ライフサイエンスコーパス: gasoline

1 % lower than in 2005 (98.1 vs 96.2 g CO2e/MJ gasoline).

2 and final boiling point (FBP) of commercial gasoline.

3 and environmentally friendly alternative to gasoline.

4 based feedstocks into olefins, aromatics and gasoline.

5 , and especially eliminating Pb additives in gasoline.

6 with a functional unit of 1 MJ of combusted gasoline.

7 me cost-competitive against corn ethanol and gasoline.

8 volume fraction (Exx) of ethanol in finished gasoline.

9 when compared to ethanol-only-containing E10 gasoline.

10 eductions with increasing alcohol content in gasoline.

11 ies to produce larger quantities of high-RON gasoline.

12 and a negligible contribution from unburned gasoline.

13 y 80% or more relative to using conventional gasoline.

14 economy by utilizing higher octane (98 RON) gasoline.

15 or monitoring the adulteration of automotive gasoline.

16 h a certified-reference-material (ERM-EF213) gasoline.

17 c energy content of ethanol when compared to gasoline.

18 ide, especially after the removal of lead in gasoline.

19 haust from older passenger cars and unburned gasoline.

20 ns from i-butanol, compared to certification gasoline.

21 age blend of 80% ethanol (by volume) and 20% gasoline.

22 ssions, 88 and 120 g CO(2)eq/MJ reformulated gasoline.

23 quently detected at sites impacted by leaded gasoline.

24 50 ppm for model silicon molecules in spiked gasoline.

25 he U.S.S.R. and not by a phase-out of leaded gasoline.

26 anol from corn grain or corn stover than for gasoline.

27 years in which MTBE was being phased out of gasoline.

28 rations, approximately 30 min in the case of gasoline.

29 both total and speciation sulfur analysis in gasolines.

30 (MJ)) are estimated to be 7.8 (6.2-9.8) for gasoline, 4.9 (2.7-9.9) for diesel, 2.3 (0.9-4.4) for je

31 presented here (e.g., 92.4 vs 96.2 g CO2e/MJ gasoline, + 4.1%) are due to changes both in modeling pl

32 per IQR by source were estimated for onroad gasoline (9-11% increase), followed by onroad diesel (6-

33 are estimated to be 88.6% (86.2%-91.2%) for gasoline, 90.9% (84.8%-94.5%) for diesel, 95.3% (93.0%-9

34 yl tertiary-butyl ether (MTBE) was used as a gasoline additive in the United States during 1995-2006.

35 ents in consumer and industrial products, as gasoline additives, and as intermediates in the synthesi

36 powerful tool for on-site rapid detection of gasoline adulteration and opens substantive avenues for

37 Gasoline adulteration detection is currently carried out

38 measurements for on-site rapid detection of gasoline adulteration.

39 ederal Test Procedure (US06) drive cycles on gasoline and 10% by volume blended ethanol (E10).

40 g CO2eq/MJ (80% CI, 87-94) of Bakken-derived gasoline and 90 g CO2eq/MJ (80% CI, 88-94) of diesel.

41 r the years following the phase-out of Pb in gasoline and a resulting upward shift in the PbA particl

42 tive fuel is widely used as a substitute for gasoline and also in gasoline direct injection (GDI) veh

43 ive different feedstocks was conducted, with gasoline and corn ethanol as reference fuels.

44 will play an important role in conventional gasoline and diesel applications, bioderived solutions a

45 of replacing conventional, petroleum-derived gasoline and diesel continue to be scrutinized for polic

46 WTW GHG emissions of gasoline and diesel derived from diluted bitumen ranged

47 r rate than charcoal production and use, and gasoline and diesel for motorcycles, cars, and generator

48 When combined with data on gasoline and diesel fuel sales in the U.S., these result

49 rations of some real samples such as regular gasoline and diesel fuel showed that the analytical perf

50 Emissions from the combustion of gasoline and diesel fuels are the largest contributors t

51 il sands projects, the WTW GHG emissions for gasoline and diesel produced from bitumen and SCO in U.S

52 condary organic aerosol (SOA) formation from gasoline and diesel small off-road engines (SOREs).

