Gasoline Blends Research Articles

Evaporation and combustion characteristics for a droplet of lubricating oil and gasoline

The droplet suspension technology is used to study the effects of ambient temperatures (from 673 to 873 K) and gasoline blending ratios (from 0% to 20%) on evaporation and combustion characteristics of lubricating oil (LO), used lubricating oil (ULO) and the mixture of lubricating oil and gasoline (LO/gasoline and ULO/gasoline). The experimental results show that the evaporation process of LO80G20 (the blend of 80% LO and 20% gasoline by volume fraction) contains a transient heating period, a fluctuation evaporation period and a slow evaporation period at 673 K. The combustion process at high temperatures (from 723 to 873 K) includes an auto-ignition delay period, a combustion period and an extinction period. At the same ambient temperature, both the auto-ignition delay and lifetime of ULO are shorter than those of new LO. The occurrence time and intensity of puffing for ULO are earlier and stronger than those of new LO. For the mixture of lubricating oil and gasoline (LO/gasoline and ULO/gasoline), the auto-ignition delay, droplet lifetime and the occurrence time of puffing decrease with the increase of gasoline component.

Life cycle impact assessment of biofuels derived from sweet sorghum in the U.S.

BackgroundThe objective of this study was to evaluate the environmental impact of the production of a range of liquid biofuels produced from the combination of fermenting sorghum stalk juice (bioethanol) and the pyrolysis/hydrotreatment of residual bagasse (renewable gasoline and diesel). Life cycle impact assessment (LCIA) was performed on a farm-to-wheels system that included: (i) sorghum farming, (ii) juice extraction, (iii) juice fermenting, (iv) bagasse pretreatment, (v) bagasse thermochemical treatment (pyrolysis, hydroprocessing, and steam reforming), and (vi) typical passenger vehicle operation. LCIA results were compared to those of petroleum fuels providing the equivalent functional unit—cumulative kilometers driven by spark ignition direct injection (SIDI) vehicles utilizing either renewable gasoline or ‘bioE85—a blend of bioethanol and renewable gasoline,’ and a compression ignition direct injection (CIDI) vehicle utilizing renewable diesel produced from 76 tons of harvested sweet sorghum (1 ha).ResultsSweet sorghum biofuels resulted in a 48% reduction climate change impact and a 52% reduction in fossil fuel depletion. Additionally, reduced impacts in ozone depletion and eutrophication were found (67% and 47%, respectively). Petroleum fuels had lower impacts for the categories of non-carcinogenic health impact, smog, respiratory effects, and ecotoxicity, showing tradeoffs between sorghum and petroleum fuels.ConclusionOverall, sorghum biofuels provide advantages in environmental impact categories including global warming potential, fossil fuel depletion and eutrophication, showing potential for sorghum as a promising second-generation feedstock for fuel.

Effect of operation under lean conditions on NOx emissions and fuel consumption fueling an SI engine with hydrous ethanol–gasoline blends enhanced with synthesis gas

For the purpose of creating a clean environment, achieving higher engine efficiency, and complying with increasingly strict emission regulations, many methods have been developed to enhance SI engines performance and decrease their pollutant emissions. In this study, the effects of using hydrous ethanol–gasoline blends and synthesis gas addition on NOx emissions and fuel consumption under lean and ultra-lean conditions (i.e. at air/fuel equivalence ratios (λ) = 1.13, 1.26 and 1.46) were investigated using a Spark-Ignition (SI) engine. The engine was fuelled with a Saudi Arabian gasoline grade (RON91), mixed with 5 % and 10 % of hydrous ethanol containing different water concentrations (5 %, 10 %, 30 %, and 40 %). An on-board plasma fuel reformer was employed for the production of hydrogen-rich syngas via the partial oxidation of gasoline. The results revealed the evident positive effect of operating under lean conditions using hydrous ethanol–gasoline blends on reducing the NOx emissions. In addition, NOx emissions decreased with increasing the air/fuel ratio to reach the minimum at the highest lean condition. However, fuel consumption increased with equivalence air/fuel ratio from low-lean at λ = 1.13 to high lean at λ = 1.46 conditions. Syngas addition to the fuel blend under lean conditions resulted in further reduction of NOx emissions but increased the overall fuel consumption. The results showed that up to 4 % of water enrichment of hydrous-gasoline blend can effectively enhance the engine thermal efficiency and reduce NOx emission.

