Ask Joe Mechanic - Automatic Transmission Servicing

Last week we examined the idea of performing an engine flush and found that in most cases, it is not a recommended procedure. When it comes to transmission flushing, the opposite opinion is true. Most technicians will tell you that a properly performed transmission flush will prolong the life of a transmission, and in some cases, even cure some early signs of a transmission problem such as minor slipping on pullout or sluggish upshifting.

            The first type of transmission maintenance is the basic fluid level check on cars with a dipstick. Most cars need to be checked with the engine warm and running with the transmission in park. The reason for the engine and trans being warm is because transmission fluid expands as the temperature increases. Check either on your dipstick or in the owners’ manual as to the instructions for your vehicle as some cars need to be checked in neutral, and Hondas need to be checked with the engine shut off. There are two important things to observe when you check your fluid. The first, of course is the proper fluid level, which should be at or very close to the full mark. If near or below the add mark, you need to add the appropriate type fluid for your vehicle. Also observe the color and condition of the transmission fluid. It should be a reddish color and it may have some small bits of black particles in it as the clutches wear. If the fluid is brown, smells burned, or has metallic particles in it, these are signs of problems.

            One of the things to know on late model vehicles is that in many cases the manufacturer no longer installs a transmission dipstick, leaving some people to believe that the transmission no longer requires regular maintenance. This is actually quite false. While some vehicles have a sensor, which will indicator trans fluid condition and level on the info display similar to an engine oil indicator, others give no indication. It is true that synthetic trans fluid lasts longer than the older traditional fluids, it still will break down and become contaminated over time and should be changed. Therefore, trans fluid checking and servicing has now basically become a dealer controlled maintenance item unless you are able to locate the fill level plug to check it.

            Ultimately, your owners manual will tell you what transmission servicing is recommended for your vehicle. It will give you a schedule of recommended fluid changes, often between every 24,000 to 36,000 miles. If a transmission flush is recommended, it will probably range between 60,000 and 100,000 miles, while some manufacturers will not recommend flushing at all.

            Opinions vary greatly as to whether or not this process is necessary for proper vehicle maintenance.  Yes, flushing a transmission assists in removing dirt from the torque converter, valve body, trans cooler and cooler lines, but is it really beneficial to an engine?  An article on Wisegeek.com reflects that some automotive professionals report that regular flushing assist with better working and longer last transmissions.  However, the same article notes that many feel that flushes are unnecessary and can damage a vehicle’s valves and seals.

On most vehicles, it is still possible for a mechanically inclined person to do a fluid and filter change, and this is definitely better than no servicing at all. The first thing you should do is to either pull your vehicle up on servicing ramps or jack the vehicle up and place it securely on jack stands. If there is a drain plug, remove the plug and drain into an appropriate drain pan. If no plug is present, or after draining, carefully unbolt and remove the transmission pan, allowing it to drain into your drain pan. Look in the bottom of the pan to see if there is any dirt, sludge or metallic particles. A presence of large amounts of deposits is a sign of developing problems. Clean the inside of the pan, remove the old gasket and set aside. Now remove the filter, more fluid should now drain out of the valve body, and dispose of the old filter. Install a new filter, a new gasket and reinstall the pan. Estimate how many quarts of fluid that you have drained and add slightly less than that amount. Lower the car to the ground, start the engine and run until warm. Move the shift selector through all positions and place back in park. Check your fluid and add as necessary to bring up to the proper level. Drive the car about fifteen minutes and then recheck and add fluid if needed. While this process does not remove all the fluid from the transmission, it does serve as a great benefit.

When using a transmission flushing machine, more of the old fluid is removed, and the overall transmission system is cleaned. This means that there is less dirt and old fluid to contaminate and weaken the new fluid. In some cases, a special transmission flushing chemical is added to help clean the system before the new transmission fluid is added. The fresh transmission fluid means that the transmission should run cooler and more efficiently, thereby prolonging the life of the transmission.

The only way a transmission flushing machine will damage your transmission is if a high pressure back-flush type machine is used to force fluid backward through the transmission. This type of flushing system is hardly used anymore. In most cases, a transmission flush does not rely on pressure to flush out the residue of the old fluid. Instead, the transmission's pump or a machine is used to gently circulate the new fluid through the system either by connecting directly to the transmission pump or into the transmission cooler lines and follows its normal path of circulation. This means that rather than applying pressure that could damage the transmission, simple replacement is used to rid the system of most of the old fluid.

There are two slight drawbacks to the systems that connect to the transmission cooler lines. First, is that unlike the normal transmission circulation path, this pushes all the fluid through the lower pressure regulator which controls the internal system of the transmission, it will not direct fluid through the higher pressure regulator to the torque convertor. This means that there will still be some old fluid left in the system which will somewhat dilute the new fluid. The other issue is that by not removing the pan, the filter will not get changed unless you request it, and the technician will not have the opportunity to examine the inside of the pan.

In general, periodic transmission flushes are a good idea, no matter which of the two current types of machines is used. But, there is one time that you definitely should not do a transmission flush. If the fluid has a severely burned smell or there is a collection of metallic particles on the dipstick, your transmission has internal part damage and is probably very close to failing. Your transmission just has not figured out that it should die yet, but if you flush it, it will most likely fail almost immediately. Save your money for a replacement transmission, because at some time, probably in the near future, you will need one. This is one of the major reasons why you would want a transmission flush to be performed by a qualified professional.

Portions of this article were sourced from the Transmission Flushing article featured on www.wisegeek.com. 

Ask Joe Mechanic - Engine Flushing

A hotly debated subject is engine flushing and whether it is beneficial or it is actually harmful to an engine. No two technicians seem to agree as to whether you should perform this service on your vehicle.    

The process of engine flushing is used to clean sludge, dirt and deposits that build up in the internal parts of an engine, especially inside the valve cover and the oil pan over time. The main purpose of performing an engine flush is to try to extend the life of the engine. By flushing an engine periodically, the inside of the engine will hopefully stay relatively clean and will operate more efficiently. 

The method used to flush an engine is somewhat like what is used to flush a transmission. When flushing a transmission, the fluid is pushed through the transmission to carry the old fluid and dirt and deposits out of the transmission by way of the drain plug. With engine flushing, a cleaning chemical is added to the engine oil and circulates through the lubrication system. The chemicals eat away at the deposits, eventually making their way into the oil pan, where they collect in the bottom of the pan to allow it to be drained.