53 upgrader residual coke, forest fires, coal, gasoline and diesel soot).

54 ls (WTW) GHG emissions of U.S. production of gasoline and diesel sourced from Canadian oil sands.

55 le freshwater consumptions of Bakken-derived gasoline and diesel to be 1.14 (80% CI, 0.67-2.15) and 1

56 Emissions from gasoline and diesel vehicles are predominant anthropogen

57 emission factors for over 230 compounds from gasoline and diesel vehicles via two methods.

58 erosol formation potential of emissions from gasoline and diesel vehicles, and find diesel exhaust is

59 ted gaseous emissions of twenty-one Euro 4-6 gasoline and diesel vehicles, on both the current Europe

60 ght light oil and relative demand shifts for gasoline and diesel will impose challenges on the abilit

61 lected from 26 different vehicles, including gasoline and diesel-powered engines, using a modificatio

62 ting oil being the dominant source from both gasoline and diesel-powered vehicles, with an additional

63 sible application in natural gas refining to gasoline and materials under moderate operational condit

64 The PM is not completely apportioned to the gasoline and oil due to several contributing factors, in

65 il, which stores the legacy dust from leaded gasoline and other sources.

66 rably lower (65-85%) than those of reference gasoline and U.S. grid-electricity pathways.

67 option for increasing the octane ratings of gasoline and would provide additional engine efficiency

68 while the vehicle was running on low-sulfur gasoline and, consecutively, with five different lubrica

69 attery recycling, waste incineration, leaded gasoline, and crumbling paint.

70 to the analysis of complex mixtures, such as gasoline, and much less matrix interference is observed

71 Gasoline- and diesel-powered motor vehicles, both on/off

72 duction from higher volatility fuels such as gasoline appeared to be more sensitive to aromatic conte

73 icularly when used in a low-level blend with gasoline, are considerably larger than previously estima

74 en associated with environmental exposure to gasoline; aromatic hydrocarbons from refinery pollution,

75 rrently produces the majority of the world's gasoline, as well as an important fraction of propylene

76 source that best preserves the advantages of gasoline automobiles: low upfront cost, long driving ran

77 ng methods to complex mixtures, in this case gasoline, based on biologically relevant parameters used

78 e near-global phase-out of leaded automobile gasoline beginning in the 1970s have since been observed

79 on components offers an option to reach high gasoline bioenergy content for E10-compatible cars.

80 operated with gasoline (E0) and two ethanol/gasoline blends (E10 and E85) under transient and steady

81 ws that a significant fraction of ethanol in gasoline blends does not result in a well-defined trend

82 As low-level ethanol-gasoline blends have not consistently outperformed ethan

83 urrent CADO products conform most closely to gasoline blendstocks, but can be blended with jet fuel a

84 articles: exhaust emissions (both diesel and gasoline), brake wear, tire and road surface wear, resus

85 eolites as hydrocarbon traps under simulated gasoline car exhaust gases, paying special attention to

86 materials (olive oil, fuel oil, motor oils, gasoline, car wax and hand cream) hardly cause confusion

87 passenger-km are greater for e-cars than for gasoline cars (3.6x on average), lower than for diesel c

88 Higher SOA formation from gasoline cars and primary emission reductions for diesel

89 tion of SOA formation from modern diesel and gasoline cars at different temperatures (22, -7 degrees

90 mary emission reductions for diesels implies gasoline cars will increasingly dominate vehicular total

91 e diesel cars generally emit less CO(2) than gasoline cars, CO(2) emission taxes for vehicle registra

92 the consumer preference for diesel cars over gasoline cars.

93 ars are not necessarily worse polluters than gasoline cars.

