achieved by the use of variable valve timing (VVT). Intake
valve lift profiles are altered from the baseline by varying degrees of early or late closure.
Figure 1a shows an example of each. These profiles have the effect of decoupling the
expansion ratio from the compression ratio, in which the compression ratio is reduced
relative to expansion. This is achieved exclusively by alterations in the compression stroke,
in which a period of blow-back shortens the compression period. From Figure 1b, this
period of blow-back can be seen between points 2 and 20 . For the EIVC this occurs due
to the closure of the intake valve part way through the expansion process from TDC to
BDC (1 to 2). As no air–fuel mixture enters between 20 and 2, no work is done through
compression in that period and compression is shortened. For the LIVC, this blow-back
occurs as the intake valve remains open as the piston rises from BDC in compression (2 to
30 ), causing a loss of charge through the valve and no work done between 2 and 20 .

(a) (b)

Figure 1. Miller cycle variable valve timing (created within Ricardo’s WAVE and Microsoft Word).
(a) Intake Valve Profiles; (b) Pressure-Volume Characteristics.

The Miller cycle may be adopted for a variety of reasons, all of which stem from the
ability to lower the effective compression ratio as compared to the geometric compression
ratio, without affecting the expansion ratio. Pan [10] found that increased intake advance
angle (EIVC) caused increased knock suppression tendency. The Miller cycle can also
reduce both peak in-cylinder temperature and charge temperature following compres-
sion [10]. This is due to a reduction in the high-temperature exhaust gases re-entering the
cylinder on the intake stroke and as a result the temperature of charge prior to combus-
tion is reduced. As stated by Pan this is beneficial to combustion, improving efficiency,
and lowering cylinder temperature, limiting NOx formation [11]. Demirci [8] reported a
maximum decrease in NOx emissions of 7.79%. The reduced temperatures however can
promote incomplete combustion, thus increasing output of hydrocarbons (HC) and carbon
monoxide (CO). Demirci [8] also reported an increase of HC and CO emissions of 6.48%
and 11.66%, respectively. The Miller cycle has the potential to improve both fuel economy
and engine efficiency. This is due to the Miller cycle enabling increased work to be extracted
from the expanding gases as they expand to near atmospheric pressure [19]. The reduction
of friction losses contributes to increased efficiency. This mostly concerns LIVC in which
cylinder pressures are reduced [10]. Pan showed a direct correlation between the EIVC
and increased pumping mean effective pressure (PMEP), causing significant reductions
in pumping losses, thus increasing engine efficiency. A major drawback however of the
Miller cycle is the power output deficiency, primarily at high load. Demirci [8] reported a
loss of power following Miller cycle implementation for all engine speeds: 5.24% of brake
torque and 1.17% of brake engine power. This was found to be due to the loss of charge air
during the Miller cycle, primarily an issue for LIVC implementation. A further cause is the
increase in opposing pressure formed as the piston rises to TDC. In addition, the reduction
in combustion duration limits positive pressure post TDC for EIVC [20]. Although it is
Energies 2021, 14, 4847 4 of 24

overall beneficial to implement turbocharging alongside the Miller cycle to compensate

for this power loss, Pan [10] found that the introduced back-pressure from turbocharging
somewhat limits the pumping loss decrease from the Miller cycle. The turbocharging
achieves air compensation within the cylinder that was otherwise lost through blow-back
or early closure.

2.2. Renewable Biofuel Theory

As the transportation sector looks to switch to a more sustainable future the two renew-
able biofuels investigated in this report have the potential to play a vital role. Petroleum
reserves in the Earth’s crust are limited. Both methanol and ethanol are viable substitutes
to limit the decline of this resource due to their similar physical characteristics. They
could provide a long-term vehicle power solution. Combustion of these two fuels has also
been widely documented to reduce harmful emissions, such as CO2 , NOx and CO, that
pose long-term risks to the environment’s condition. The following equations show the
reaction for each fuel alongside the enthalpy of combustion (heating value). As gasoline is
a mixture of hydrocarbons, it is standard procedure to approximate as octane, which can
be seen below:

Octane : C8 H18 + 12.5O2 → 8CO2 + 9H2 O (−47.87 kJ/g) (1)

Methanol : CH3 OH + 1.5O2 → CO2 + 2H2 O (−22.65 kJ/g) (2)