Fuel Consumption and Emissions Analysis of a Light Vehicle Fuelled with Two Ethanol–Gasoline Blends in Urban Driving Conditions of Lima Metropolitana

We present a comparative study of fuel consumption, emissions factors, and vehicle-specific power of a light vehicle operating with two gasoline–ethanol blends as fuel: commercial gasohol (E7.8) and an alternative mix with 10% v/v of ethanol (E10). For this purpose, a vehicle in the city’s fleet was equipped with a central system of data acquisition, whose main function was to capture second-by-second data of the air intake of the engine, the emissions concentration levels in the exhaust, the distance traveled, vehicle speed, and environmental conditions during testing. The measuring campaign was carried out in the city of Lima Metropolitana. Fuel consumption was calculated indirectly, using air intake measurements. The vehicle’s engine emissions were analysed using the mass flow rates of CO2, CO, HC, and NOx, as well as the vehicle-specific power. The results show that, in traffic conditions, the change in fuels does not affect the consumption. On the other hand, a correlation was found between the vehicle-specific power and the emissions mass flow. During the comparison between fuels, the results showed an increase in the mass flow standard deviation when using E10.

Characterization of vibration and noise pollution of SI engine fueled with magnetized ethanol–gasoline blends by time–frequency methods

The purpose of the present study was to investigate the effects of magnetized ethanol–gasoline fuel blends on the vibration and sound status of a single-cylinder gasoline engine. Totally 36 tests were conducted including two factors: ethanol (blended by gasoline with share of 0, 5, 10, and 20%) and magnetic field intensity (0, 5300, and 7000 G) at three replications as a factorial experiment based on completely randomized design. The sound signals of the engine at 10 cm distance from the driver’s ear were recorded and its engine vibration was measured in Z direction. The results of statistical analysis of vibration and sound data showed significant effects of both factors on the vibration and sound signals. The maximum sound pressure level with averages of 88.41 belonged to pure gasoline and magnetic intensity of 7000 G and minimum value (78.94 dB) belonged to 10% ethanol in the blended fuel and magnetic intensity of 5300 G. The driver can operate the engine for 10–20% ethanol shares with all studied magnetic intensities without use of any ear protector. In the presence of magnetic field, vibration decreased by increasing ethanol up to 10%. The maximum amount of vibration in frequency domain obtained without using magnetic field. For 5300 G magnetic intensity, the least amount of vibration was observed for all frequencies.

Sustainability driven design of lignocellulosic ethanol system highlighting importance of water footprint

This work performs integrated multi-objective optimization of lignocellulosic biorefinery system considering four objectives capturing the three dimensions of sustainability, namely, cost, life cycle greenhouse gas (GHG) emissions, and life cycle water footprint of ethanol and employment generation. Feedstock selection, biorefinery location and size, biorefinery conversion processes, and detailed biomass procurement and processing strategy are the decision variables. The model was applied to a case study of Maharashtra, India, considering 33 districts and five different feedstock to produce ethanol to meet the 10% gasoline blending target. The optimal values for ethanol cost, GHG emission, and water footprint were Rs. 50.39/l ($ 0.69/l), 0.933 kg CO2 eq./l and 0.271 m3/l, respectively, while a total of 5087 jobs were created in the biorefineries for job maximization. Feedstock selection, biorefinery number and their locations affected the objectives. Multi-objective optimization identified design possibilities with considerable reduction in water footprint at nominal increase in the cost and GHG emissions. The sensitivity of the model with respect to the ethanol demand, biomass availability, and cost of cotton stalk was studied. A reduction in biomass availability to 20% had minimal impact on minimal GHG emissions, but the minimum cost increased by 21% while the minimum water footprint increased by 81%. Sensitivity analysis based on cost of cotton stalk showed that it was a much more important feedstock from the economic perspective than from GHG emissions and water footprint perspectives. The results provide region-specific recommendations for scaling of lignocellulosic biofuel systems.