94 1) OC across all sites (13-29%), followed by gasoline combustion (7-21%).

95 . gasoline, primarily ethanol, a high-octane gasoline component.

96 Typical gasoline consists of varying concentrations of aromatic

97 billion gallons (11 to 30 billion liters) of gasoline consumed over the vehicles' lifetimes - the lar

98 y targets, resulting in increased fleet-wide gasoline consumption and emissions.

99 hicle-sector CO2 emissions by 27% and reduce gasoline consumption by 59% for $40/vehicle-year more th

100 opriately tuned vehicles could reduce annual gasoline consumption in the U.S. by 3.0-4.4%.

101 t emissions increase by 0 to 60 t of CO2 and gasoline consumption increases by 0 to 7000 gallons (26,

102 efficiently by concentrating consumption of gasoline containing 10% ethanol (i.e., E10) near produce

103 icantly (31-40%) compared to their diesel or gasoline counterparts.

104 Replacing a gasoline CV with a CNG CV, or a CNG CV with a CNG HEV, c

105 (compared with approximately 95 g CO2e/MJ of gasoline), depending on biorefinery configurations and m

106 23% on average) greater impact compared with gasoline, depending on where corn is produced, primarily

107 IV) was the only observed oxidation state in gasoline, diesel, and coal fly ash, while biomass burnin

108 life-cycle greenhouse gas (GHG) emissions of gasoline, diesel, and other fuel vehicles, but would add

109 issions not only for refinery main products (gasoline, diesel, jet fuel, etc.) but also for refinery

110 ended at a refinery to produce fuels such as gasoline, diesel, JP-8, and jet fuel, or produce commodi

111 quirements, refiners will need to reduce the gasoline/diesel (G/D) production ratio, which will likel

112 ing, biodiesel synthesis, desulfurization of gasoline/diesel, metal processing, and metal electrodepo

113 to port fuel injection (PFI) engine exhaust, gasoline direct injection (GDI) engine exhaust has highe

114 emissions from two light-duty vehicles with gasoline direct injection (GDI) engines equipped with an

115 Gasoline direct injection (GDI) is a new engine technolo

116 nd a light-duty diesel passenger vehicle and gasoline direct injection (GDI) vehicle were tested on a

117 ry 2015 to measure emissions from light-duty gasoline direct injection (GDI) vehicles (2013 Ford Focu

118 er emissions were obtained from two pairs of gasoline direct injection (GDI) vehicles and port fuel i

119 r enhanced fuel economy, the market share of gasoline direct injection (GDI) vehicles has increased s

120 sed as a substitute for gasoline and also in gasoline direct injection (GDI) vehicles, which are quic

121 red hybrid vehicle, one PFI vehicle, and six gasoline direct injection (GDI) vehicles.

122 article emissions from a modern turbocharged gasoline direct injection passenger car equipped with a

123 idespread adoption of vehicles equipped with gasoline direct-injection (GDI) engines.

124 particulate matter emitted from a light-duty gasoline-direct-injection (GDI) vehicle, over the FTP-75

125 The results indicate that 1) the largest gasoline displacement (1.1 million gallons per year) can

126 to increase the VMT electrification rate and gasoline displacement if targeted to PHEVs with modest e

127 icle mileage traveled (VMT), thus increasing gasoline displacement, followed by diversified charging

128 unique elemental tracers of PM derived from gasoline-driven LDVs.

129 PM2.5 and PM10 emissions from predominantly gasoline-driven light-duty vehicles (LDVs) traversing th

130 ehicles operating on summer and winter grade gasoline (E0) and ethanol blended (E10 and E85) fuels.

131 t-duty gasoline vehicles (LDVs) operating on gasoline (e0) and ethanol-gasoline fuel blends (e10 and

132 a flex-fuel Euro-5 GDI vehicle operated with gasoline (E0) and two ethanol/gasoline blends (E10 and E

133 employ energy-based allocation), relative to gasoline emissions of +94 gCO(2) eq.