Ethanol : C2 H5 OH + 3O2 → 2CO2 + 3H2 O (−29.67 kJ/g) (3)
Evidently, 8 times more CO2 is produced by gasoline per molecule than methanol
and 4 times more than ethanol. As seen, methanol and ethanol produce 47.3% and 62.0%
of gasoline’s energy per gram combusted, respectively, and therefore more biofuel must
be combusted for equivalent power outputs and thus a larger BSFC is expected. Qi [14]
confirmed this theory due also to lower stoichiometric air fuel ratios. The specific energy
consumption however was found by Qi to be 1.8% lower for M10 (10% methanol, 90%
gasoline) and 3.6% lower for M25. This is due to an increase in volumetric efficiency
with increased fraction [14]. Using Equations (1)–(3), for a standardised amount of energy
production, molecules of CO2 emitted are distributed in the ratio gasoline:methanol:ethanol
as 80:21:32. Therefore, despite the added fuel consumption for the biofuels, the CO2
emission savings are still significant.
A major benefit of alcohol introduction is an increased brake thermal efficiency and
brake power output for certain mass fractions. Iliev’s 2014 study [21] showed that low
alcohol fractions instigated increased power output, as the added oxygen content provided
increased combustion efficiency. Elfasakhany [22] showed this efficiency increase to also
be due to the increased latent heat of vaporisation for each alcohol, 2.7 times for ethanol
and 3.6 times for methanol. This caused a decreased intake manifold temperature and thus
improved combustion conditions [22]. Large mass fractions of alcohols however cause
the overall heating value of the blend to be reduced. As this becomes the dominant factor,
power output at all loads is reduced. As observed by Qi [14], maximum power dropped by
2.3% and 6.8%, with M10 and M25, respectively. Reduced heating values also instigate less
heat production. As such, peak combustion temperature and charge temperature following
compression are reduced. This mitigates NOx ’s three production methods: thermal NOx ,
fuel NOx and prompt NOx [3]. Alcohols also do not contain nitrogen, further limiting fuel
NOx production.
CO and HC production can also be heavily reduced. The added oxygenates provide
favourable conditions, and as such limit CO and HC’s primary method of formation,
incomplete combustion. Qi [14] reported a 73% and 53% reduction in CO emissions with
M10 and M25 blends at medium load, respectively. In terms of HC, it has been found that
the major areas of formation are crevices in the cylinder walls that prevent oxidation [23].
The reduced quenching distance of both methanol and ethanol allow for the combustion
flame to propagate into these crevices and instigate further combustion. The reduction
Energies 2021, 14, 4847 5 of 24

of cylinder temperature may also reduce the formation of CO by dissociation [24]. If the
cylinder temperature becomes too low however incomplete combustion may again be a
concern. Furthermore, a concern is the significant increase in BSFC; this increased fuel
volume will reduce the air–fuel ratio within the cylinder and therefore promote HC output
through unburned fuel content. Evidence for this was presented by Qi [14], who reported
a 50% reduction of HC emissions with M10, but a 1400% increase for M25 at medium load.

2.3. Model Creation Method

To realise these numerical investigations as physical developments, the first key step
was to produce a 1D model accurately representing a production engine. This was carried
out within Ricardo’s 1D gas dynamics tool ‘WAVE’, a 1D Navier–Stokes equation solver.
‘WAVE’ utilises the Navier–Stokes equations governing the transfer of mass, momentum
and energy for compressible gas flows. These are solved based upon the physical infor-
mation input by the user in the form of a model, in this case Figure 2. Physical inputs such
as cylinder count and dimensions will impact the output of the Navier–Stokes equations
and thus the mechanical performance of the engine. ‘WAVE’ also contains submodels to
determine the behaviour and output of both combustion and emissions, governed by further
equations, NOx emissions for example are defined by the Arrhenius equation for the kinetic
rates. The Multi–Wiebe combustion model was in this case utilised due to the dual-fuel nature
of the investigation. Investigations were based on an engine whose physical construction was
based upon the 1D model, comprised of components (cylinders, etc.) within ‘WAVE’ with
properties set to match the physical specification. Ricardo’s engine database contains several
solutions from which the McLaren M838T was chosen. This decision was made due to the
scarcity of literature investigating the reduction of the environmental impact of ‘sports’ cars,
of which energy recovery systems dominate the market. Significant modifications were made
for compatibility with the concerns of this work alongside a rebuild of the model to better
understand the intentions of the original engineers.

Figure 2. Baseline 1D CFD M838T engine model.

Energies 2021, 14, 4847 6 of 24

2.4. Emission Model Application

Both the spark ignition (SI) and direct injection (DI) HC emission models were in-
tegrated within the engine and activated. The post-flame oxidation behaviour was also
activated for fully accurate HC outputs. NOx and CO emission models required activation,
as well as assigning them a passive scalar. The passive scalars were created such that the
simulation could track the quantity of substances of specific molecular weight, in this case
the targeted emissions.

2.5. Modified Fuel Application

A variety of methanol and ethanol blends were required for application to the engine
for investigation. The ‘Buildfuel’ application within WAVE was used for this, accessed and
manipulated through the command prompt. Each fuel blend was implemented within
the model properties and fuel injection was left on proportional for automatic fuel/air
ratio correction. For the baseline model a 100% gasoline fuel was created. Each fuel blend
created was then applied to the baseline system.

2.6. Miller Cycle Application

The baseline profile was extracted first and using values within this profile both the
EIVC and LIVC profiles were modelled. The exhaust valve profile was not altered within
this investigation and as such the valve overlap angle was consistent for all examples.
Profile shapes were constructed based upon definitions by Wei [25]. These profiles are
presented in Figure 3, where EIVC 30 defines a profile in which the valve closes 30 degrees
earlier than the baseline profile.

Figure 3. Investigated Miller cycle intake valve profiles.

2.7. Engine Model Performance Validation

The physical M838T was constructed based on the 1D model used within this investi-
gation and it was therefore expected that the model would be an accurate representation of
the physical engine. Following the manual changes made however, validation was required
to confirm that changes did not affect its base characteristics. Due to limited published
data, dynanometer values [26] were compared to the model outputs in Figure 4.
Energies 2021, 14, 4847 7 of 24

(a) (b)

Figure 4. Engine performance validation. (a) Power Comparison; (b) Torque Comparison.

