Characteristics of Special Motor Fuels

Utilization of LPG as motor fuel represents only a tiny fraction of the market, on the order of 30,000 t/an in France out of a total 3,000,000 t that is, about 1%. Globally, the fraction of LPG used in the transportation industry is on the order of 5% the other applications are essentially petrochemicals (25%) and the heating fuel sectors (70%). However noticeable openings in the LPG-fuel markets in some countries such as Japan (1.8 Mt), the United States (1.3 Mt), the Netherlands (0.9 Mt), Italy (0.8 Mt) and in certain regions (Latin America, Africa, and the Far East) have been observed for specialized vehicles such as taxis. 

stored as a liquid at its saturation pressure, is vaporized and introduced as vapor in conventional spark ignition motors. These motors are not modified with the exception of their feed system. Moreover, in the majority of cases, dual fuel capabilities have been adapted, that is, the vehicle can use either LPG or liquid fuel. 

The potential advantages of LPG concern essentially the environmental aspects. LPG s are simple mixtures of 3- and 4-carbon-atom hydrocarbons with few contaminants (very low sulfur content). LPG s contain no noxious additives such as lead and their exhaust emissions have little or no toxicity because aromatics are absent. This type of fuel also benefits often enough from a lower taxation. In spite of that, the use of LPG motor fuel remains static in France, if not on a slightly downward trend. There are several reasons for this situation little interest from automobile manufacturers, reluctance on the part of automobile customers, competition in the refining industry for other uses of and fractions, (alkylation, etherification, direct addition into the gasoline pool). However, in 1993 this subject seems to have received more interest (Hublin et al., 1993). 

Regarding product characteristics, European specifications were established in 1992. They concern mainly the motor octane number (MON) that limits the olefin content and which should be higher than 89, and the vapor pressure, tied to the C3/C4 ratio which should be less than 1550 mbar at 40°C (ISO 4256). On the other hand, to ensure easy vehicle start-ups, a minimum vapor pressure for winter has been set which is different for each country and depends on climatic conditions. Four classes. A, B, C, and D, are thus defined in Europe with a minimum vapor pressure of 250 mbar, respectively, at -10°C (A), -5 C (B), 0°C (C) and -t-10°C (Z)). France has chosen class A. 

Finally, there are some limits regarding LPG fuels butadiene content (0.5 wt. % maximum, ISO 7941), the absence of hydrogen sulfide (ISO 8819) and copper strip corrosion (class 1, ISO 6251) which are not usually problems for the refiner. 

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