While the theory behind flushing an engine seems like something that should be done on a periodic basis, there is much disagreement as to whether it is smart and effective to do. While it is general knowledge that it can be beneficial in low mileage vehicles that have not had proper maintenance performed, something that is often found to happen in lease vehicles where the leasee feels that it is not my vehicle and I am giving it back in two or three years, so why worry about changing oil and spending that extra money. Many technicians question whether it is a good idea in higher mileage vehicles. There is the chance in an older engine that the buildup of sludge may be more than the chemicals in the flush can properly loosen and remove, which could worsen a bad situation. Another fear is that the sludge will lie in the pan and clog the oil pump pickup screen and cause oil starvation. Instead of performing an engine flush, it is much more effective to disassemble and clean the engine as long as it is in good operating condition, even though this is more expensive, or else do a complete engine rebuild if it is determined that the engine is not in good condition. 

Because there is such a difference of opinion whether to do an engine flush or not, not every garage offers or recommends this service. Some facilities that used to do engine flushes, including a dealer where I used to work, no longer do so. Even in shops that do engine flushes, they will generally have a technician check the condition of the engine before they will do the flush. 

It is important to remember that there is no substitute for proper maintenance. If anything, an engine flush should be considered as a way to supplement the proper care of the engine and thereby help to prolong its life. Also, if you do choose to perform this service, I recommend having a professional do it and seek their advice first, I do not consider this a wise do it yourself procedure.

Ask Joe Mechanic - How Important is an Oil Change?

It’s there dominating the “to do” list and procrastinating only makes it worse. It’s the car’s oil change. Was that reminder sticker on the windshield purposely put there to make you feel bad? Let’s try a different approach, looking at all the good things that happen when the oil and filter in your car are changed.

First lets assume your car is one that is driven a minimum number of miles and seldom reaches the 3,500 miles in three months’ time. Your vehicle needs the oil change more than cars that are driven more often. In the short trip mode the engine heat ups and then cools down for long periods creating condensation. The moisture can be seen accumulating on the oil fill cap in the form of a gray oily globular mess. Sometimes this condition can be misdiagnosed as an internal engine problem. You probably can drop back to an oil change three times a year or the minimum time interval prescribed in your owner’s manual. For normal usage, some people think cars can last 10,000 miles on their oil, others say not even half that. A nice general rule is every four to six months, or somewhere around 5,000 miles, especially if you are using synthetic or synthetic blend motor oils.

Secondly, oil breaks down over time and extended usage and it picks up dirt and contaminants, and these can deposit in your oil pan as a thick, gooey sludge which can eventually clog the pickup screen for the oil pump. If this occurs, it can cause oil starvation to the engine and cause a premature engine failure at worst, or at least the expensive cost of removing the oil pan to clean out the pan and the oil pickup.

Also, if your car has a turbocharger or a supercharger, regular oil changes are even more important. Remember the turbo is spinning at 100,000s of rpm.  It also runs really hot so any oil in the turbo when the engine is switched off will degrade unless it is in good condition. This also shows the importance of allowing the engine to cool down a little before shutting down after a spirited run.

Next, don’t underestimate the value of having a trained individual under the hood of your car. They will be able to spot a number of trouble situations that, if left untreated, have the potential to cause a breakdown. They should be looking for fluid leakage, cracked or frayed belts, bulging hoses and safety items including torn wiper blades, burned out lights, and unsafe tires. The success of this approach only works if you have found a shop that distinguishes true customer need from sales effort.

The regular oil change also establishes a benchmark of when your car’s maintenance needs are to be met. For instance, every third oil change can be the point at which the tires need to be rotated. Also, your recognition of what fluids had to be added may serve as the first warning sign that one of the systems is leaking. The need to repeatedly add coolant may indicate a leaking water pump, for example.

The underside of your car is rarely seen. The oil change provides the technician a chance to easily look for undercar problems. These would include torn CV boots, broken exhaust parts, or problems with the transmission or differential. Anything that’s broken, loose or excessively worn is in clear sight. This idea of the lube tech or service facility disclosing legitimate problems only works to your advantage if you’re in the hands of a reputable shop.

Your car’s oil change may be something you don’t look forward to and hate to take the time to get done. However, there isn’t a car maintenance procedure that is more beneficial to your car when it’s done by a service facility you trust.

            Just remember, your vehicle is likely the second most costly investment you will make in your life besides your home. If your sink is leaking or your furnace is due for service, are you going to ignore it? When water comes through your ceiling after a hard storm and you have a large wet spot on your ceiling, are you going to say, well, maybe next month I can get to it? I don’t think so! Treat your car the way you would your home and it will most likely give you years of good service.

Your Auto Know: Giving Your Car "Curb Appeal"

“Curb appeal” is a term often associated with selling a house. Homeowners selling their

A pre-owned car with curb appeal
is far easier to sell than a vehicle that
appears dirty or poorly maintained.

homes want to improve their home’s external appearance so it creates a stronger first impression when prospective buyers first pull up to the curb for an open house or a visit with their realtor.

But while curb appeal is often uttered in real estate parlance, the term also is applicable when selling cars. Private sellers want to make their vehicles look as nice as possible, giving it the kind of curb appeal that impresses potential buyers the moment they see the vehicle. Improving a car’s curb appeal typically doesn’t require as much work as doing the same for a home, but the following are a few ways sellers can improve the look of their vehicles in an attempt to impress prospective buyers.

• Give the car a good wash. The easiest way to improve how a car looks from the outside is to wash and wax it. Sellers should make this part of their vehicle maintenance routine until the car is sold. If you’re driving the car while you’re attempting to sell it, wash and wax the vehicle each week. Always wash the car before a prospective buyer is scheduled to come over and take a look. Spray detailers can be used to give the car some extra sparkle.

• Don’t forget the interior. While a car’s exterior contributes heavily to a buyer’s first impression of the vehicle, the interior also bears heavy influence on any potential buyers. Vacuum the vehicle’s interior, including both the floorboards and the seats, and clean the windows and windshields from the inside. Once the cup-holders have been vacuumed, clean them with a damp cloth to remove any coffee stains or spots where something may have melted. A dirty interior may make buyers question if the rest of the vehicle, especially what’s under the hood, was properly maintained, so be sure to include this easy step as part of your curb appeal routine. Clean the interior as necessary until the car is sold.

