Homogeneous Charge Research Articles

Optimizing the effect of a mixture of light naphtha, diesel and gasoline fuels on engine performance and emission values on an HCCI engine

In this study, the effects of using naphtha-diesel and naphtha-gasoline fuel mixtures were investigated using experimental and statistical methods on homogeneous charge compression ignition (HCCI) engine performance and emission values. Response Surface Method (RSM) was used as a statistical method. Fifty-two experiments were specified in the experimental set created by the RSM central composite design method, which were carried out under the same conditions. As a result of the experimental study, effective torque, brake-specific fuel consumption (BSFC), CO, HC, and NO emissions values were examined. The experimental results extrapolation equations were obtained with the RSM method, and the contour graphs were drawn. Optimum input parameters were determined to obtain the targeted output parameters. After the optimization, it was seen that the usage of gasoline fuel gave better results than diesel. Among the optimum input parameters, the gasoline ratio was determined as 0.297 %, the injection duration was 11.97 ms, and the engine speed was 1325.21 rpm. Effective torque was 12.79 Nm, BSFC value was 589.79 g/kWh, CO emission value was 0.11 %, HC emission value was 519.86 ppm, and NO emission value was 0 ppm depending on the optimum input parameters.

Experimental study of homogeneous charge compression ignition combustion in a light-duty diesel engine fueled with isopropanol–gasoline blends

Homogeneous charge compression ignition (HCCI) is a high-efficiency, ultra-low emission generating combustion technique that can potentially phase out conventional diesel combustion (CDC). Due to wide misfire and knocking limits, a limited load range impedes its commercial success. The present work addresses HCCI limitations using isopropanol–gasoline blends in a port fuel injected light-duty diesel engine. A cetane booster additive, 2-ethylhexyl nitrate (2-EHN), at 5vol.% was mixed with the test fuels to broaden the HCCI lower load limits. The tested fuels include biofuel isopropanol that replaced non-renewable gasoline in 20% increments to achieve higher loads during HCCI. The results show a substantial increment in HCCI operating load range (24%–86%) with test fuels over diesel HCCI (20%–38%). The characteristics of HCCI combustion in the modified test engine were benchmarked with CDC in the unmodified production engine. The significant benefits of HCCI over CDC were the concomitant reduction of indicated specific energy consumption (ISEC), oxides of nitrogen (NOx), and soot emissions, especially at higher loads. For instance, at 80% load, the ISEC, soot, and NOx were decreased by 5%, 99%, and 77%, respectively, for 60% isopropanol/35% gasoline/5% 2-EHN fueled HCCI than CDC. The exergy analysis was conducted to gain insight into irreversibility sources in thermodynamic processes during HCCI and CDC. The second law efficiency of HCCI improved with increased isopropanol content in the test fuels at a specific load. Overall, the present work shows that isopropanol–gasoline blends are viable alternatives to diesel to operate the HCCI engine that meets the desired emission and performance targets.

Utilization of multiwalled carbon nanotubes (MWCNT) additive in HCCI engine to widen operating range

Homogenous charge compression ignition (HCCI) combustion mode is a promising technology for the future of internal combustion engines because of its high thermal efficiency. However, HCCI engines have limited stable operating range which is a major drawback. Nanoparticles usage as fuel additive provides improvement of combustion characteristics of internal combustion engines. The objective of this study is to enlarge operating range of HCCI engine. For this purpose, the effects of multiwalled carbon nanotubes (MWCNT) on combustion characteristics of an HCCI engine were scrutinized. The effects of MWCNT on engine operating range, combustion parameters, and HC and CO emissions were determined. The maximum operating range was obtained with 75 % n-heptane, 25 % ethanol, and 100 ppm MWCNT mixture. Compared to 75 % n-heptane and 25 % ethanol mixture, 75 % n-heptane, 25 % ethanol, and 100 ppm MWCNT mixture increased the operating range of engine 112 %. Furthermore, in-cylinder pressure, heat release rate, indicated thermal efficiency, and maximum pressure rise rate were increased with use of MWCNT additive. Start of combustion and 50 % heat release location was shifted to earlier crank angles. Combustion duration was shortened. HC and CO emissions were also decreased.