An Assessment on Ethanol-Blended Gasoline/Diesel Fuels on Cancer Risk and Mortality.

Although cancer is traditionally considered a genetic disease, the epigenetic abnormalities, including DNA hypermethylation, histone deacetylation, and/or microRNA dysregulation, have been demonstrated as a hallmark of cancer. Compared with gene mutations, aberrant epigenetic changes occur more frequently, and cellular epigenome is more susceptible to change by environmental factors. Excess cancer risks are positively associated with exposure to occupational and environmental chemical carcinogens, including those from gasoline combustion exhausted in vehicles. Of note, previous studies proposed particulate matter index (PMI) as a measure for gasoline sooting tendency, and showed that, compared with the other molecules in gasoline, 1,2,4–Trimethylbenzene, 2–methylnaphthalene and toluene significantly contribute to PMI of the gasoline blends. Mechanistically, both epigenome and genome are important in carcinogenicity, and the genotoxicity of chemical agents has been thoroughly studied. However, less effort has been put into studying the epigenotoxicity. Moreover, as the blending of ethanol into gasoline substitutes for carcinogens, like benzene, toluene, xylene, butadiene, and polycyclic aromatic hydrocarbons, etc., a reduction of secondary aromatics has been achieved in the atmosphere. This may lead to diminished cancer initiation and progression through altered cellular epigenetic landscape. The present review summarizes the most important findings in the literature on the association between exposures to carcinogens from gasoline combustion, cancer epigenetics and the potential epigenetic impacts of biofuels.

Electrochemical Corrosion Tests in Low-Conductivity Ethanol-Gasoline Blends: Application of Supporting Electrolyte for Contaminated E5 and E10 Fuels.

Ethanol-based E5 and E10 fuels have extensively been used as automotive fuels in gasoline engines. However, especially when contaminated, these fuels can exhibit corrosion effects on some engine construction parts such as mild steel. Thus, the study of mild steel corrosion resistance has become of the utmost importance. Electrochemical methods such as electrochemical impedance spectroscopy (EIS) and polarization characteristics measurements (Tafel scan—TS) were proven to be very valuable in studying the mild steel corrosion behavior in ethanol–gasoline blends (EGBs). However, the use of these methods was, so far, very limited for low-ethanol-content EGBs such as E5 and E10 due to their low conductivity. In this study, we present modified EIS and TS corrosion measurements based on the use of tetrabutylammonium tetrafluoroborate (TBATFB) at 500 mg/L as a supporting electrolyte. This modification led to an increase in the contaminated E5 and E10 fuels’ conductivity, which allowed us to successfully perform the electrochemical corrosion tests. The corrosion current densities were determined to be 1.5 × 10–3 and 1.5 × 10–2 μA/cm2 for the tested E5 and E10 fuels, respectively. These modified methods present a significant extension of an electrochemical testing apparatus for steel corrosion studies in EGBs. They can allow one to obtain instantaneous information about the occurring corrosion process and, thus, estimate the materials’ lifetime in corrosive environments and potentially help to prevent corrosion.