• Park the car in the garage. Whether you plan to keep driving the car every day until it’s sold or intend to keep it parked until the right buyer comes along, try to park the car in your garage or in some place where it’s protected from the elements. This prevents any additional damage from harsh weather and ensures a freshly washed car won’t succumb to falling leaves or other debris that may necessitate another washing.

• Clean under the hood. While it’s easy to notice the buildup of dirt and grime on the interior and exterior of the vehicle, it’s not as easy to notice any such buildup under the hood. And while sellers may not see such unsightly buildup even when they open their hoods, buyers almost certainly will. Plastic covers are typically placed over the engine on many late model vehicles, and these covers can accumulate grease and debris over time. A spray cleaner or detailer can remove such buildup to make what’s under the hood as visually impressive as your freshly cleaned interior and exterior.

• Clear out the trunk. No buyer wants to pop the trunk and see your golf clubs, beach chairs and cooler. When selling a car, remove all of your personal items from the trunk. This shows prospective buyers how much trunk space your vehicle is equipped with. In addition, an empty trunk will make the car lighter and, as a result, more smooth to drive, something buyers are sure to notice when they take the car out for a test drive.

The term “curb appeal” is just as applicable to selling a car as it is to selling a home, and sellers can improve their chances of selling their used vehicles dramatically if they take steps to improve the curb appeal of their cars and trucks.

Ask Joe Mechanic: Steering and Suspensions Part 2

This week we will continue the discussion of steering systems and then get into the basics

of suspensions. Last week we discussed the common types of steering, recirculating ball and rack and pinion. A system that has been tried by a number of manufacturers in recent years is four-wheel steering. There are two types, active and passive.

            In active four-wheel steering, there is a set of steering linkages connected to the rear wheels similar to what is used in the front. Most rear steering is electronically controlled with a system of sensors and actuators. In most types, the rear wheels will turn differently dependant on speed. At low speed, such as for parking, the rear wheels will steer opposite what the front wheels do to reduce the turning radius required. Meanwhile, at higher speeds, such as during highway driving, the electronic controls will turn the wheels in the same direction as the front wheels, which will increase directional stability. General Motors offered a system of this type on Chevy and GMC trucks and Tahoes. However, the response was limited, with only about 16,500 vehicles being sold in the three years it was offered so they discontinued it in 2005. It is offered now mostly by higher end brands like BMW, Infinity, Porsche, Lexus and some Mazdas.

            Passive four-wheel steering is a more commonly seen system, and on many cars, you are not even aware that it is there. Basically, through the design of linkages and bushings, the lateral forces generated during turning at higher speeds will turn the rear wheels slightly inward to increase the directional stability of the vehicle.

            One other very important feature of the steering system is the collapsible steering column. This feature was originally introduced by Mercedes in 1959 and was adopted by the American automakers during the 1960s after extensive lobbying by Ralph Nader. This was much more important with the recirculating ball steering systems where the steering box was mounted forward on the frame.  However, even with the firewall mounted rack and pinion systems of most cars, it is still an important safety feature that most people do not even think about.

            In the next post we will start to explore suspensions and the different types of systems and how they work. We will also examine some of the calculations that go into determining how a system is designed.

Elements of this post have been sourced from www.wikipedia.org. 

Ask Joe Mechanic: Security and Anti-Theft Tips

Most anti-theft tips are common sense, but something that we occasionally need to be reminded of. While car thefts have dropped slightly, thefts from inside vehicles have

The Club in action.

increased dramatically in the last few years. Some of this is due to the increased use of technology and part is due to the need for money to buy drugs.

            First of all, never leave your keys in the car, even if you are just running in your house to grab something or to pay for your gas or a coffee at the convenience store. This is one of the highest sources of theft of vehicles that there is.  If you leave your keys in, your insurance quite possibly will not pay off a claim. Tying into this, always lock your car, even in your own driveway during the day. An unlocked car is an open invitation for thieves to enter the vehicle. Also, do not leave cell phones, laptops, iPads or GPS units in a place where they are clearly visible.

           

A newer threat, which especially targets women, is the snatch and grab at the gas pump. What happens here is that while a lady is on one side of her car pumping gas, a thief approaches the car from the opposite side and either reaches through an open window or opens an unlocked door and grabs her purse or whatever else they can reach and jumps into a waiting car.  If you leave your purse in your car while you pump gas, either hide it or lock the doors.

            If possible, whether at home on the street, at the mall or in the airport parking lot, try to park in a well lit area. It is also safer for you if you come out to the car after dark.

Cars parked in a dark area are an open invitation for thieves and for vandalism.

            If your car is equipped with an alarm system, get small decals for the both rear side windows that state, ‘This car protected by a vehicle alarm system.’ This just may make a would-be thief think twice about targeting your vehicle. If your vehicle does not have an alarm and it sits out a lot, this may still be a wise investment.

            Another deterrent to many thieves is the “Club.” These were very popular before many vehicles were equipped with alarm systems.  However, if your car sits in a high crime area, this just might be the thing that will make a thief say this vehicle is not worth the trouble.

             And finally, when shopping for a new or used car, it is a good idea to check with your insurance agent to see if the vehicle you are considering has a high rate of theft. This could mean one of a couple things, either the parts from that vehicle are in high demand or the vehicle does not have a very good security system.

Ask Joe Mechanic - Common Electrical Problems

As vehicles become increasingly more complicated, making simple electrical repairs has

Example of a vehicle's fuse box.

almost become a thing of the past. It used to be that people changed their own alternators and starters, now it is almost a task to even find them. And, with all the interconnecting computers in a vehicle, an innocent mistake can end up costing hundreds, even thousands of dollars to repair.  

I recommend that anyone who does not have some mechanical ability does not touch electrical repairs.  As, some of the worst situations I have seen created, were done by people who thought they knew what they were doing.

If you choose to do so, simple things like light bulb replacement generally is not too complicated, most owners’ manuals will tell you how to change taillight bulbs, etc. Headlight designs are becoming increasingly complicated with High-intensity Zenon bulbs and such. One caution whenever changing a halogen headlight or fog light bulb is to not touch the glass part of the bulb as the oils from your skin can cause premature bulb failure.

Another common repair, which is quite simple, is replacing a blown fuse. If something is not working on your car, find the location of your fuse box in your owner’s manual. There will be a diagram, usually on the fuse box cover, which identifies what fuse controls what function. If you pull out that fuse and it looks like it has a break in the filament or looks burned, it is blown out. Replace it with the identical amp fuse, they are often color-coded and are marked 10, 15, 20 etc. If a fuse blows out a second time, it means you have a more serious problem in that circuit and you need to get it checked by a professional technician. NEVER wrap a fuse with tin foil, stick a coin in the fuse’s place or put a jumper wire in the fuse box! I saw a person wrap a fuse with tin foil and he melted the entire wiring harness from front of the car to the back. With todays’ systems, you can easily fry an expensive computer or even worse, set fire to your vehicle.