Strategies to achieve controlled auto-ignition (CAI) combustion: A review

Conventional gasoline engines suffer from low performance and NOx emissions. Controlled auto-ignition (CAI), sometimes referred to as homogeneous charge compression ignition (HCCI), is a promising concept to solve such problems. CAI has the potential to improve spark ignition (SI) engine fuel economy while at the same time solving the trade-off of NOx-soot emissions found in compression ignition (CI) engines. The CAI engine can reach a fuel economy comparable to that of a conventional diesel engine with ultra-low NOx and negligible soot emissions. However, controlling auto-ignition remains the biggest difficulty that hinders the implementation of CAI as a commercial engine. Research towards a cleaner and more efficient engine is driven by the progressively stringent emission regulation imposed worldwide. Therefore, the CAI was developed to meet the emissions target while maintaining engine performance. CAI works on the principle of lean mixture and auto-ignition. To obtain CAI combustion, the temperatures in the cylinder must be sufficient to initiate auto-ignition. Without the use of a spark plug or injector, the CAI suffers from a direct control mechanism to start the combustion. The most practical approach to controlling the initiation of auto-ignition in CAI is diluting the intake charge by either trapping the residual gas or recirculating the exhaust gas. Both approaches enable the engine to achieve CAI combustion without requiring significant modifications to control the onset of CAI combustion phase.

Current status and prospect of homogeneous charge compression ignition (HCCI) technology application of transportation

HCCI engine is a new concept in recent decades. HCCI is defined as a type of engine with little application and market proportion. HCCI engines have great potential and prospects in practical engineering applications. However, there is a lack of cognition of HCCI engine development. Therefore, this paper introduces the current status of HCCI technology application and the possible development in the future. Throughout collecting information of some parameters of engines and comparison and analysis, this paper researches the current status and prospect of HCCI engine application. Research shows that, HCCI engine has considerable merits, which are more eco-friendly, higher thermal efficiency and fuel economy, also HCCI engine is not be used in production. In the future, HCCI engine will expand the advantages and occupy market, eventually be the mainstream type of internal combustion engine. In addition, the analysis and research results of this paper will provide reference and reference for the future development of HCCI engine.

Strategic approach for achieving high indoor efficiency of perovskite solar Cells: Frustration of charge recombination by dipole induced homogeneous charge distribution

Indoor-light harvesting-technology based on perovskite solar cells have attracted significant attention owing to their promising photovoltaic properties as indoor power generators. We investigated the effect of interfacial dipoles on the performance of perovskite solar cells in low-intensity indoor light environments. Interfacial dipoles were controlled by inserting different polar layers with different molecular dipole moments (BCP, QPPO and QDPPO) on top of electron transport layers (ETLs). Significantly improved uniformity of interfacial dipoles, in the QDPPO layer, effectively reduced charge recombination and enabled persistent fill factors (FF’s) under low-intensity light environments. Perovskite solar cells based on QDPPO exhibited indoor power density (iPD) and indoor power conversion efficiency (iPCE) of 65.63 μW/cm2 and 27.49 % under 800 lux LED, which were further enhanced up to 88.09 μW/cm2 and 36.90 % by employing additional passivation layer under 800 lux LED. Finally, using QDPPO, we successfully demonstrated perovskite photovoltaic mini-modules with a high power output of 2.4 mW under a 1,000 lux halogen, which can be applied in Internet-of-Things sensors under indoor light conditions.