The model followed the physical engine characteristics very closely, with only slight
variations in the overall pattern at extreme load conditions. To confirm validation, the
majority of points must lie within 5% of the dynanometer values, providing an indication
of a successful model. Table 1 presents the percentage differences at each engine load.
Few large deviations occur at over-speeding and very low load that exceed the 5% thresh-
old. Due to the unpredictability of performance within these regions the model can be
considered valid for mechanical output, as it satisfied the bulk operation conditions.

Table 1. 1D model performance percentage differences.

Speed (RPM) 8500 8000 7500 7000 6500 6000

Power PD (%) −7.21 −1.10 3.23 −1.02 −0.48 −0.80
Torque PD (%) 3.64 0.61 4.64 0.69 0.85 0.56
Speed (RPM) 5500 5000 4500 4000 3500 3000
Power PD (%) −1.38 −1.05 −1.30 0.50 −1.36 −0.51
Torque PD (%) 0.023 −0.18 0.22 0.64 0.34 0.37
Speed (RPM) 2750 2500 2000 1500 1000
Power PD (%) 2.84 −3.0 −10.25 −13.49 −7.27
Torque PD (%) 1.56 −3.14 −11.74 −13.30 −0.95

2.8. Emission Model Validation

To determine if the emission behaviours shown by the engine were an accurate
representation of real outputs, a further verification step was required. Due to the extremely
limited emission data surrounding the M838T, an indirect method was used. A similar
preset engine (2.2 L twin-turbo gasoline) was taken from Ricardo’s database and simulated
as a comparison. The emission levels were plotted as standardised amounts per engine
litre and each engine compared in Figure 5. As these engines intrinsically differ from
each other, this process tested overall trends as opposed to specific point differences. Each
overall trend was matched. Despite standardisation, however, some obvious discrepancies
were observed, particularly for the HC emissions which showed a consistent shift in all
results. This is to be expected however as varying engine sizes differ with a non-linear
relationship to fuel consumption. For both NOx and CO emissions, strong correlation can
be seen at high engine load, with only relatively large differences at low load. However,
again, due to the unpredictability of engine behaviour at low load, these differences are
not significant. The majority of points of difference were below 10%; therefore, the engine
for both mechanical and emission outputs was successfully validated.
Energies 2021, 14, 4847 8 of 24

(a) (b)

(c) (d)

Figure 5. Engine emission validation. (a) NOx Comparison; (b) CO Comparison; (c) HC Comparison;
(d) Percentage Differences.

3. Results and Discussion

Within this section the outputs of all simulations have been documented and dis-
cussed. The EIVC and LIVC Miller cycles were investigated across varying magnitudes
of closure. Within this section, EIVC30, for example, denotes an early intake valve close
implementation that closes 30 degrees earlier than the baseline profile. Outputs of varying
mass fraction blends of gasoline have also been presented. In this case M30, for example,
denotes a fuel blend consisting of 30% methanol and 70% gasoline. Alternatively E has been
used to denote an ethanol mix. Within this section outputs from varying airflow through
the two turbochargers have been presented as well simulations combining multiple of the
above technologies. All properties of concern, both mechanical and emission outputs have
been graphed across all engine loads.

3.1. Methanol Blends

3.1.1. Engine Performance
Figure 6 presents the performance results for varying mass fractions of methanol with
gasoline. Blends up to M40 lost approximately 18.4 kW brake power at peak for each
increase in 10% of methanol. M40 and above suffered an excess of 30 kW loss for the
same increase. The M5 blend achieved a marginal 0.15 kW increase between 1000 RPM
and 1858 RPM. In this period, the added oxygen was dominant over the limiting heating
value, supporting Iliev’s findings [21]. Each addition of 10% of methanol saw a rough
increase of 0.5% efficiency at peak. This effect was reduced both above and below this
engine load. High fraction blends saw large drop offs in efficiency at high loads, due to the
increased flame propagation speed decreasing combustion time. The increased resistive
pressure prior to TDC, worked against the piston (This is elaborated on in Section 3.3.) As
combustion time decreased at high load, the positive pressure effect post TDC was reduced
and resistive pressure was dominant in reducing performance [20]. The BSFC increased
Energies 2021, 14, 4847 9 of 24

exponentially with increasing mass fraction, a phenomenon documented by Qi [14]. M100

showed a minimum 100% increase on the baseline. The exponential increase is likely due
to a greatly reduced air–fuel ratio, due to large fuel volumes entering the cylinder. This
reduced complete combustion rates due to limited oxygen availability.

(a) (b)

(c) (d)

Figure 6. Methanol and gasoline blends: engine performance outputs. (a) Brake Power; (b) Brake
Torque; (c) BSFC; (d) Brake Thermal Efficiency.