On older cars, it is still easy to change a starter or alternator, but one caution if you plan to do this yourself, always disconnect the battery first to prevent arcing and fire.

Other than these few items, I recommend leaving electrical repairs to the professionals as it can prove to be less costly.

Ask Joe Mechanic - Periodic Maintenance

All vehicles require periodic maintenance, how often depends on the vehicle and the type of driving the individual does on a regular basis. The first rule of thumb is to follow what your owner’s manual

Periodic Maintenance is key to vehicle longevity.

recommends for your particular vehicle. Usually, the manual will give an option of two schedules, one for highway and one for local driving. My own recommendation on that matter is to follow the one for local or more frequent intervals, as nearly all of us do a mix of driving types and also experience a great impact of changing weather conditions. 

            As I said the last two weeks in Auto Locator, proper care of the inside and outside of your car will help to extend its useful life. The same thing goes for periodic maintenance. Actually, the care of the inside and outside of your vehicle should be considered part of your maintenance schedule. A car that has a routine schedule of recommended maintenance will in most cases last longer than a car that has a haphazard maintenance history.

            In recent years, many of the intervals for different operations have been extended due to changes in the makeup of many of the types of fluids and tune-up items. We now see antifreeze changes, tune-ups and some other items pushed to 100,000 miles. Some of these things I personally think are too long a time, but if you follow what you vehicle’s manual says to do, you will not void your warranty.

            Oil changes now are often every 15,000 miles or follow the on-board computer recommendation. I suggest, even with synthetic oils, that 10,000 miles is enough before oil and filter changes should be performed. Transmission fluids should be changed about every 30,000 miles. Air filters should be checked once a year to make sure they are not restricting to air flows. I feel that antifreeze should be changed at least every 50,000 miles and tune-up items should be checked at the same time.

Another big unknown is fuel filter condition with the increasing use of ethanol. Also, hybrids may require some different items to be checked to keep them in peak operating condition. Diesels also require different service schedules and may also require special diesel grade oil. All this information is in your owner’s manual, which should be considered the Bible for your vehicle.

            Periodic maintenance is the single most important thing that you can do to prolong the life of your vehicle. A final thought to consider, during my time working at dealerships, I found that people who leased vehicles were more apt to be lax in the proper care of the vehicle they were driving. I guess this happens because they figure it is not their vehicle and they are returning it in two or three years. But, if you read the fine print of the lease, it states you can be held responsible for repair and depreciation costs due to the improper care of the vehicle. So, even if you are leasing, it is in your best interest to at least perform the minimum required maintenance on the automobile and keep you receipts as proof of service performed.

Ask Joe Mechanic - CNG/LNG/LPG Vehicles

            Compressed natural gas and Propane gas are two technologies that have been well tested and with the reduction of cost of natural gas, seems to be a great alternative fuel source. A natural gas vehicle is an alternative fuel vehicle that uses compressed natural gas (CNG) or liquefied natural gas (LNG) as a cleaner alternative to other fossil fuels. Natural gas vehicles should not be confused with vehicles powered by propane (LPG), which is a fuel with a fundamentally different composition.

            As of 2009, the U.S. had a fleet of 114,270 compressed natural gas (CNG) vehicles, mostly buses; 147,030 vehicles running on liquefied petroleum gas (LPG); and 3,176 vehicles liquefied natural gas (LNG). Worldwide, there were 14.8 million natural gas vehicles by 2011.

            Existing gasoline-powered vehicles may be converted to run on CNG or LNG, and can be dedicated (running only on natural gas) or bi-fuel (running on either gasoline or natural gas. Diesel engines for heavy trucks and busses can also be converted and can be dedicated with the addition of new heads containing spark ignition systems, or can be run on a blend of diesel and natural gas, with the primary fuel being natural gas and a small amount of diesel fuel being used as an ignition source. An increasing number of vehicles worldwide are being manufactured to run on CNG. Until recently, the Honda Civic GX was the only NGV commercially available in the US market., however now Ford, GM and Ram have bi-fuel offerings in their vehicle lineup. Fords approach is to offer a bi-fuel prep kit as a factory option, and then have the customer choose an authorized partner to install the natural gas equipment.

Choosing GM's bi-fuel option sends the HD pickups with the 6.0L gasoline engine to IMPCO in Indiana to upfit the vehicle to run on CNG. Ram currently is the only pickup truck manufacturer with a truly factory-installed bi-fuel system available in the U.S. market. Outside the U.S. GM do Brazil introduced the MultiPower engine in August 2004 which was capable of using CNG, alcohol and gasoline (E20-E25 blend) as fuel, and it was used in the Chevrolet Astra 2.0 model 2005, aimed at the taxi market. In 2006 the Brazilian subsidiary of FIAT introduced the Fiat Siena Tetra fuel, a four-fuel car developed under Magneti Marelli of Fiat Brazil. This automobile can run on natural gas (CNG); 100 percent ethanol (E100); E20 to E25 gasoline blend, Brazil's mandatory gasoline; and pure gasoline, though no longer available in Brazil it is used in neighboring countries.

             NGV filling stations can be located anywhere that natural gas lines exist. Compressors (CNG) or liquifaction plants (LNG) are usually built on large scale but with CNG small home refueling stations are possible. A company called FuelMaker pioneered such a system called Phill Home Refueling Appliance (known as "Phill"), which they developed in partnership with Honda for the American GX model. Phill is now manufactured and sold by BRC FuelMaker, a division of Fuel Systems Solutions, Inc.

           

 CNG may also be mixed with biogas, produced from landfills or wastewater, which doesn't increase the concentration of carbon in the atmosphere.

            Despite its advantages, the use of natural gas vehicles faces several limitations, including fuel storage and infrastructure available for delivery and distribution at fueling stations. CNG must be stored in high-pressure cylinders (3000psi to 3600psi operation pressure), and LNG must be stored in cryogenic cylinders (-260F to -200F). These cylinders take up more space than gasoline or diesel tanks that can be molded in intricate shapes to store more fuel and use less on-vehicle space. CNG tanks are usually located in the vehicle's trunk or pickup bed, reducing the space available for other cargo. This problem can be solved by installing the tanks under the body of the vehicle, or on the roof (typical for busses), leaving cargo areas free. As with other alternative fuels, other barriers for widespread use of NGVs are natural gas distribution to and at fueling stations as well as the low number of CNG and LNG stations.