Exergy analysis and investigation on effect of inlet valve closing temperature and hydrogen enrichment in syngas composition in an HCCI engine

This study presents the parametric investigation of syngas fuelled homogeneous charge compression ignition (HCCI) engine. The chemical kinetic simulation of the syngas HCCI engine is performed using the stochastic reactor model (SRM). This study first compares and evaluates the performance of different reaction mechanisms for the HCCI engine. The experimental combustion pressure data is compared with numerically investigated combustion pressure to validate the reaction mechanisms. Results indicate that a numerically simulated combustion pressure using a detailed reaction mechanism consisting of 173 reactions and 32 species (CRECK-2014) is well-matched with the profile of experimental combustion pressure. The validated reaction mechanism is further used to investigate the HCCI engine at different engine speeds for various equivalence ratio (ϕ), syngas composition (hydrogen addition (H2:CO)) and inlet valve closing temperature (Tivc). The sensitivity analysis is performed to find the prominent reactions in the oxidation reaction mechanism. Based on the combustion characteristics, syngas HCCI maps are developed. The effect of engine operating conditions on combustion and emission characteristics is also investigated. Furthermore, the result of engine operating parameters on converting fuel energy into physical exergy, chemical exergy, work exergy, and heat loss exergy is also briefly discussed.

Experimental investigation on diesel ignited dual fuel homogeneous charge compression ignition engine for the selection of suitable alcohol based fuel

Homogeneous charge compression ignition (HCCI) engine has fuel flexibility and can reduce NOX and soot emissions. The present work aims to investigate the dual-fuel mode HCCI engine (DF–HCCI–E) performance and exhaust emissions for different fuel types, namely, Methanol, Ethanol, Propanol, and Butanol. The CI Engine is converted into a DF-HCCI engine by attaching the carburetor to the inlet manifold for experimentation. Royal Enfield bullet 500 cc, Mikarb type carburetor was attached outside the engine cylinder to prepare the homogenous air-fuel mixture. Alcohol-based fuel (low reactivity) was supplied through the carburetor at the suction stroke time. Diesel (high reactivity fuel) was injected to start the combustion at the end of the compression stroke. It is observed that the P100+D DF–HCCI–E is suitable for low and high load conditions, while B100+D DF–HCCI–E is suitable for mid-load conditions. Results showes that Methanol has the highest cooling potential and lowest NOX emission compared to the rest of the fuels. And also, B100+D DF–HCCI–E reduced the highest smoke opacity for all load conditions compared to the rest of the ABF. Simple Additive Weighting (SAW) optimization was carried out, and it is concluded that P100+D has the best cumulative performance for low and high load conditions and M100+D has the poorest cumulative performance for all load conditions.

Effects of natural-gas blending on ignition delay and pollutant emission of diesel fuel for the condition of homogenous charge compression ignition engine

• Effects of blending of natural gas (NG) with diesel fuel were investigated. • Major properties of diesel were measured at 40 bar and its surrogate fuel was formulated. • Blending of NG reduces pollutant emission with slight decrease in heat production. • Ignition timing is changed by NG blending, but, it is not significant. • The optimal mixture ratio of NG in the dual fuel is suggested in HCCI engines. Burning of dual fuel of diesel and natural gas is a promising technique in compression ignition engine in the aspects of fuel economy and reduced emission. Effects of blending of natural gas with diesel fuel are investigated numerically and experimentally with respect to ignition delay, heat production, and pollutant emission. First, major properties of diesel are measured at high pressure of 40 bar, which is an engine-relevant condition, and thereby, a surrogate fuel with higher accuracy is formulated, which has properties closer to diesel than the other existing surrogate fuels. Especially, as one of key properties, high molecular weight of diesel is considered critically in formulating a surrogate fuel. Ignition delay times of several mixtures of diesel and natural gas (NG), of which mixture ratios of 100/0%, 60/40%, and 20/80%, are measured by a shock tube in the ranges of temperature from 770 K to 1,000 K and of equivalence ratios from 0.5 to 2.0. Measured ignition delay is compared with that calculated by numerical simulations with the surrogate fuel formulated in this study for its validation. Finally, combustion simulations of HCCI (homogeneous charge compression ignition) are conducted with the mixture of diesel and NG and compared with available experimental data. And thereby, optimal mixture ratio of the dual fuel is suggested in terms of ignition time and pollutant emission acceptable in HCCI engines.