134 l exhaust, gasoline exhaust, and nontailpipe gasoline emissions.

135 , with the largest contributions from leaded gasoline emissions.

136 rom a spark-ignition direct-injection (SIDI) gasoline engine.

137 results clearly demonstrate that IVOCs from gasoline engines are an important class of SOA precursor

138 on-road gasoline vehicles and small off-road gasoline engines.

139 re high compared to corresponding values for gasoline engines.

140 MESP) and reduced GHG footprint ($1.38/liter gasoline equivalent (LGE) and 12.9 gCO(2e)/MJ) relative

141 cohol products are valued at $0.79 per liter gasoline equivalent, ranges between $1.65-$2.48 kg prote

142 The most abundant VOC was the gasoline evaporation tracer i-pentane, which exceeded 12

143 2012 Hajj study included vehicular exhaust, gasoline evaporation, liquefied petroleum gas, and air c

144 uncombusted fuels and comprise 32 +/- 2% of gasoline exhaust and 26 +/- 1% of diesel exhaust by mass

145 emitted, the gas-phase organic compounds in gasoline exhaust have the largest potential impact on oz

146 one production potentials of diesel exhaust, gasoline exhaust, and nontailpipe gasoline emissions.

147 times more efficient at forming aerosol than gasoline exhaust.

148 Gasoline-exhaust is an important PM source with largely

149 Here we examine gasoline-exhaust particle toxicity from a Euro-5 passeng

150 e to realistic doses of atmospherically-aged gasoline-exhaust particles impairs epithelial key-defenc

151 than 75 nm, that is most prominent with the gasoline fleet but is not present in the heavy-duty dies

152 le environmental impacts of corn ethanol and gasoline focused almost exclusively on energy balance an

153 on intensive fossil fuels such as diesel and gasoline for irrigation, highlighting a potential tradeo

154 et of seven light-duty gasoline vehicles for gasoline fuel aromatic content while operating over the

155 LDVs) operating on gasoline (e0) and ethanol-gasoline fuel blends (e10 and e85).

156 CHs are shown to effectively remove NOx from gasoline-fueled diesel-like exhausts.

157 For gasoline-fueled OSVs, fuel-based emission rates of carbo

158 l vehicle and in laboratory studies with two gasoline-fueled passenger cars, we found that as much as

159 statistically significant sample of Iranian gasoline-fueled privately owned light duty vehicles (LDV

160 06, 95% confidence interval: 1.01, 1.10) and gasoline-fueled vehicles (rate ratio = 1.10, 95% confide

161 r a wide variety of automobiles from a small gasoline-fuelled vehicle to a large diesel-fuelled vehic

162 rwhelming contribution of diesel compared to gasoline-fuelled vehicles to emissions of both PM2.5 and

163 Three gasoline fuels were blended to meet a range of total aro

164 sted for separation of two complex mixtures: gasoline headspace and kerosene.

165 compared with that of a similar (nonplug-in) gasoline hybrid electric vehicle and internal combustion

166 f the costs of producing ethanol relative to gasoline imply an abatement cost of at least $48 Mg(-1)

167 ange in modeling platform, and emissions for gasoline in 2014 were about 2% lower than in 2005 (98.1

168 We find that greater use of high-RON gasoline in appropriately tuned vehicles could reduce an

169 consumption associated with using higher-RON gasoline in individual vehicles.

170 bstitute for coal in electricity production, gasoline in transport, and electricity in buildings decr

171 e not consistently outperformed ethanol-free gasoline in vehicle performance or tailpipe emissions, n

172 here following the phasing out of metal from gasoline (in Italy since 2002).