Economic and Environmental Assessment of Plastic Waste Pyrolysis Products and Biofuels as Substitutes for Fossil-Based Fuels

The global economy is shifting toward more sustainable sources of energy. The transportation sector is a remarkable example of this fact, where biofuels have emerged as promising alternatives to traditional fossil fuels. This work presents a techno-economic and environmental assessment of existing liquid fuels in hard-to-decarbonize sectors and their emerging renewable substitutes. The comparison focuses on fossil-based, biomass-derived, and plastic waste-sourced fuel alternatives that can be used in spark-ignition (gasoline) and compression-ignition (diesel) engines. Results for diesel substitutes prove the superior performance of plastic waste pyrolysis oil in terms of production cost reduction (−25% compared to diesel) and “well-to-tank” life cycle impact reduction (−54% human health, −40% ecosystems, −98% resources). Consequently, research and development toward the conversion of plastic waste into fuels should be extended to make the technology more accessible and robust in terms of fuel quality. On the contrary, the results for gasoline alternatives are not as conclusive: bioethanol and ethanol from plastic pyrolysis have a considerably lower impact on resource scarcity than gasoline (−80% and −35% respectively) and higher on the other two life cycle endpoint categories, but they have higher production costs compared to gasoline (+57% and +130% respectively). While blends of gasoline with pyrolysis-sourced ethanol can reduce the impact on human health and ecosystems, blends with bioethanol have a lower impact on resource scarcity and increase economic profitability. This allows fuel providers to offer tradeoff solutions in the form of blends based on their priorities.

Fuel Phononic Crystal Sensor for the Determination and Discrimination of Gasoline Components

In this work, we have introduced theoretically a novel design of a 1D phononic crystal model acting as a sensor for gasoline components (blends). The proposed sensor is prepared to distinguish between different components of gasoline with high performance. The sensor is designed from a defect layer filled with one of the gasoline blends in the middle of a 1D multilayer phononic crystal configured as, [(lead / epoxy)2 gasoline [(lead / epoxy)2]. The numerical investigations are obtained based on the transfer matrix method and the acoustic properties of the constituent materials. The numerical results showed that our sensing tool can distinguish between different gasoline blends with high selectivity and sensitivity at the same time. In addition, the monitoring of these blends could be obtained. The proposed sensor provides high sensitivity and quality factor that can reach 2.97 × 107 Hz and 5034, respectively.

Efek Intermolecular Forces: Perubahan Physical Properties pada Campuran Premium dan Bio-Additive Orange Peel

<p class="Abstract"><span lang="PT-BR">The addition of bio-additive in gasoline was needed in order to improve the anti-knock quality. The bio-additive used was orange peel in the form of essential oil. Nevertheless, it make any changes of fuel properties affecting standard compliances: physical properties, engine performances and exhaust gas emissions due to some main compound effects of orange oil; limonene up to 90%. </span><span lang="PT-BR">The recent study aimed to analyze the blends of bio-additives and premium gasoline experimentally related to improve the fuel properties theoretically. By verifying the blends, they were tested at blending concentration ratio from 1% to 75%. For each blend, the physical properties; kinematic viscosity, density, and calorific value were measured using ASTM D 445, ASTM D 92, and ASTM D 250. The results show that the limonene gave many impacts on the change of properties fuel. Limonene is a non-polar compound with high intramolecular force intensity. It causes a spontaneous dipole and gave propagation effect on premium gasoline molecular compound. The effect influences dynamic molecular distribution by increasing the attractive force between opposite pole of premium gasoline and bio-additives blend. The decrease of intermolecular movement intensity will decrease the viscosity of the mixture. In contrary, the kinematic viscosity of the mixture will increase with increasing bio</span><span lang="IN">-</span><span lang="PT-BR">additive concentration. In other pysical properties, the premium gasoline-bio</span><span lang="IN">-</span><span lang="PT-BR">additive blends have low density at 1%, 5%, 10% and 25% addition concentration but it has high heating value of fuel blends.</span></p>

Rapid prediction of fuel research octane number and octane sensitivity using the AFIDA constant-volume combustion chamber