             Though LNG and CNG are both considered NGVs, the technologies are vastly different. Refueling equipment, fuel cost, pumps, tanks, hazards, capital costs are all different. One thing they share is that due to engines made for gasoline, computer controlled valves to control fuel mixtures are required for both of them, often being proprietary and specific to the manufacturer. The on-engine technology for fuel metering is the same for LNG and CNG.

            CNG, or compressed natural gas, is stored at high pressure, 3,000 to 3,600 pounds per square inch (21 to 25 MPa). The required tank is more massive and costly than a conventional fuel tank. Refueling stations are more expensive to operate than LNG stations because of the energy required for compression. Time to fill a CNG tank varies greatly depending on the station. Home refuelers typically fill at about 0.4 GGE/hr. "Fast-fill" stations may be able to refill a 10 GGE tank in 5–10 minutes. Also, because of the lower energy density, the range on CNG is limited by comparison to LNG.

            LNG, or liquified natural gas, is natural gas that has been cooled to a point that it is a cryogenic liquid. In its liquid state, it is still more than 2 times as dense as CNG. LNG is dispensed from bulk storage tanks at LNG fuel stations at rates exceeding 20 GGE/min. Because of its cryogenic nature, it is stored in specially designed insulated tanks. Generally speaking, these tanks operate at fairly low pressures (about 70-150 psi) when compared to CNG. A vaporizer is mounted in the fuel system that turns the LNG into a gas (which may simply be considered low pressure CNG).

            LNG – and especially CNG – tends to corrode and wear the parts of an engine less rapidly than gasoline. Thus it's quite common to find diesel engine NGVs with high mileages (over 500,000 miles). Emissions are cleaner, with lower emissions of carbon and lower particulate emissions per equivalent distance traveled. There is generally less wasted fuel. CNG-powered vehicles are considered to be safer than gasoline-powered vehicles.

            Autogas, also known as LPG, has different chemical composition, but still petroleum based gas, has a number of inherent advantages and disadvantages, as well as noninherent ones. The inherent advantage of autogas over CNG is that it requires far less compression (20% of CNG cost), is denser as its a liquid at room temperature, and thus far cheaper tanks (consumer) and fuel compressors (provider) than CNG. As compared to LNG, it requires no chilling (and thus less energy), or problems associated with extreme cold such as frostbite. Like NGV, it also has advantages over gasoline and diesel in cleaner emissions, along with less wear on engines over gasoline. The major drawback of LPG is its safety, the fuel is heavier than air, which causes it to collect in a low spot in the event of a leak, making it far more hazardous to use, as more care is needed.

            Varieties of LPG bought and sold include mixes that are primarily propane (C3H8), primarily butane (C4H10) and, most commonly, mixes including both propane and butane, depending on the season — in winter more propane, in summer more butane In the United States, primarily only two grades of LPG are sold, commercial propane and HD-5. The Gas Processors Association (GPA) and the American Society of Testing and Materials (ASTM) publish these specifications. Propane/butane blends are also listed in these specifications. Propylene, butylenes and various other hydrocarbons are usually also present in small concentrations. HD-5 limits the amount of propylene that can be placed in LPG, and is utilized as an autogas specification. A powerful odorant, ethanethiol, is added so that leaks can be detected easily. The international standard is EN 589. In the United States, tetrahydrothiophene (thiophane) or amyl mercaptan are also approved odorants, although neither is currently being utilized.

           

LPG is prepared by refining petroleum or "wet" natural gas, and is almost entirely derived from fossil fuel sources, being manufactured during the refining of petroleum (crude oil), or extracted from petroleum or natural gas streams as they emerge from the ground. Dr. Walter Snelling first produced it in 1910, and the first commercial products appeared in 1912. It currently provides about 3% of all energy consumed, and burns relatively cleanly with no soot and very few sulfur emissions. As it is a gas, it does not pose ground or water pollution hazards, but it can cause air pollution. LPG has a typical specific calorific value of 46.1 MJ/kg compared with 42.5 MJ/kg for fuel oil and 43.5 MJ/kg for premium grade petrol (gasoline). However, its energy density per volume unit of 26 MJ/L is lower than either that of petrol or fuel oil, as its relative density is lower (about 0.5—0.58, compared to 0.71—0.77 for gasoline).

           

In places like the US, Thailand, and India, there are five to ten times more stations thus making the fuel more accessible than NGV stations. Other countries like Poland, South Korea, and Turkey, LPG stations and autos are widespread while NGVs are not. In addition, in some countries such as Thailand, the retail LPG fuel is considerably cheaper in cost.        Though ANG (adsorbed natural gas) has not yet been used in either providing neither stations nor consumer storage tanks, its low compression (500psi vs 3600 psi) has the potential to drive down costs of NGV infrastructure and vehicle tanks.

 

The primary component of natural gas is methane (CH₄), the shortest and lightest hydrocarbon molecule. It may also contain heavier gaseous hydrocarbons such as ethane (C₂H₆), propane (C₃H₈) and butane (C₄H₁₀), as well as other gases, in varying amounts. Hydrogen sulfide (H₂S) is a common contaminant, which must be removed prior to most uses. Combustion of one cubic meter yields 38 MJ (10.6 kWh). Natural gas has the highest energy/carbon ratio of any fossil fuel, and thus produces less carbon dioxide per unit of energy.

            The major difficulty in the use of natural gas is transportation. Natural gas pipelines are economical and common on land and across medium-length stretches of water (like Langeled, Interconnector and Trans-Mediterranean Pipeline), but are impractical across large oceans. Liquefied natural gas (LNG) tanker ships, railway tankers, and tank trucks are also used.

            CNG is typically stored in steel or composite containers at high pressure (3000 to 4000 psi, or 205 to 275 bar). These containers are not typically temperature controlled, but are allowed to stay at local ambient temperature. There are many standards for CNG cylinders; the most popular one is ISO 11439. For North America the standard is ANSI NGV-2.

           

LNG storage pressures are typically around 50-150 psi, or 3 to 10 bar. At atmospheric pressure, LNG is at a temperature of -260°F (-162°C), however, in a vehicle tank under pressure the temperature is slightly higher (see saturated fluid). Storage temperatures may vary due to varying composition and storage pressure. LNG is far denser than even the highly compressed state of CNG. As a consequence of the low temperatures, vacuum insulated storage tanks typically made of stainless steel are used to hold LNG.