3.1.2. Emissions
Figure 7 presents the emission outputs of varying mass fractions of methanol with
gasoline. All blends, excluding M5 and M15, caused an overall reduction in NOx emissions.
Iliev [21] described an increase for all blends up to M50 due to increased cylinder temper-
ature. The dominant factor for M5 and M15 was therefore the flame propagation speed
as power and temperature output was reduced for both, which for methanol is 63 cm/s
compared to 52 cm/s for gasoline [27], causing increased levels of NOx , as suggested
by Larfeldt [28]. M100 ultimately caused a 99% reduction in NOx ouput at rated speed
due to reduced combustion temperatures. Reductions in CO output for all blends were
also observed due to the introduction of added oxygen and reduced carbon chains. The
promising M30 caused a 91.4% reduction, confirming findings by Qi [14]. Mass fractions
up to M40 showed a complex HC pattern across engine loads, with an overall decrease
with increasing load. This pattern is not seen in most studies, which tend to show a roughly
linear decrease. Complexities were due to localised efficiency/temperature variations. The
initial decrease corresponds to the increasing engine efficiency and reduction of BSFC, to
the point of highest efficiency at 2750 RPM. The following increase is due to the correspond-
Energies 2021, 14, 4847 10 of 24

ing decrease in engine efficiency and increase in unburned fuel. This continues up until
approximately 4500 RPM, when cylinder temperature begins to dominate as the engine’s
output power continues to increase. HC output then decreases roughly linearly to a mini-
mum at rated speed. The HC increase at speeds exceeding the rated speed correspond to
extreme fuel-rich conditions. Combustion rates decreased due to the smaller combustion
time and oxygen availability, and therefore more unburned fuel (HC) was output. M50
and above blends showed a slight difference: an increasing trend between 1000 RPM and
2750 RPM, due to the exponentially increased BSFC and low air–fuel ratio. The M5 blend
showed a decrease in HC output from the baseline at all engine speeds. This supports
Zhao’s findings [29], and is due to the added oxygenate promoting complete combustion.
In addition the methanol has a shorter quenching distance, meaning the combustion flame
could form closer to the cylinder wall, allowing complete combustion at the main formation
point [23]. From M15 to M60, increasing methanol fraction increased HC output. This
was due to increased unburned fuel from the increased fuel-air ratio. From M60 to M100
however, a reduction in HC output is seen; this change in pattern occurs as methanol
becomes the majority fuel. It is likely the shorter hydrocarbon chains, alongside the shorter
quenching distance and added oxygenation dominated the reduced cylinder temperature.

(a) (b)

(c) (d)

Figure 7. Methanol and gasoline blends: emission outputs. (a) NOx ; (b) CO; (c) HC (M5–M40);
(d) HC (M50–M100).
Energies 2021, 14, 4847 11 of 24

3.2. Ethanol Blends

3.2.1. Engine Performance
Figure 8 presents the performance results for varying mass fractions of ethanol with
gasoline. Similar trends to that of methanol were observed across all parameters, due
to little variation in the two fuels’ intrinsic properties. As such, the reasoning behind
improvements/drawbacks are identical unless stated otherwise. The E5 blend achieved a
9.3 kW brake power upgrade across all loads below 8350 RPM. The increase on M5 was
due to the larger heating value. For large mass fractions, the reduced heating value caused
a 17.2 kW brake power drop for every 10% ethanol increase. Again, the BSFC increased
exponentially as ethanol fraction increased. Ethanol did however show a less extreme
increase than methanol, which showed a BSFC of 0.5855 kg/kwh at rated speed compared
to 0.417 kg/kwh for 100% blends. Ethanol also showed a significant efficiency increase for
all blends, E5 achieved a 0.72% efficiency increase to 35.6% at peak. E100 also achieved an
increase of 3.66% to 38.55% at peak. E5 at peak was lower than M5 by 0.1% and E100 to
M100 by 1.28%.

(a) (b)

(c) (d)

Figure 8. Ethanol and gasoline blends: engine performance outputs. (a) Brake Power; (b) Brake
Torque; (c) BSFC; (d) Brake Thermal Efficiency.

3.2.2. Emissions
Figure 9 presents the emission outputs of varying mass fractions of ethanol with
gasoline. Ethanol blends of E30 and lower caused increased NOx output. This has been
detailed by past reports [30] and was due to increased cylinder temperature during com-
bustion. Figure 9d shows the increase of cylinder temperature during the 4-stroke cycle
Energies 2021, 14, 4847 12 of 24

for E5. E15 however contradicts this. As for methanol, the dominant factor was therefore
assumed to be flame propagation speed for E10 to E30 blends, causing increased levels of
NOx , as power output was reduced for these blends [28,29]. E40 and larger blends saw
significant reductions in NOx emissions due to the lowered cylinder temperature caused
by the decreasing heating value. CO emissions decreased with increasing ethanol fraction,
again due to the added oxygenation provided by the biofuel instigating further complete
combustion [14]. A similar pattern to methanol is seen for HC output. In this case, however,
the trend switch occurs for fractions of E60 and larger, where an increase is seen at low
engine load. This is again due to the larger BSFC caused by reduced heating value. Seen
also in this figure is the reduction of HC output for E5, 3% at rated speed, due to increased
combustion temperature and added oxygenates.

(a) (b)

(c) (d)

Figure 9. Ethanol and gasoline blends: emission outputs. (a) NOx ; (b) CO; (c) HC; (d) Temperature
Comparison.