Current research octane number (RON) and motor octane number (MON) gasoline performance characterization techniques use dated, complex engine testing methodology and limit researchers’ ability to easily characterize small volumes of experimental fuels. A novel methodology is presented that correlates measured ignition delay (ID) time to RON in an Advanced Fuel Ignition Delay Analyzer (AFIDA) constant-volume combustion chamber device at a single pressure/temperature condition, with an r2 of 0.99 and standard error (SE) of 1.0. The correlation of the slope of the ID time between two additional temperature points to octane sensitivity (S) produces an r2 of 0.97 and SE of 0.69; however, fuels with S > 12 are indistinguishable. These results are based on methodology calibration using 31 primary and toluene reference fuels containing 0%─40% ethanol with RON values ranging from 85 to 113. Validation of these methods using a 102-sample fuel matrix spanning an array of base fuels and additive chemistry designed to test the robust applicability of the method, along with pump gasoline and high-octane surrogate blend samples, demonstrates an r2 of 0.94 and SE of 1.3 for the RON correlation over all samples, whereas the equivalent S correlation produces an r2 of 0.78 and SE of 1.2 by excluding two additives, 3-pentanone and diisobutylene, which displayed poor S correlation results. This novel AFIDA analysis method can be performed in 1 h and with 40 mL of fuel, offering significant improvements in time and volume requirements over traditional techniques.

Experimental Investigation of Biofuel Gasoline Blends In a PFI Spark-Ignition Engine

Experimental Investigation of Biofuel Gasoline Blends In a PFI Spark-Ignition Engine

Short Term Planning and Scheduling For Gasoline Blending in Oil Refineries

Product blending is an important optimization task that is encountered in the operation and scheduling of important industrial plants like petroleum refineries. The key objective of blending is to mix various intermediate products to achieve desired properties and quantities of products with minimum cost. There are uncertain parameters which make it very difficult to attain the optimum allocation of available resources. Consequently, there is a need to develop computational optimization techniques to tackle the blending issues. 
 In this research the main objective is to propose an approach to solve product blending issue in an optimum
 way. The blending problem can be formulated as an optimization where its objective is to maximize net profit while determining the optimal allocation of intermediate streams to produce optimum production mix of final products.
 The proposed approach is introduced for integrating short term planning and scheduling for product blending. Two mathematical models have been proposed. The first model deals with planning issue for product blending and the results are regarded as production guidelines. In the second scheduling model, scheduling will treat the production guidelines to verify optimum allocation for available resources. The approach was applied to different real time case studies form Midland Refineries Company, and the results show the efficiency and flexibility of this approach to solve the different case studies. Also minimize lead time from 72 to 24 hr in the second case according to reduction in re-blend process, in addition to minimize production cost depending on optimum allocation for available resources. The last case study which is a complicated one, were WIN QSB version 1.00 software is utilized. The results gained after 0.031 second CPU time for planning level and 3.375 second CPU time for scheduling level. This is considered as an advantage to the model.

NSF Response Case Study: Hazardous Materials Release at Intercontinental Terminal Company, Deer Park, Texas