           

CNG can be stored at lower pressure in a form known as an ANG (Adsorbed Natural Gas) tank at 35 bar (500 psi, the pressure of gas in natural gas pipelines) in various sponge like materials, such as activated carbon and metal-organic frameworks (MOFs). The fuel is stored at similar or greater energy density than CNG. This means that vehicles can be refueled from the natural gas network without extra gas compression; the fuel tanks can be slimmed down and made of lighter, less strong materials.

           

As its boiling point is below room temperature, LPG will evaporate quickly at normal temperatures and pressures and is usually supplied in pressurized steel vessels. They are typically filled to between 80 percent and 85 percent of their capacity to allow for thermal expansion of the contained liquid. The ratio between the volumes of the vaporized gas and the liquefied gas varies depending on composition, pressure, and temperature, but is typically around 250:1. The pressure at which LPG becomes liquid, called its vapor pressure, likewise varies depending on composition and temperature; for example, it is approximately 220 kilopascals (32 psi) for pure butane at 20 °C (68 °F), and approximately 2.2 megapascals (320 psi) for pure propane at 55 °C (131 °F). LPG is heavier than air, unlike natural gas, and thus will flow along floors and tend to settle in low spots, such as basements. There are two main dangers from this. The first is a possible explosion if the mixture of LPG and air is within the explosive limits and there is an ignition source. The second is suffocation due to LPG displacing air, causing a decrease in oxygen concentration. In addition, an odorant is mixed with LPG used for fuel purposes so that leaks can be detected more easily.

           

Conversion kits for gasoline or diesel to LNG/CNG are available in many countries, along with the labor to install them. However, the range of prices and quality of conversion vary enormously. Recently, regulations involving certification of installations in USA has been loosened to include certified private companies, those same kit installations for CNG have fallen to the $6,000+ range (depending on type of vehicle).

           

With the recent increase in natural gas production due to widespread use of fracking technology, many countries, including the United States and Canada, now can be self-sufficient. Canada is a substantial net exporter of natural gas, though the United States still has a net import of natural gas. Natural gas prices have decreased dramatically in the past few years and are likely to decrease further as additional production comes on line. However, the EIA predicts that natural gas prices will start increasing in a few years as the most profitable natural gas reserves are used up. Natural gas prices have decreased from $13 per mmbtu (USD) in 2008 to $3 per mmbtu (USD) in 2012. It is likely therefore that natural gas-powered vehicles will be increasingly cheaper to run relative to gasoline-powered vehicles. The issue is how to finance the purchase and installation of conversion kits. Some support may be available through the Department of Energy. Private initiatives, which essentially lease the conversion equipment in exchange for slightly higher natural gas refueling, can be self-financing and offer considerable advantages to liquidity strapped consumers.

           

Natural Gas has been used as a motor fuel in Canada for over 20 years.^{http://en.wikipedia.org/wiki/Natural_gas_vehicle - cite_note-36} With assistance from federal and provincial research programs, demonstration projects, and NGV market deployment programs during the 1980s and 1990s, the population of light-duty NGVs grew to over 35,000 by the early 1990s. This assistance resulted in a significant adoption of natural gas transit buses as well. The NGV market started to decline after 1995, eventually reaching today’s vehicle population of about 12,000.

            This figure includes 150 urban transit buses, 45 school buses, 9,450 light-duty cars and trucks, and 2,400 forklifts and ice-resurfacers. The total fuel use in all NGV markets in Canada was 1.9 petajoules (PJs) in 2007 (or 54.6 million litres of gasoline litres equivalent), down from 2.6 PJs in 1997. Public CNG refueling stations have declined in quantity from 134 in 1997 to 72 today. There are 22 in British Columbia, 12 in Alberta, 10 in Saskatchewan, 27 in Ontario, and 1 in Québec. There are only 12 private fleet stations.

            As of December 2009, the U.S. had a fleet of 114,270 compressed natural gas (CNG) vehicles, 147,030 vehicles running on liquefied petroleum gas (LPG), and 3,176 vehicles running on liquefied natural gas (LNG). The NGV fleet is made up mostly of transit buses but there are also some government fleet cars and vans, as well as increasing number of corporate trucks replacing diesel versions, most notably Waste Management, Inc and UPS trucks. As of 12-Dec-2013 Waste Management has a fleet of 2000 CNG Collection trucks; as of 12-Dec-2013 UPS has 2700 alternative fuel vehicles. As of February 2011, there were 873 CNG refueling sites, 2,589 LPG sites, and 40 LNG sites, led by California with 215 CNG refueling stations in operation, 228 LPG sites and 32 LNG sites. The number of refueling stations includes both public and private sites, and not all are available to the public. As of December 2010, the U.S. ranked 6th in the world in terms of number of NGV stations.

            When LPG is used to fuel internal combustion engines, it is often referred to as autogas or auto propane. In some countries, it has been used since the 1940s as a petrol alternative for spark ignition engines. In some countries, there are additives in the liquid that extend engine life and the ratio of butane to propane is kept quite precise in fuel LPG. Two recent studies have examined LPG-fuel-oil fuel mixes and found that smoke emissions and fuel consumption are reduced but hydrocarbon emissions are increased. The studies were split on CO emissions, with one finding significant increases, and the other finding slight increases at low engine load but a considerable decrease at high engine load. Its advantage is that it is non-toxic, non-corrosive and free of tetraethyllead or any additives, and has a high octane rating (102-108 RON depending on local specifications). It burns cleanlier than petrol or fuel oil and is especially free of the particulates from the latter.

           

            LPG has a lower energy density than either petrol or fuel oil, so the equivalent fuel consumption is higher. Many governments impose less tax on LPG than on petrol or fuel oil, which helps offset the greater consumption of LPG than of petrol or fuel oil. However, in many European countries this tax break is often compensated by a much higher annual road tax on cars using LPG than on cars using petrol or fuel oil. Propane is the third most widely used motor fuel in the world. 2008 estimates are that over 13 million vehicles are fueled by propane gas worldwide. Over 20 million tons (over 7 billion US gallons) are used annually as a vehicle fuel.