3.3. Biofuel and Gasoline 100% Fraction Comparison

Figures 6a and 8a confirmed feasible usage of 100% mass fraction biofuels within
the M838T. Methanol provided superior thermal efficiency, by 1.4% and HC reduction by
26%. Efficiency differences were due to increased latent heat of vaporisation and octane
numbers. The octane numbers of which are 119 for methanol, 113 for ethanol and 87 for
gasoline. This resistance to compression has been attributed to increased efficiency [31].
This may also explain potential increases in performance when used with the EIVC. Ethanol
instead achieved higher power output, by 27%, and improved BSFC by 38%, seen below in
Figure 10a,c. These figures present a mechanical output comparison of operation with 100%
Energies 2021, 14, 4847 13 of 24

mass fraction of each fuel type. Figure 10b,d shows in-cylinder temperatures and pressures,
respectively, of the two biofuels during combustion, illustrating discussions in Sections 3.1
and 3.2. Furthermore, the feasibility of exclusive operation is highlighted, which is possible
with significant performance loss. Shown in Figure 10c is the significant increase of BSFC
for the M100 blend at high load. As discussed, this is due to the large volumes of fuel in the
cylinder, prompting high fuel-air ratios. The significant efficiency loss for M100 and E100
was highlighted in Figures 6d and 8d so is not included here. This was due to high fuel-air
ratios and reduced combustion time, limiting the impact of positive post-TDC pressure.
Note that M100 becomes less efficient than E100 at speeds exceeding 5750 RPM.

(a) (b)

(c) (d)

Figure 10. Biofuel combustion comparison. (a) Power Output; (b) Temperature; (c) Brake Specific
Fuel Consumption; (d) Pressure.

3.4. Early Intake Valve Close

3.4.1. Engine Performance
Following the application of the EIVC valve lift profiles seen in Figure 3, Figure 11
shows the corresponding performance outputs. Power output increased for all applications
at low and medium load. For the 30 degree early close, a 19.3 kW (7%) power increase acts
up to 6750 RPM. The power increase varied little between magnitudes of early closure,
50 degree EIVC shows the largest increase of 26.8 kW (9.5%). An increase in cylinder
pressure was observed. This was due to the reduction of in-cylinder combustion duration
stemmed from the earlier valve close [10]. This has been elaborated on in Section 3.7. This
directly reduces pumping losses and thus promotes increased cycle performance [10,32].
Power loss was observed at high engine load, Huang [9] observed this in a similar spec-
ification engine in 2020. They reasoned that the reduction of air intake due to the EIVC
severely limited engine performance in demanding conditions. A large increase in pressure
for the EIVC prior to TDC was found at 0 degrees. This pressure works against piston
Energies 2021, 14, 4847 14 of 24

rising and becomes more prominent at higher load, as combustion time is reduced and
positive pressure post TDC is reduced [20]. This has again been elaborated on in Section 3.7.
Application of the Miller cycle at very high loads, in high-performance vehicles, is not well
documented in literature. These results therefore show a gap in research and build upon
expected results. Both BSFC and thermal efficiency show marginal improvements across
both low and medium engine loads; a common finding across similar research. This is due
to the decoupled expansion ratio, allowing more work to be extracted from the cycle. This
is an idea heavily documented by Tengku [33]. The reduction of pumping losses following
EIVC application contributes to an efficiency increase [10], a direct consequence of the
increased cylinder pressure.

(a) (b)

(c) (d)

Figure 11. Early intake valve close Miller cycles: engine performance outputs. (a) Brake Power; (b)
Brake Torque; (c) BSFC; (d) Brake Thermal Efficiency.

3.4.2. Emissions
Following the application of the EIVC valve lift profiles seen in Figure 3, Figure 12
shows the corresponding emission outputs. The increased cylinder temperature resulted in
increased NOx output at low and medium loads. The 30-degree EIVC profile resulted in a
2.2% increase, with reductions at loads greater than 6500 RPM. As discussed in Section 3.7.
At rated speed, a reduction of 2.3% was observed. For the final combined solutions, the
alcohol will be the dominant factor in NOx emissions and as such marginal increases are
acceptable for the Miller cycle. Most profiles resulted in an increase in CO output at low
and medium engine loads. There is a net reduction in air intake for the EIVC as stated by
Wang [11]. This likely leads to the increase in CO emissions at low load due to the lack
Energies 2021, 14, 4847 15 of 24

of available oxygen. The decrease therefore at higher loads will be due to the increased
temperature driving further complete combustion. EIVC achieved HC reductions at both
low and medium loads. These reductions, as for the BSFC, are due to the increase in work
extracted from the cycle. The reduced pumping losses allow for increased fuel utilisation
and thus less fuel is output as unburned hydrocarbons. In terms of this investigation this
has high potential for operation alongside the biofuels, the main negative of which is HC
output increase.

(a) (b)

(c)

Figure 12. Early intake valve close Miller cycles: emission outputs. (a) NOx ; (b) CO; (c) HC.