Zirconium metal-organic framework and hybridized Co-NPC@MXene nanocomposite-coated fabric for stretchable, humidity-resistant triboelectric nanogenerators and self-powered tactile sensors

High-performance triboelectric nanogenerators (TENGs) have become more attractive for energy harvesting and self-powered sensing applications. Herein, a stretchable, humidity-resistant, and high-performance multilayered TENG (M-TENG) is newly developed for self-powered biomotion and tactile sensing applications by using a zirconium metal-organic framework (MOF-525)@Ecoflex nanocomposite with a layer of Ecoflex@cobalt-nanoporous carbon (Co-NPC)@MXene. The MOF-525 improved TENG’s performance four times due to homogeneous porosity and high charge accumulation. The porous structure of the Co-NPC functions as charge traps, promoting high charge-trapping capability, while the MXene nanosheets operate as microcapacitors, improving transport-ions inside the Ecoflex@Co-NPC@MXene nanocomposite (charge-trapping and charge-transport). When the Ecoflex@Co-NPC@MXene nanocomposite was added as an intermediate layer, it captured triboelectric charges from the charge-generating layer and accumulated more negative charges, improving the M-TENG performance by 13 times. A 3D-printed microstructure is apprehended to the surface to increase contact area and humidity-resistant. Besides, knitted fabrics provide flexible electrodes due to their excellent stretchability. The as-prepared M-TENG showed excellent performance, including a power density of 25.7 W/m2, sensitivity (149 V/KPa), humidity-resistant, and stretchability (245%) which are superior to the previously reported TENGs. By exploiting the outstanding stretchability of the M-TENG and its ultra-high sensitivity to mechanical stimuli, practical applications were successfully demonstrated in low-frequency wearable biomotion monitoring, biomechanical energy harvesting, high-precision character recognition, and as a self-powered tactile sensor. Furthermore, the real-time sensing capability was demonstrated via the LabVIEW interface and virtual-reality car games control by tracing the finger. Therefore, this work is anticipated to open exciting opportunities for wearable energy harvesters, self-powered sensing systems, and human-machine interfaces.

Analysis of start-up behavior based on the dynamic simulation of an SOFC–engine hybrid system

A dynamic simulation model of a hybrid power generation system of a solid oxide fuel cell and a homogeneous charge compression ignition engine was developed to investigate the behavior of the system during the start-up process. The stack, reformer, catalytic burner, and heat exchanger were implemented as dynamic models based on physical equations. For the engine, an experimental data-based mapping model was developed. The dynamic model was simulated on a Matlab/Simulink platform. Individually developed component models were assembled as an integrated system model and operated at the system level. The hybrid system was designed to generate approximately 4 kW of electricity from the SOFC stack and 1 kW from the engine, resulting in a total system power of 5 kW, with an electrical efficiency of 50.6%. The integrated model was operated using a four-step start-up procedure for 50 h, during which the temperature and composition of the stream were observed in time. Based on this, the dynamic behavior of the system was analyzed at each stage throughout the entire start-up process from ambient to high operating temperature. Validation of key results suggests a close resemblance between the model and an actual system. Therefore, the proposed model is expected to exceed the limitations of the existing static model analysis method.

Prediction and control of knock at high load boundary for HCCI engine based on neural network

Homogenous Charge Compression Ignition (HCCI) have drawn lots of attentions due to its high efficiency and low emissions. But HCCI engines are prone to random abnormal combustion phenomena at load boundaries. In this paper, innovatively implement online prediction and control of knock at high load boundary for HCCI utilizing only cylinder pressure as the diagnostic parameter based on neural networks. The results show that the neural network model with previous cycle heat release, previous cycle crank angle at 50 % cumulative heat release (CA50), peak cylinder pressure during previous and current cycle negative valve overlap (NVO) as inputs can realize the prediction of 87.5 % early combustion cycle in the intake phase before the early combustion occurs, and the diagnosis accuracy is 89.4 %. The frequency of early combustion can be reduced from 2.3 % to 0.3 % with the help of prediction model combining water injection and fuel injection reduction control, and no knocking occurs. The high load boundary of the HCCI engine is expanded by 7.1 % from 0.366 MPa to 0.392 MPa at 1500 r/min with the help of this control strategy.