173 proach for carcinogenic benzene removal from gasoline, is probed using benzene/toluene mixtures, and

174 sion reductions greater than 80% relative to gasoline, largely as a result of the combustion of ligni

175 anthropogenic (industrial) lead, comprising gasoline lead, coal combustion lead (most likely source

176 MTBE concentrations in the group who pumped gasoline less than 7 h before questionnaire administrati

177 In addition, a light-duty gasoline LEV vehicle and ultralow emission vehicle (ULEV

178 n to 10 nm diameter, from on-road California gasoline light-duty vehicles with spark ignition (SI) an

179 ial for cost-efficient production of diesel, gasoline-like fuels, and oleochemicals.

180 Eight light-duty gasoline low emission vehicles (LEV I) were tested on a

181 95 due to the use of Pb additives in Russian gasoline mined in the Rudny Altai.

182 ration content in a wide range of commercial gasoline mixtures, both in their native states and spike

183 Hybrid electric vehicles use gasoline more efficiently than internal combustion engin

184 administration compared to those who pumped gasoline more than 12 h before questionnaire administrat

185 et of gas-phase organic compounds present in gasoline motor vehicle exhaust.

186 ssociated with parental exposure to benzene, gasoline, motor vehicle-related jobs, painting, and rubb

187 sions from production of additional high-RON gasoline, net CO2 emissions are reduced by 19-35 Mt/y in

188 ry for "well-to-wheel" analyses of increased gasoline octane ratings in the context of light duty veh

189 a field-to-tank yield of drop-in, cellulosic gasoline of >60 % is possible.

190 ates the effect of the phasing out of leaded gasoline on TSP and seawater Pb chemistry in the Norther

191 el derived PM, our results show that whether gasoline or diesel cars are more polluting depends on th

192 hift to compressed natural gas vehicles from gasoline or diesel vehicles leads to greater radiative f

193 engines equipped with and without catalyzed gasoline particle filters (GPFs) were investigated using

194 The use of a gasoline particulate filter (GPF) reduced BC emissions f

195 r the same vehicle equipped with a catalyzed gasoline particulate filter (GPF).

196 all but the lowest BC scenario, installing a gasoline particulate filter with an 80% BC removal effic

197 ly predict the particle number filtration of gasoline particulate filters (GPF) under practical drivi

198 ased) and low pressure drop requirements for gasoline particulate filters (GPFs), a previously develo

199 Motivated by modeling of gasoline particulate filters (GPFs), a probability densi

200 To investigate the impact of gasoline particulate filters on particulate-matter emiss

201 ysis is that both methodologies confirm that gasoline passenger car NH(3) emissions are underestimate

202 Total annual UK NH(3) emissions from gasoline passenger cars are estimated to be 7.8 +/- 0.3

203 burning PM2.5; associations with diesel and gasoline PM2.5 were frequently imprecise or consistent w

204 Increasing the octane rating of the U.S. gasoline pool (currently approximately 93 Research Octan

205 imiting components in the shift from petrol (gasoline) powered to electric vehicles, while also enabl

206 cyanic acid from a fleet of eight light duty gasoline-powered vehicles (LDGVs) tested on a chassis dy

207 combustion sources that includes: airplanes, gasoline-powered vehicles not equipped with a three-way

208 This feature was not observed for gasoline-powered vehicles.

209 Currently, low gasoline prices and high initial expense means that, wit

210 that, for affluent and mature cities, higher gasoline prices combined with compact urban form can res

211 lls for increased renewable fuel use in U.S. gasoline, primarily ethanol, a high-octane gasoline comp

212 able standard and tested on a series of ASTM gasoline proficiency samples.

213 m contaminant levels, and low levels of both gasoline range (0-8 ppb) and diesel range organic compou

214 zed reaction conditions, hydrocarbons in the gasoline range can be produced.

215 zene, toluene, xylenes (BTEX) and 98% of the gasoline-range organics (GRO) were biodegraded in less t

216 xhibit different temporal patterns than from gasoline, reflecting seasonal aspects of farming activit

217 40, indicating maximum changes from the 2014 gasoline result between +2.1% and -1.4%.