3.5. Late Intake Valve Close

3.5.1. Engine Performance
Following the application of the LIVC valve lift profiles seen in Figure 3, Figure 13
shows the corresponding performance outputs. A reduction in power output at all engine
loads was observed. This was due to the loss of charge during the blow-back period [8]
and the significant loss in cylinder pressure. The 31-degree LIVC shows a power loss
of 40 kW at peak. At very high load only marginal power loss was observed however,
unlike the baseline. This is likely due to the reduced combustion duration at high load
compensating for charge lost during blow-back. A negative effect on both BSFC and thermal
efficiency can be observed for all engine loads. It was anticipated that the reduced inlet
charge temperature and increased work extracted from the cycle would improve efficiency,
however the loss of charge during blow-back and reduced combustion temperature and
pressure have been dominant in reducing energy extraction. Thirty-one-degree LIVC
caused an increased BSFC at rated speed of 1% and an efficiency reduction of 1.1%.
Energies 2021, 14, 4847 16 of 24

(a) (b)

(c) (d)

Figure 13. Late intake valve close Miller cycles: engine performance and emission outputs. (a) Brake
Power; (b) Brake Torque; (c) BSFC; (d) Brake Thermal Efficiency.

3.5.2. Emissions
Following the application of the LIVC valve lift profiles seen in Figure 3, Figure 14
shows the corresponding emission outputs. Figure 14a,b shows a reduction of NOx and
CO emissions across all loads for small LIVC. NOx emission reduction was due to reduced
charge and peak cylinder temperatures. As elaborated on in Section 3.7. Thirty-one-deg
LIVC achieved NOx reductions of 10% through mid loads and 3% at rated speed. As
well as CO reductions of 8% at mid load and 1% at rated speed. He [34] stated that CO
reduction was attributed to the reduced frequency of localised fuel-rich combustion zones.
The zones limited complete combustion frequency due to oxygen deficiency. This impact
became less prominent at high load as fuel consumption increased alongside increased
localised fuel-rich zones. This was no longer observed for LIVC of 37 degrees or more as
the limited cylinder temperature inhibited complete combustion. HC emissions saw an
incremental increase as LIVC became larger, corresponding to that of the BSFC increase.
Both factors are direct result of the unburned fuel expelled from the cylinder during the
blow-back period. HC output became less impacted at high load due to both increased
cylinder temperature and reduced combustion time limiting the mass of fuel lost.
Energies 2021, 14, 4847 17 of 24

(a) (b)

(c)

Figure 14. Late intake valve close Miller cycles: engine performance and emission outputs. (a) NOx ;
(b) CO; (c) HC.

3.6. Turbocharger Variation

Air mass flow was varied on the twin-turbo system to understand the effects on
performance and emissions, outputs from this are seen in Figures 15–17. The M30 blend
was chosen as a basis for investigation. As can be seen in Figure 15a power compensation
at high load was achieved for all mass flow increases.

(a) (b)

Figure 15. Varied turbocharger outputs. (a) Brake Power; (b) Brake Thermal Efficiency.
Energies 2021, 14, 4847 18 of 24

Fifty percent mass flow increase saw an improvement of 28.1 kW (6.86%), due to the
added oxygen instigating further combustion in oxygen demanding conditions. Mass
flow was also varied to compensate for loss of charge during the Miller cycle, as detailed
in Section 3.8. Loads below 3000 RPM saw power loss for all mass flows, again seen in
Figure 15a; the added air caused an excessive air–fuel ratio, resulting in an exceedingly
lean charge mixture and limited flame propagation [20]. Power loss was also due to the
increase in exhaust back-pressure introduced by the turbocharger, adding to pumping
losses [10]. The added utilisation of exhaust gases driving the compressor resulted in a
net reduction in waste energy, as seen in Figure 15b. Fifty percent mass flow addition
improved efficiency by 2.4%. To avoid power loss at low load, the mass flow factor was
set as a variable and activated at 5000 RPM. The successful power profile can be seen in
Figure 16. As seen, activation occurs at 5000 RPM and power compensation equal to that
of constant turbocharging is seen at increasing loads. This application was applied within
all combined technologies instead with a mass flow increase of 50%.

Figure 16. Variable turbocharging power output at 5000 RPM.

The emission outputs resulting from the varied turbocharger mass flow and the power
output of the final variable turbocharger implementation can be seen Figure 17a,b below:

(a) (b)

Figure 17. Turbocharger impact on emissions. (a) NOx; (b) CO.

Figure 17 presents the impact of varying magnitudes of turbocharger mass flow

increases on both NOx and CO output. This allows for complete understanding of the
combined technologies section. Marginally increased NOx at higher load was due to the
Energies 2021, 14, 4847 19 of 24

increased combustion rate, which caused raised cylinder temperature. CO output was
increased between 2000 RPM and 3000 RPM due to the excessively lean charge and limited
flame propagation. This was caused by the added air massflow, causing added incomplete
combustion. CO was unaffected past this point and as such was removed by variable
turbocharging.

3.7. Miller Cycle Comparison

Figure 18 illustrates cylinder temperatures and pressures of both Miller cycles at
medium load, supporting comparisons made in Sections 3.4 and 3.5.

Figure 18. Miller cycle pressure and temperature comparison.