            Not all automobile engines are suitable for use with LPG as a fuel. LPG provides less upper cylinder lubrication than petrol or diesel, so LPG-fueled engines are more prone to valve wear if they are not suitably modified. Many modern common rail diesel engines respond well to LPG use as a supplementary fuel. This is where LPG is used as fuel as well as diesel. Systems are now available that integrate with OEM engine management systems.

            The recent increases in natural gas production in the United States, now number one in the world in CNG production, makes looking at this technology extremely attractive. Commercial fleets are increasingly looking at conversion to natural gas, with the biggest movement now being explored is in the commercial trucking industry. With tighter regulations on commercial diesel emissions, CNG appears to be the answer being explored the most and expect to see major changes over the next few years. If this conversion is successful, which appears highly likely, heavy truck emissions would be cut significantly.

            Next week we will wrap up the discussion on alternative fuels. Some information for this article obtained from Wikipedia.org.

This week’s recalls:

1,176,407 008-2013 Buick Enclave and GMC Acadia and 2009-2013 Chevrolet Traverse and 2008-2010 Saturn Outlook vehicles.
In the affected vehicles, increased resistance in the driver and passenger seat mounted side impact air bag (SIAB) wiring harnesses may result in the SIAB and seat belt pretensioners not deploying in the event of a crash. Failure of the side impact air bags and seat belt pretensioners to deploy in a crash increases the risk of injury to the driver and front seat occupant.

303,013 009-2014 Chevrolet Express and GMC Savana vans manufactured January 27, 2009, through March 7, 2014.
With a gross vehicle weight rating of 10,000 pounds and less and equipped with front passenger air bags. In the affected vehicles, during a frontal impact below the air bag deployment threshold, if an unbelted front passenger's head hits the instrument panel above where the passenger air bag is located, the panel may not sufficiently absorb the impact. As such, these vehicles fail to meet the requirements of Federal Motor Vehicle Safety Standard number 201, "Occupant Protection in Interior Impact." In the event of a crash below the air bag deployment threshold, an unbelted front passenger seat occupant has an increased risk of injury.

63,903 2013-2014 Cadillac XTS vehicles manufactured February 14, 2012, through March 7, 2014.
In the affected vehicles, a cavity plug on the brake booster pump connector may dislodge allowing corrosion of the brake booster pump relay connector. The corrosion of the brake booster pump relay connector may cause a resistive short and melt the connector, increasing the risk of a fire.

886,815 Honda is recalling certain 2005-2010 Honda Odyssey vehicles manufactured June 23, 2004, through September 4, 2010.
In the affected vehicles, the fuel pump strainer cover may deteriorate allowing fuel to leak out. A fuel leak increases the risk of a fire.

18,092 2014 Fiat 500L vehicles manufactured April 5, 2013, through January 22, 2014.

In certain temperatures, moving the transmission shift lever may have a delayed effect or no effect on selecting a transmission gear. If there is no effect, the vehicle might not shift out of the Park position. If there is a delayed effect, the vehicle may move in an unintended or unexpected direction, increasing the risk of a crash.

18,690 2012-2013 Dodge Durango and Jeep Grand Cherokee vehicles manufactured October 11, 2011, through October 1, 2012.
Under certain braking events, the Ready Alert Braking System (RAB) may result in the driver experiencing a hard brake pedal feel. If the driver experiences a hard brake pedal, the driver may not push the pedal as intended, lengthening the distance needed to stop the vehicle and increasing the risk of a crash.

If you own one of these affected vehicles, contact your dealer or the manufacturer for further instructions.

                                   

Ask Joe Mechanic - Flex Fuel Vehicles (Part 1)

A flexible-fuel vehicle (FFV) or dual-fuel vehicle (colloquially called a flex-fuel vehicle) is an alternative fuel vehicle with an internal combustion engine designed to run on more than one fuel, usually gasoline blended with either ethanol or methanol fuel, and both fuels are stored in the same common tank. Modern flex-fuel engines are capable of burning any proportion of the resulting blend in the combustion chamber as fuel injection and spark timing are adjusted automatically according to the actual blend detected by a fuel composition sensor. Flex-fuel vehicles are distinguished from bi-fuel vehicles, where two fuels are stored in separate tanks and the engine runs on one fuel at a time, for example, compressed natural gas (CNG), liquefied petroleum gas (LPG), or hydrogen.

           

The most common commercially available FFV in the world market is the ethanol flexible-fuel vehicle, with about 39 million automobiles, motorcycles and light duty trucks manufactured and sold worldwide through October 2013, and concentrated in four markets, Brazil (23.0 million), the United States (15 million), Canada (more than 600,000), and Europe, led by Sweden (229,400).  The Brazilian flex fuel fleet includes over 3 million flexible-fuel motorcycles produced since 2009 through October 2013. In addition to flex-fuel vehicles running with ethanol, in Europe and the US, mainly in California, there have been successful test programs with methanol flex-fuel vehicles, known as M85 flex-fuel vehicles. There have been also successful tests using P-series fuels with E85 flex fuel vehicles, but as of June 2008, this fuel is not yet available to the general public. These successful tests with P-series fuels were conducted on Ford Taurus and Dodge Caravan flexible-fuel vehicles.

             Though technology exists to allow ethanol FFVs to run on any mixture of gasoline and ethanol, from pure gasoline up to 100% ethanol (E100), North American and European flex-fuel vehicles are optimized to run on a maximum blend of 15% gasoline with 85% anhydrous ethanol (called E85 fuel). This limit in the ethanol content is set to reduce ethanol emissions at low temperatures and to avoid cold starting problems during cold weather, at temperatures lower than 11 °C (52 °F). The alcohol content is reduced during the winter in regions where temperatures fall below 0 °C (32 °F)^] to a winter blend of E70 in the U.S. or to E75 in Sweden from November until March. Brazilian flex fuel vehicles are optimized to run on any mix of E20-E25 gasoline and up to 100% hydrous ethanol fuel (E100). The Brazilian flex vehicles are built-in with a small gasoline reservoir for cold starting the engine when temperatures drop below 15 °C (59 °F). An improved flex motor generation was launched in 2009, which eliminated the need for the secondary gas tank

            Most people think that flex fuel vehicles are a fairly new technology, as in the last ten years. Actually, the first commercial flexible fuel vehicle was the Ford Model T, produced from 1908 through 1927. It was fitted with a carburetor with adjustable jetting, allowing use of gasoline or ethanol, or a combination of both. Other car manufactures also provided engines for ethanol fuel use. Henry Ford continued to advocate for ethanol as fuel even during the prohibition. However, cheaper oil caused gasoline to prevail, until the 1973 oil crisis resulted in gasoline shortages and awareness on the dangers of oil dependence. This crisis opened a new opportunity for ethanol and other alternative fuels, such as methanol, gaseous fuels such as CNG and LPG, and also hydrogen. Ethanol, methanol and natural gas CNG were the three alternative fuels that received more attention for research and development, and government support.