ABSTRACT On March 17th, 2019 the Intercontinental Terminal Company (ITC) Deer Park, Texas river terminal and storage facility, comprised of 242 above ground storage tanks with a site capacity of 13.1 million barrels of hazardous products, experienced a tank fire. This incident would also become known as the “2nd 80s Fire” based on the identification of tanks impacted. The fire was contained to a single grouping of 15 tanks, with stored products including Naphtha, Toluene, Xylene, Benzene, Pyrolysis Gasoline, and Gasoline Blend stocks. Extended firefighting efforts resulted in volumes of water and firefighting foam that exceeded the capacity of the containment systems, resulting in the subsequent containment failure on March 22nd, which enabled the hazardous chemicals and mixture of various products to eventually reach the Houston Ship Channel. The surrounding industrial and residential communities experienced shelter-in-place orders due to the air quality concerns, and the vital waterway was shut down to commercial traffic. On-water benzene levels exceeded 20 parts per million (ppm) during the initial phases of the response near the facility while many areas within five miles exceeded the Occupational Safety Health Agency (OSHA) Permissible Exposure Limit (PEL) for benzene exposures. Benzene remained the primary chemical hazard to response crews seeking to contain, remove, and reopen the waterways for more than two weeks past the initial chemical release events. An interagency agreement was developed between the Environmental Protection Agency (EPA) and the U.S. Coast Guard (USCG) to assist in response activities, which included containing, collecting, recovering and disposing of the released materials from the shoreline and the surface water. The National Strike Force (NSF) deployed 52 personnel from each of the three Strike Teams, Public Information Assist Team (PIAT) and CG-Incident Management and Assistance Team (CG-IMAT). Due to the elevated presence of benzene, the NSF was the only USCG trained, experienced and qualified organic response resource prepared to respond to environmental threats with elevated concentrations of products that represented an inhalation hazard requiring respiratory protection devices. This paper demonstrates the significance of NSF's respiratory protection program, and how their capabilities can be used for both technical operations support, and also for site safety management, especially during complex spills or releases.

Investigation on methanol–gasoline–aluminum oxyhydroxide nanoparticle blends on the emission characteristics of an SI engine

AbstractExperiments were carried out to reduce the harmful exhaust emissions from the engine through various in‐cylinder techniques such as nanoparticles blended fuel. In this present investigation, the effect of methanol‐gasoline fuel blends (M10, M30, and M50) and neat gasoline (G100) on a single‐cylinder four‐stroke SI engine was studied under idle throttle operating conditions to obtain the characteristics of total fuel consumption and exhaust emissions. The fuel‐borne nanoparticles such as aluminum oxyhydroxide [AlO(OH)] from 50 to 150 ppm were mixed with methanol gasoline blends. AlO(OH) behaves like a fire retardant which prevents detonation and knocking under a higher concentration of methanol gasoline blends. The SI engine was running without any problem using gasoline–methanol blends up to M50 under idling and acceleration. However, the engine was running under idling conditions using neat methanol (M100) and failed to run under acceleration due to poor combustion under a rich mixture. The total fuel consumption decreased with the use of methanol and significant reductions were observed on engine surface temperature, exhaust gas temperature, and the exhaust emissions such as carbon monoxide, hydrocarbons, and nitrogen oxide when compared with neat gasoline.

PERFORMANCE AND EMISSION CHARACTERISTICS OF PYRIDINE AND ISOBUTANOL ADDED GASOLINE-ETHANOL-WATER BLENDS IN A SINGLE CYLINDER SI GASOLINE ENGINE

The phase equilibria, engine performance and gas emissions of gasoline-ethanol-water blends with pyridine and isobutanol added for increased water tolerance, were investigated. It was observed that pyridine addition produced slightly higher ratios of ethanol and water in the stable fuel blend when compared to isobutanol, and the water ratio increased with the additive amount. Engine performances and combustion characteristics of the fuel blends were measured in a single cylinder, four-stroke, spark-ignition (SI) gasoline engine using different engine speeds and compared with the commercial gasoline. The best engine performance results were obtained from the HEP2 blend, consisting of 8.94% ethanol, 4.26% water and 4.21% pyridine. Using this fuel blend, engine torque increased by 8.3% at low speeds, engine effective power increased by %5 at high speeds while specific fuel consumption decreased by 14% at optimum engine speeds. Compared to the commercial gasoline blend, NOx, CO and HC emissions were found to be reduced by as much as %32, %17.9 and %45.9, respectively. Results showed that the fuel properties of pyridine and isobutanol added gasoline-ethanol-water blends were enhanced due to increased ethanol and water content and the HEP2 blend can be used in SI engines as an alternative to commercially available gasoline, with advantages of increased engine performance and reduced emission rates.