As seen from previous discussion, a significant increase to pressure is observed wih

the EIVC across all crank angles (8% at peak), due to the reduced combustion duration [10].
The resistive pressure increase, prior to TDC, is illustrated here as the increase just before
0 degrees is apparent. A significant decrease in pressure is observed with the LIVC (17%
at peak), due to the loss of charge during blowback. Temperature changes were much
more marginal: EIVC saw minor increases across combustion and the LIVC decreases. At
220 degrees, the EIVC appear to match the baseline temperature, whereas the LIVC causes
a minor temperature increase. It is unclear why. Despite NOx and CO improvements
achieved with LIVC, the EIVC was best suited to the high performance M838T, and as such
became the focus of combined technology investigation.
Energies 2021, 14, 4847 20 of 24

3.8. Combined Technologies

This section details three combinations of the Miller cycle, biofuels and variable
turbocharging, seen in Figure 19. They were selected based upon emission reduction and
performance impact potential. Table 2 compares these technologies operating exclusively
and co-operatively. These technologies have been investigated both with and without
turbocharger application, to understand the impact of applying the Miller cycle and biofuels
cooperatively. The overall intention was to utilise the increased Octane number of the
renewable biofuels with the added pressure induced by the EIVC. Included below is the
investigation of three combinations, with and without turbocharging.

(a) Brake Power (b) Brake Thermal Efficiency

(c) Brake Specific Fuel Consumption (d) HC

(e) NOx (f) CO

Figure 19. Combined technology outputs.

Energies 2021, 14, 4847 21 of 24

Table 2. Summary Results of all Promising Combined and Individual Technologies.

Technology Power (kW) EFFB (%) BSFC (kg/kWh) NOx CO HC

3500 RPM 7500 RPM 3500 RPM 7500 RPM 3500 RPM 7500 RPM 7500 RPM
M5 −0.2 −2.0 +0.8 +0.6 +0.001 +0.001 +15% -42% −1%
M30 −18.4 −51.0 +2.1 +1.3 +0.030 +0.039 −23% −91% +46%
M40 −27.2 −75.2 +2.5 +1.3 +0.045 +0.059 −60% −96% +66%
E5 +0.5 +0.05 +0.7 +0.6 0 0 +11% -36% −3%
E40 −17.6 −48.7 +2.0 +1.3 +0.029 +0.037 −19.5% −90% +42%
E50 −24.6 −65.2 +2.2 +1.3 +0.040 +0.051 −47% −95% +56%
30 Deg EIVC 17.7 −12.4 +0.12 0 0 −0.001 −2% −3% +3%
44 Deg EIVC 24.3 −43.4 +0.17 −0.1 −0.001 +0.001 −6% −6% +12%
31 Deg LIVC −42.7 −38.8 −0.5 −0.3 +0.004 +0.003 −3% −1% +10%
E5 + 30 EIVC +18.3 −12.41 +0.87 +0.59 −0.001 +0.0004 +9% −37% 0%
M30 + 30 EIVC −2.37 −63.07 +2.21 +1.23 +0.029 +0.0391 −27% −92% +51%
E50 + 44 EIVC −3.69 −104.5 +2.39 +1.09 +0.039 +0.0529 −55% −95% +69%

3.8.1. Combination 1—E5, 30 Deg EIVC and 50% Turbo

With turbocharging, BSFC, HC and CO output, power and efficiency were all im-
proved across most loads. E5 and 30 degree EIVC without turbocharging affected most
factors by the sum of the individual technologies’ impact, showing no limitations (Table 2).
A compound effect was also observed, such that the combined impact on a factor was
greater than the sum of the individual technologies. Efficiency at low load improved by
0.87% compared to the expected 0.82%. This is likely due to the combination of increased
pressure provided by the EIVC alongside ethanol’s increased octane number. With tur-
bocharging applied this combination provided improvements for all factors excluding
NOx , see Figure 19.

3.8.2. Combination 2—M30, 30 Deg EIVC and 50% Turbo

With turbocharging, this combination achieved the highest efficiency at high load
(2.3% increase), 50% NOx reductions and near zero CO output, see Figure 19. The BSFC
increase was counteracted by the 30% reduction in gasoline, as such the net gasoline usage
and CO2 output was reduced. M30 and 30 degree EIVC without turbocharging caused
negative compounding at low load, −2.37 kW power impact compared to the expected
−0.7 kW, 92% CO reduction compared to the expected 94% and 51% HC output increase
compared to the expected 49% (Table 2). This is likely due to the increased pressure
opposing the piston prior to TDC from the EIVC (Figure 18), combined with reduced
combustion time of methanol limiting positive pressure post TDC. NOx has however
achieved a positive 2% compounding effect, due to the combined reduced heating value of
methanol and charge loss with EIVC.

3.8.3. Combination 3—E50, 44 Deg EIVC and 50% Turbo

With turbocharging, this combination achieved the largest efficiency increase at peak
(2.2%) and power loss (17.8%). NOx and CO saw the largest reductions of 52% and 95%,
respectively, thus this combination is ideal for manufacturers to limit environmental impact.
Despite the 16.3% BSFC increase, the blend contains 50% less by mass of gasoline and as
such the net gasoline consumption and CO2 output was reduced. E50 and 44-degree EIVC
without turbocharging showed 4.1 kW higher than expected power at high load, due to
increased octane number, with 3.3 kW lower than expected at low load. NOx again showed
a 2% compound improvement (Table 2).