            Since 1975, and as a response to the shock caused by the first oil crisis, the Brazilian government implemented the National Alcohol Program -Pró-Álcool- (Portuguese: Programa Nacional do Álcool), a nationwide program financed by the government to phase out automotive fuels derived from fossil fuels in favor of ethanol made from sugar cane. It began with a low blend of anhydrous alcohol with regular gasoline in 1976, and since July 2007 the mandatory blend is 25% of alcohol or gasohol E25. In 1979, and as a response to the second oil crisis, the first vehicle capable of running with pure hydrous ethanol (E100) was launched to the market, the Fiat 147, after testing with several prototypes developed by Fiat, Volkswagen, GM and Ford The Brazilian government provided three important initial drivers for the ethanol industry: guaranteed purchases by the state-owned oil company Petrobras, low-interest loans for agro-industrial ethanol firms, and fixed gasoline and ethanol prices. After reaching more than 4 million cars and light trucks running on pure ethanol by the late 1980s, the use of E100-only vehicles sharply declined after increases in sugar prices produced shortages of ethanol fuel.

            After extensive research that began in the 90s, a second push took place in March 2003, when the Brazilian subsidiary of Volkswagen launched to the market the first full flexible-fuel car, the Gol 1.6 Total Flex. Several months later was followed by other Brazilian automakers, and by 2010 General Motors, Fiat, Ford, Peugeot, Renault, Volkswagen, Honda, Mitsubishi, Toyota, Citroën, Nissan and Kia Motors were producing popular models of flex cars and light trucks. The adoption of ethanol flex fuel vehicles was so successful, that production of flex cars went from almost 40 thousand in 2003 to 1.7 million in 2007. This rapid adoption of the flex technology was facilitated by the fuel distribution infrastructure already in place, as around 27,000 filling stations countrywide were available by 1997 with at least one ethanol pump, a heritage of the Pró-Álcool program.

             In the United States, initial support to develop alternative fuels by the government was also a response to the first oil crisis, and some time later, as a goal to improve air quality. Also, liquid fuels were preferred over gaseous fuels not only because they have a better volumetric energy density but also because they were the most compatible fuels with existing distribution systems and engines, thus avoiding a big departure from the existing technologies and taking advantage of the vehicle and the refueling infrastructure. California led the search of sustainable alternatives with interest focused in methanol.

Ford Motor Company and other automakers responded to California's request for vehicles that run on methanol. In 1981, Ford delivered 40 dedicated methanol fuel (M100) Escorts to Los Angeles County, but only four refueling stations were installed. The biggest challenge in the development of alcohol vehicle technology was getting all of the fuel system materials compatible with the higher chemical reactivity of the fuel. Methanol was even more of a challenge than ethanol but much of the early experience gained with neat ethanol vehicle production in Brazil was transferable to methanol. The success of this small experimental fleet of M100s led California to request more of these vehicles, mainly for government fleets. In 1983, Ford built 582 M100 vehicles; 501 went to California, and the remaining to New Zealand, Sweden, Norway, United Kingdom, and Canada.

             As an answer to the lack of refueling infrastructure, Ford began development of a flexible-fuel vehicle in 1982, and between 1985 and 1992, 705 experimental FFVs were built and delivered to California and Canada, including the 1.6L Ford Escort, the 3.0L Taurus, and the 5.0L LTD Crown Victoria. These vehicles could operate on either gasoline or methanol with only one fuel system. Legislation was passed to encourage the US auto industry to begin production, which started in 1993 for the M85 FFVs at Ford. In 1996, a new FFV Ford Taurus was developed, with models fully capable of running on either methanol or ethanol blended with gasoline. This ethanol version of the Taurus became the first commercial production of an E85 FFV. The momentum of the FFV production programs at the American car companies continued, although by the end of the 1990s, the emphasis shifted to the FFV E85 version, as it is today.

Ethanol was preferred over methanol because there is a large support from the farming community, and thanks to the government's incentive programs and corn-based ethanol subsidies available at the time. Sweden also tested both the M85 and the E85 flexifuel vehicles, but due to agriculture policy, in the end emphasis was given to the ethanol flexifuel vehicles. Support for ethanol also comes from the fact that it is a biomass fuel, which addresses climate change concerns and greenhouse gas emissions, though nowadays these benefits are questioned and depend on the feedstock used for ethanol production and their indirect land use change impacts.

            The demand for ethanol fuel produced from field corn in the United States was stimulated by the discovery in the late 90s that methyl tertiary butyl ether (MTBE), an oxygenate additive in gasoline, was contaminating groundwater. Due to the risks of widespread and costly litigation, and because MTBE use in gasoline was banned in almost 20 states by 2006, the substitution of MTBE opened a new market for ethanol fuel. This demand shift for ethanol as an oxygenate additive took place at a time when oil prices were already significantly rising. By 2006, about 50 percent of the gasoline used in the U.S. contained ethanol at different proportions, and ethanol production grew so fast that the US became the world's top ethanol producer, overtaking Brazil in 2005. This shift also contributed to a sharp increase in the production and sale of E85 flex vehicles since 2002.

             Since 1998 a total of 15.1 million E85 flex-fuel vehicles had been sold or lease in the United States through December 2012. Of these, about 11 million flex-fuel cars and light trucks were still in operation as of early 2013, up from 7.3 million in 2008, 4.1 million in 2005, and 1.4 million on U.S roads in 2001. For the 2011 model year there are about 70 vehicles E85 capable, including sedans, vans, SUVs and pick-up trucks. Many of the models available in the market are trucks and sport-utility vehicles getting less than 20 mpg_-US (12 L/100 km; 24 mpg_-imp) when filled with gasoline. Actual consumption of E85 among flex-fuel vehicle owners is limited. Nevertheless, the U.S. Department of Energy estimated that in 2009 only 504,297 flex-fuel vehicles were regularly fueled with E85, and these were primarily fleet-operated vehicles. As a result, from all the ethanol fuel consumed in the country in 2009, only 1% was E85 consumed by flex-fuel vehicles.

Certain information for this article was sourced from Wikipedia.org.