218 d speciation sulfur analysis of a commercial gasoline sample and validated with a certified-reference

219 cificity to clearly discriminate between the gasoline samples and simultaneously characterize the spe

220 emonstrated by the successive analyses of 50 gasoline samples in 3 h without any instrumental drift.

221 to a data set of GC/MS data for a variety of gasoline samples to be classified using partial least-sq

222 characterization and speciation of finished gasoline samples.

223 as drivers switched from ethanol to cheaper gasoline, showing a benefit of ethanol.

224 Two- and 4-stroke gasoline SOREs emit much more (up to 3 orders of magnitu

225 , dilute emissions from both 2- and 4-stroke gasoline SOREs produced large amounts of semivolatile SO

226 A precursors compared to diesel and 4-stroke gasoline SOREs; however, 35-80% of the NMOG emissions fr

227 les in the U.S., these results indicate that gasoline sources are responsible for 69-96% of emissions

228 leukemia with both residential proximity to gasoline stations and exposure to benzene.

229 Residential proximity to gasoline stations or automobile repair facilities may be

230 udies on childhood leukemia and proximity to gasoline stations should involve some criteria that diff

231 ss is substituted for fuel oil as opposed to gasoline, suggesting that, in certain U.S. locations, su

232 on and SOA formation is markedly higher from gasoline than diesel particle filter (DPF) and catalyst-

233 Relative to gasoline, the efficiency of diesel production is highly

234 As compared to gasoline, the GHG savings from miscanthus-based ethanol

235 eleven different unburned fuels: commercial gasoline, three types of jet fuel, and seven different d

236 sumptions and uncertainties, the switch from gasoline to diesel cars encouraged by CO(2) taxes does n

237 one that assumes a complete transition from gasoline to E85 fuel, and one tied to the biofuel requir

238 mixtures of environmental chemicals such as gasoline, tobacco smoke, water contaminants, or food add

239 Consequently, both classification of the gasoline type and quantification of the adulteration con

240 world megacity of Sao Paulo to substitute to gasoline use (95% confidence intervals: +4,154 to +13,27

241 ty is significant, nearly 30% of the average gasoline use in a U.S. passenger vehicle in 2007.

242 sions are apportioned to lubricating oil and gasoline using aerosol-phase chemical markers measured i

243 to the industrial separation of benzene from gasoline using aliphatic MOF materials.

244 blend was designed to produce no increase in gasoline vapor pressure.

245 The average MAC365 of gasoline vehicle emission samples is 0.62 +/- 0.76 m(2)

246 hese results suggest that in addition to BB, gasoline vehicle emissions may also be an important BrC

247 ble OC from prescribed and laboratory BB and gasoline vehicle emissions was examined using spectropho

248 strong wavelength dependence for both BB and gasoline vehicle emissions.

249 C/ppbNOx increased the SOA yield from dilute gasoline vehicle exhaust by a factor of 8.

250 atility organic compound (IVOC) emissions in gasoline vehicle exhaust.

251 ty in real-world on-road tailpipe light-duty gasoline vehicle nitrogen oxides, hydrocarbon, carbon mo

252 The majority of the reduction in gasoline vehicle NOx emissions occurred prior to the ful

253 id electric vehicle (the most efficient U.S. gasoline vehicle) across the U.S. in nearly all scenario

254 PM2.5 from biomass burning, diesel vehicle, gasoline vehicle, and dust sources was similar in chemic

255 deaths in the U.S. attributed to particulate gasoline-vehicle emissions would increase from 855 to 15

256 In contrast, gasoline vehicles (ICEVs) remain dominant through 2050 i

257 Light-duty gasoline vehicles (LDGV) exhibited the highest intrinsic

258 rganic aerosol (POA) emitted from light duty gasoline vehicles (LDGVs) exhibits a semivolatile behavi

259 ceous aerosols emitted from three light-duty gasoline vehicles (LDVs) operating on gasoline (e0) and

260 ary PM and organic carbon than newer on-road gasoline vehicles (per kg of fuel burned).