Effect of hydrogen sulfide content on the combustion characteristics of biogas fuel in homogenous charge compression ignition engines

The use of biogas fuel in homogeneous charge compression ignition (HCCI) engines has been promoted recently due to the environmental advantages. However, hydrogen sulfide (H2S) forms a non-environment friendly content and biogas impurity that its removal is associated with high costs. In this study, the effect of using biogas fuel in the HCCI engines under different operating conditions is investigated to shed light on the best scenarios of biogas combustion, even with the presence of H2S contents. A modified reaction mechanism is introduced by considering the reactions of H2S with other species in the air-fuel mixture. The new chemical kinetics model, and a multi-zone combustion approach, have been validated against experimental data from the literature and then used to simulate the HCCI combustion of biogas fuel. It was obtained that having up to 3.8% content of H2S in the intake charge can enhance the rate of heat release and combustion pressure. However, it had no significant effect on the in-cylinder temperature profile. Higher rates of H2S contents led to produce higher rates of sulfur oxides (SOx) emissions. Increasing the equivalence ratio (up to 0.50) results in a higher in-cylinder temperature and pressure as well as a higher SOx and nitrogen oxides (NOx) emissions. Also, the HCCI combustion is influenced by the intake temperature and pressure, where increasing those parameters leads to an increase in the in-cylinder temperatures and pressures, as well as the NOx emissions. However, SOx emissions are affected only when the intake temperature reaches over 400K and the intake pressure is over 1.5bar.

Closed-Loop Predictive Control of a Multi-mode Engine Including Homogeneous Charge Compression Ignition, Partially Premixed Charge Compression Ignition, and Reactivity Controlled Compression Ignition Modes

Closed-Loop Predictive Control of a Multi-mode Engine Including Homogeneous Charge Compression Ignition, Partially Premixed Charge Compression Ignition, and Reactivity Controlled Compression Ignition Modes

Effect of Intake Charge Temperature on Oxy-Fuel Combustion in an HCCI Diesel Engine Under Different Carbon Dioxide Dilutions

Abstract Carbon dioxide is one of the leading contributors to global warming. Oxy-fuel combustion (OFC) integrated with carbon capture and storage (CCS) technology is an efficient way to reduce carbon dioxide emissions. In OFC, pure oxygen (O2) is used instead of air to react with hydrocarbon fuel. Consequently, the products of combustion mainly include carbon dioxide (CO2) and water vapor (H2O) under lean conditions. Meanwhile, due to the absence of N2 in the intake charge, nitrogen-related emissions such as NOx are greatly removed from the exhaust gases. In the present study, the effect of intake charge temperature on OFC has been investigated in a diesel engine under the homogeneous charge compression ignition (HCCI) mode. In order to control combustion temperature and avoid overheating problems caused by oxygen in OFC, a portion of the exhaust CO2 was added to the O2. For this purpose, different CO2 dilutions ranging from 79-85% have been employed. It has been found that OFC can significantly reduce CO and particulate matter (PM) emissions while eliminating NOx emissions. With a higher intake charge temperature, combustion occurs earlier with shorter main stages, reducing the indicated mean effective pressure (IMEP) and increasing the indicated specific fuel consumption (ISFC), whereas, with a lower intake charge temperature, combustion stability deteriorates leading to incomplete OFC. By raising the intake charge temperature from 140 °C to 220 °C and applying 21% O2 and 79% CO2 v/v, the indicated thermal efficiency (ITE) is reduced from 34.6% to 29.2% while ISFC is increased from 0.24 to 0.285 Kg/kWh.

