Critical Concerns Regarding the Transition from E5 to E10 Gasoline in the European Union, Particularly in Poland in 2024—A Theoretical and Experimental Analysis of the Problem of Controlling the Air–Fuel Mixture Composition (AFR) and the λ Coefficient

Łukasz Warguła (), Bartosz Wieczorek, Łukasz Gierz and Bolesław Karwat
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Łukasz Warguła: Institute of Machine Design, Faculty of Mechanical Engineering, Poznan University of Technology, Piotrowo 3, 60-965 Poznan, Poland
Bartosz Wieczorek: Institute of Machine Design, Faculty of Mechanical Engineering, Poznan University of Technology, Piotrowo 3, 60-965 Poznan, Poland
Łukasz Gierz: Institute of Machine Design, Faculty of Mechanical Engineering, Poznan University of Technology, Piotrowo 3, 60-965 Poznan, Poland
Bolesław Karwat: Faculty of Mechanical Engineering and Robotics, AGH University of Krakow, A. Mickiewicza 30, 30-059 Krakow, Poland

Energies, 2025, vol. 18, issue 4, 1-21

Abstract: The RED II Directive requires European Union member states to increase the share of renewable energy in the transport sector to at least 14% by 2030. In January 2024, Poland replaced E5 gasoline (95 octane) with E10, which contains up to 10% bioethanol derived from second-generation sources such as agricultural residues. The transition to E10 raises concerns about the ability of engine management systems to adapt to its different air–fuel ratio (AFR) requirements. The AFR for E10 (13.82) is 1.98% lower than for E5 (14.25) and 3.88% lower than for pure gasoline (14.7). Research conducted on a spark-ignition engine (with AFR regulation) using an exhaust gas analyzer demonstrated that during the combustion of E5 and E10 fuels with correctly adjusted AFR and operation at λ = 1, the use of E10 potentially increases CO 2 and NO x emissions despite reductions in CO and HC. However, when calibrated for E5 and operated with E10 fuel, an increase in CO 2 and HC concentrations in the exhaust gases is observed, along with a reduction in CO and NO x . This phenomenon is attributed to operation with lean mixtures, at λ = 1.02. This study investigates both the theoretical and experimental impact of this fuel transition. Fuel systems typically adjust engine operation based on exhaust gas analysis but cannot recognize fuel type, leading to incorrect λ values when the AFR differs from the ECU’s programming. Effective adaptation would require additional fuel composition sensors and editable ECU mappings. For older vehicles or small non-road engines, manual adjustments to injection or carburetor systems may be necessary.

Keywords: fuel composition sensors; renewable energy; bioethanol; engine management systems; air–fuel ratio (AFR) calibration; exhaust gas analysis (search for similar items in EconPapers)
JEL-codes: Q Q0 Q4 Q40 Q41 Q42 Q43 Q47 Q48 Q49 (search for similar items in EconPapers)
Date: 2025
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