Novel adaptive sample space expansion approach of NIR model for in-situ measurement of gasoline octane number in online gasoline blending processes

For real-time measurement of gasoline octane number in online gasoline blending processes by near infrared (NIR) spectroscopy, this paper presents an adaptive sample space expansion approach (ASSEA) to improve the real-time measurement accuracy and to shorten the time for establishing the model. To improve the adaptability of the model, a comprehensive index that combines the characteristics of the query samples and the distance between the spectra is adopted to select the guide spectra. A sample construction method is proposed to supplement the original sample set with insufficient sample size. The new spectra are constructed with the labeled spectra based on the guide spectra. Subsequently, the concentration information of the constructed spectra is obtained on the basis of multi-way partial least square method. The proposed ASSEA method is compared with six representative methods. The prediction performance of ASSEA method (RMSE is 0.2442, and R2 is 0.8767) is significantly better than other methods. And compared with the traditional PLS method, RMSE and R2 are reduced and increased by 33.4% and 45.9%, respectively. Therefore, its efficiency is validated through an industrial gasoline blending process.

Prediction of the Derived Cetane Number and Carbon/Hydrogen Ratio from Infrared Spectroscopic Data

A model for the prediction of the derived cetane number (DCN) and carbon/hydrogen ratio (C/H) of hydrocarbon mixtures, diesel fuels, and diesel–gasoline blends has been developed on the basis of infrared (IR) spectroscopy data of pure components. IR spectra of 65 neat hydrocarbon species were used to generate spectra of 127 hydrocarbon blends by averaging the spectra of their pure components on a molar basis. The spectra of 44 real fuels were calculated using n-paraffin, isoparaffin, olefin, naphthene, aromatic, and oxygenate (PIONA-O) class averages of pure components. It is shown that this strategy retains knowledge of C/H, an important indicator of the chemical structure. Three methods were compared to assess the prediction of DCN and C/H ratio from the assembled IR spectra, i.e., partial least squares regression (PLSR), support vector machine (SVM), and artificial neural network (ANN). It was found that ANNs gave the best performance with DCN prediction errors of ±1.1 on average and C/H prediction errors of ∼0.8%. Lasso-regularized linear models were also used to find simple combinations of wavenumbers that yield acceptable estimations.

Potential economic values of low-vapor-pressure gasoline-range bio-blendstocks: Property estimation and blending optimization

Adding bio-blendstock into gasoline can reduce greenhouse gas emissions and potentially enhance fuel properties and boost engine efficiencies. A competitive bio-blendstock should have lower prices and/or superior properties. Gasoline is specified by final blended properties rather than compositions, while adding bio-blendstocks, most likely oxygenates, will modify the property mixing rules due to the non-ideal interactions between polar and nonpolar components. This paper presents an equation-of-state model for predicting Reid vapor pressure, non-linear blending models for computing key properties of final products, and an optimization approach to identify key economic drivers. Those models are used to estimate the potential economic value of bio-blendstocks, which is presented by its calculated break-even value as a feedstock to petroleum refineries for gasoline blending without any government subsidy or renewable tax credit. In additional to ethanol, six low-vapor-pressure bio-blendstock candidates were evaluated: i-propanol, n-propanol, i-butanol, diisobutylene, cyclopentanone, and a mixture of furans. Reid vapor pressure, distillation temperatures, and octane numbers were identified as the key economic drivers of adding bio-blendstock to a petroleum-derived base fuel. The calculated economic value ranks as furan mixture (4.9) > cyclopentanone > n-propanol ≈iso-propanol > iso-butanol > diisobutylene (2.4) in US dollar per gasoline gallon equivalent ($/gge) in 2013 to 2017 5-year averaged price basis. The bio-blendstocks with higher octane numbers may have higher potential economic values. The uncertainties in property predictions may lead to roughly 15% deviation in the potential economic value.