Analysis of the effects of lubricating oil viscosity and engine speed on piston-cylinder liner frictions in a single cylinder HCCI engine by GT-SUITE program

Engines with homogenous charge compression ignition (HCCI) are the low-temperature combustion models in which automatic oxidation reactions occur with the effect of in-cylinder pressure and heat at the end of preparation of homogenous air-fuel mixture and compression stroke within the cylinder by means of port injection or early direct injection. In-cylinder gas temperatures of such engines during the cycle are lower than conventional internal combustion engines. Therefore, they cause zero NOx and soot emissions. Moreover, the occurrence of combustion in very small crankshaft angles results in a decrease in heat losses observed in cylinder walls and an increase in thermal efficiency. Reducing mechanical friction is highly significant for increasing the effective productivity of HCCI engines. In internal combustion engines, 10% of total energy obtained from the fuel is spent on the heat emerging due to mechanical frictions. 20% of mechanical friction results from the friction occurring between piston ring and liners. In this article, frictional characteristics of compression ring (TOP) and piston skirt area have been examined for two different engine speeds and lubricants, by using technical properties of single-cylinder HCCI engine and in-cylinder pressure and temperature data obtained under full load by means of GT-SUITE software. As the increase in pressure, occurring inside the cylinder at the end of the exhaust stroke and at the beginning of intake stroke, increases ring pressure load in HCCI engines, higher level of piston ring frictions has been observed when compared to internal combustion engines with the same technical properties. Piston ring contact pressure force is a more effective parameter in terms of piston frictions, when compared to hydrodynamic pressure force. The use of lubricants with higher viscosity (SAE 10W-40) has enabled the piston to move more laterally. According to the analysis results, a maximum piston speed of 3.92 m/s for 800 rpm engine speed and 7.85 m/s for 1600 rpm engine speed has been obtained. Maximum friction power losses have been found as 63.84 W at 800 rpm engine speed and 85.91 W at 1600 rpm engine speed. Oil film thickness has obtained in the middle of the piston stroke in the intake, compression, power and exhaust strokes, respectively, 1.809, 1.674, 1.547 and 1.792 µm at 800 rpm engine speed and 1.101, 1.018, 0.932 and 1.119 µm at 1600 rpm engine speed.

Facilitating Molecular Activation and Proton Feeding by Dual Active Sites on Polymeric Carbon Nitride for Efficient CO2Photoreduction

AbstractPhotoreduction of CO2provides an appealing way to alleviate the energy crisis and manage the global carbon balance but is limited by the high activation energy and the rate‐limiting proton transfer. We now develop a dual‐site strategy for high‐efficiency CO2conversion through polarizing CO2molecules at pyridine N vacancies and accelerating the intermediate protonation by protonated pyridine N adjacent to nitrogen vacancies on polymeric carbon nitride. Our photocatalysts with atomic‐level engineered active sites manifest a high CO production rate of 1835 μmol g−1 h−1, 183 times higher than the pristine bulk carbon nitride. Theoretical prediction and experimental studies confirm that such excellent performance is attributed to the synergistic effect between vacant and protonated pyridine N in decreasing the formation energy of the key *COOH intermediates and the efficient electron transfer relay facilitated by the defect‐induced shallow trap state and homogeneous charge mediators.

Facilitating Molecular Activation and Proton Feeding by Dual Active Sites on Polymeric Carbon Nitride for Efficient CO2 Photoreduction.

Photoreduction of CO2 provides an appealing way to alleviate the energy crisis and manage the global carbon balance but is limited by the high activation energy and the rate-limiting proton transfer. We now develop a dual-site strategy for high-efficiency CO2 conversion through polarizing CO2 molecules at pyridine N vacancies and accelerating the intermediate protonation by protonated pyridine N adjacent to nitrogen vacancies on polymeric carbon nitride. Our photocatalysts with atomic-level engineered active sites manifest a high CO production rate of 1835 μmol g-1 h-1 , 183 times higher than the pristine bulk carbon nitride. Theoretical prediction and experimental studies confirm that such excellent performance is attributed to the synergistic effect between vacant and protonated pyridine N in decreasing the formation energy of the key *COOH intermediates and the efficient electron transfer relay facilitated by the defect-induced shallow trap state and homogeneous charge mediators.