4. Conclusions
This report has comprehensively investigated the impact of both EIVC and LIVC
Miller cycles, through VVT, on the M838T engine. Incremental investigations were carried
out with intake valve profiles of varying early/late closure magnitude. This work targeted
application of the Miller cycle on a high performance engine (M838T), with speeds exceed-
ing 7500 RPM. Engines of this power are not widely considered in past research, as such
these investigations provide a potential solution for motorsport manufacturers to reduce
Energies 2021, 14, 4847 22 of 24

environmental impact of their power units. Utilising a 30 degree early closure the EIVC
achieved increased cylinder pressure and reduced combustion duration. This resulted in a
17.7 kW power output increase through medium engine loads and loss of 12.4 kW at rated
speed. Alongside this, there was an improvement in efficiency of 0.13% and BSFC of 0.4%
at low and medium loads. Increases to NOx and CO output of 5% and 2.5% were observed
at low and medium loads, with reductions at rated speed of 2% and 2.2%. The 31-degree
LIVC, however, proved less successful, loss of charge resulted in reductions to power (21%)
and efficiency (0.5%) across all engine loads. Unburned fuel levels increased and as such
HC output and BFSC increased by 300 ppm and 5 g/kWh. NOx and CO outputs were
however reduced across medium loads by 11% and 8.7%, respectively. These findings
could be further investigated by iterating in small increments around the promising 30
and 44 degree EIVC, as found within this work these profiles yielded the most progressive
results. Alterations could also be carried out to the peak valve opening, this has potential
to further increase cylinder pressure with the EIVC and limit the negative blowback effect
for the LIVC found in this work.
The biofuels methanol and ethanol were applied, with varying mass fractions, as
blends with gasoline to the M838T. High mass fraction blends of these biofuels with
gasoline within engines of this power are not widely considered in past research. This
work has therefore provided unique information to be utilised by motorsport organisations
and manufacturers to reduce environmental impacts of their races and power units. As any
number of the investigated blends could be adopted in future motorsport campaigns, 100%
fractions proved viable, with power output penalty of 35% for ethanol and 52% methanol.
Both CO and NOx emissions were reduced to near zero. All blends achieved a net reduction
in fossil fuel usage and carbon output, despite BSFC increases. The E5 blend achieved
improvements to power of 0.5 kW at low and medium loads and efficiency of 0.7%. CO
output was also reduced by 36% at the cost of an 11% NOx increase. Increasing biofuel
fractions targeted further emission reductions: M30 and E50 achieved NOx reductions
of 23% and 47% alongside CO depletion of 91% and 95%, respectively. At a cost, power
was reduced at peak by 51 kW and 65 kW respectively, although both blends improved
efficiency by 2.1%. As for the Miller cycle, further investigations may decide to increment
more concisely around the more promising M40 and E50 blends. Works may also decide to
100% or near mass fraction blends with lower power engines, in which performance loss is
not of concern. This has potential to reduce environmental impact to near zero for average
consumer vehicles. Work may also be carried out to investigate multiple fuels within
blends, incorporating alternative fuels such as hydrogen with the blends investigated in
this report.
The concurrent application of biofuel/gasoline blends with the Miller cycle, has not
previously been considered in past literature. This work has therefore proved to be a
breakthrough in its understanding. It has potential to provide manufacturers of both
high performance and typical consumer power units aiming to meet future environmental
legislative targets an unconventional and promising solution. Applied co-operatively
the biofuels and Miller cycle EIVC largely improved/limited factors by the sum of the
individual technologies. The E5 blend with the EIVC saw efficiency improvements of
0.05% larger than expected. M30 and E50 with EIVC saw compounded improvement of
NOx emissions of 2% and power at rated speed of 0.9% for E50. Compound increases
of CO and HC by 2% were however seen. Combined with this was a turbocharger mass
flow increase of 50% above 5000 RPM. 7.3% power compensation was achieved at rated
speed. This corrected both air intake loss for the EIVC and efficiency loss for the biofuels
at high load. As such, the combined technologies achieved a further 1% efficiency and
10 g/kWh BSFC improvement. As the quantity of combinations that could potentially be
investigated is limitless, further research can use these base findings to decide which blends
and Miller cycles to combine. The most promising results from this finding can be used as
a basis. Combination of the EIVC with hydrogen may also be a focus of further work, the
Energies 2021, 14, 4847 23 of 24

compounded reduction in NOx output may be particularly beneficial for hydrogen as the
high flame propagation speed makes it a primary drawback.
Author Contributions: L.O.: Carried out prior research, ‘WAVE’ modelling of technologies and
simulations, analysed and plotted data and wrote final report; Y.W.: Correspondence and supervision
throughout, provided instruction and critical feedback of all work also reviewed and edited report.
All authors have read and agreed to the published version of the manuscript.
Funding: This research received no external funding.
Conflicts of Interest: The authors declare no conflicts of interest.

Abbreviations
The following abbreviations are used in this manuscript:

EIVC Early Intake Valve Close

LIVC Late Intake Valve Close
NOx Oxides of Nitrogen
CO Carbon Monoxide
HC Hydrocarbons
CO2 Carbon Dioxide
GHG Greenhouse Gas
VVT Variable Valve Timing
TDC Top Dead Centre
BDC Bottom Dead Center
Deg Degrees
PMEP Pump Mean Effective Pressure
BSFC Brake Specific Fuel Consumption
EFFB Brake Thermal Efficiency
CFD Computational Fluid Dynamics
SI Spark Ignition
DI Direct Injection
RPM Rotations per Minute
M10 or E10 Denotes a fuel blend consisting of 10% of methanol/ethanol with 90% gasoline
(used to describe all blends)

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