261 es of decrease in CO and NMHC emissions from gasoline vehicles and (2) significant advances in contro

262 to WLTP did not have much impact on NOx from gasoline vehicles and CO from diesel vehicles.

263 und (IVOC) emissions from a fleet of on-road gasoline vehicles and small off-road gasoline engines.

264 On-road gasoline vehicles are a major source of secondary organi

265 emonstrate that the BC emission factors from gasoline vehicles are at least a factor of 2 higher than

266 agnant air conditions and in countries where gasoline vehicles are predominant and need to be conside

267 representative of the in-use 2004 light-duty gasoline vehicles fleet is estimated from the Kansas Cit

268 ions response of a fleet of seven light-duty gasoline vehicles for gasoline fuel aromatic content whi

269 haust concentrations from a fleet of on-road gasoline vehicles in a smog chamber.

270 Although organic gas emissions from gasoline vehicles in Los Angeles are expected to fall by

271 w measurements suggest that POA emitted from gasoline vehicles is composed of two types of POA that h

272 ds (VOCs) for a wide range of spark ignition gasoline vehicles meeting varying levels of emissions st

273 s when the fleet was at least 80% light-duty gasoline vehicles on a fuel-consumption basis.

274 ory to characterize exhaust organics from 20 gasoline vehicles recruited from the California in-use f

275 particle-phase emissions from 82 light-duty gasoline vehicles recruited from the California in-use f

276 EU stage 6 solid particle count standard for gasoline vehicles throughout the mileage accumulation st

277 s was performed on eight Euro 4-6 diesel and gasoline vehicles to study the impacts of driving condit

278 e data on taxable fuel sales, as of 2010, LD gasoline vehicles were estimated to be responsible for 8

279 from diesel vehicles and CO from low-powered gasoline vehicles were significantly higher over the mor

280 bstantially to SOA production, especially in gasoline vehicles with the most advanced aftertreatment.

281 coefficients ranging from 0.034 to 0.65 for gasoline vehicles, -0.54-0.48 for diesel vehicles, -0.29

282 s emissions per passenger-km were similar to gasoline vehicles, but the number-based emissions were r

283 Compared with gasoline vehicles, diesel vehicles equipped with catalyz

284 performed to investigate SOA formation from gasoline vehicles, diesel vehicles, and biomass burning.

285 ts systems (PEMS) on multiple routes for 100 gasoline vehicles, including passenger cars (PCs), passe

286 To date, HNCO emission rates from light duty gasoline vehicles, operated under driving conditions, ha

287 ered by low-emitting electricity relative to gasoline vehicles.

288 ost 90% of which is from biomass burning and gasoline vehicles.

289 e emissions compared with equivalent sets of gasoline vehicles.

290 compound emissions for two Euro 6 diesel and gasoline vehicles.

291 icle numbers and CO, which mainly induced by gasoline vehicles.

292 o yield branched C7 -C10 hydrocarbons in the gasoline volatility range.

293 ositions in these years indicate that leaded gasoline was responsible for the high dissolved Pb in GO

294 Certification gasoline was splash blended with alcohols to produce fou

295 southeast New Hampshire, where reformulated gasoline was used from the 1990s to 2007, methyl tert-bu

296 on the basis of whether or not signatures of gasoline were detected.

297 Results show that E85 does not outperform gasoline when a wide spectrum of impacts is considered.

298 rocess in oil refining to obtain high-octane gasoline with minimal content of aromatic compounds.

299 d produce BOBs yielding finished E20 and E30 gasolines with higher octane ratings at modest additiona

300 Higher octane ratings for regular-grade gasoline (with greater knock resistance) are an enabler