NUMERICAL STUDY OF WATER ADDITION ON THE COMBUSTION CHARACTERISTICS IN AN HCCI ETHANOL ENGINE

Low-temperature combustion modes have attracted global attention in recent years, especially the homogeneous charge compression ignition (HCCI) mode. The HCCI combustion produces high-speed combustion, achieving relatively high thermal efficiencies while emitting low NOX and soot. However, due to the lack of direct control to start the combustion, one of the main challenges in this type of engine is to ensure that auto-ignition occurs close to the top dead center for a wide operation range. There are a few combustion phase control techniques to solve this limitation, and one of them is water injection. In this regard, this paper explores the influence of water concentration in an ethanol HCCI engine as a form of combustion phasing control. The work was conducted numerically using a zero-dimensional single-zone model with a chemical kinetic mechanism containing 56 species and 383 reactions. The numerical model results were well agreed with the reported experimental data. The water fraction ranged from 0 to 18% by mass at 3% intervals. The results demonstrate that water injection is an efficient strategy to control the combustion phasing by adjusting the charge reactivity. The increase in water fraction reduced in-cylinder pressure and heat release rates. Furthermore, the combustion phase was advanced, the combustion duration was extended, and thermal efficiency was about 44.3% with the increase in water concentration.

Replicating HCCI-like autoignition behavior: What gasoline surrogate fidelity is needed?

This work seeks to characterize the fidelity needed in a gasoline surrogate with the intent to replicate the complex autoignition behavior exhibited within advanced combustion engines, and specifically Homogeneous Charge Compression Ignition (HCCI). A low-temperature gasoline combustion (LGTC) engine operating in HCCI mode and a rapid compression machine (RCM) are utilized to experimentally quantify fuel reactivity, through autoignition and preliminary heat release characteristics. Fuels considered include a research grade E10 U.S. gasoline (RD5-87), three multi-component surrogates (PACE-1, PACE-8, PACE-20), and a binary surrogate (PRF88.4). Each fuel was studied at lean/HCCI-like conditions covering a wide range of temperatures and pressures that are representative of naturally aspirated to high boost engine operation. Detailed chemical kinetic modeling is also undertaken using a recently updated gasoline surrogate kinetic model to simulate the RCM experiments and to provide chemical insight into surrogate-to-surrogate differences.The LGTC engine experiments demonstrate nearly identical reactivity between PACE-20 and RD5-87 across studied conditions, while faster phasing is seen for both PACE-1 and PACE-8 due to their stronger intermediate- and low-temperature heat release (ITHR/LTHR) at naturally aspirated and boosted conditions, respectively. The RCM experiments reveal typical low-temperature, negative temperature coefficient (NTC) and intermediate-temperature autoignition behaviors at all pressure conditions for RD5-87, which are qualitatively reproduced by all surrogates. Quantitative discrepancies in both autoignition and preliminary heat release are observed for all surrogates, while their ability to replicate RD5-87 autoignition behavior follows the order of PACE-20 > PACE-1 > PACE-8 > PRF88.4. Excellent mapping is obtained between the LGTC engine and the RCM, where the engine pressure-time trajectories can be characterized by the regimes represented by the RCM autoignition isopleths. The kinetic model performs commendably when simulating both autoignition and preliminary heat release of PACE-20, while typically overpredicting ignition delay times for PACE-1, PACE-8 and PRF88.4 at high-pressure and low-temperature/NTC conditions. Sensitivity and rate of production (ROP) analyses highlight surrogate-to-surrogate differences in the governing chemical kinetics where n-pentane initiates rapid OH branching at a faster rate and an earlier timing for PACE-20 than iso-pentane does for PACE-1 and PACE-8, making it computationally more reactive than the other surrogates. The current study highlights the need to include non-standardized properties, such as the lean/HCCI-like autoignition characteristics, in addition to ASTM properties (e.g., RON, MON) as metrics of fuel reactivity and targets to be matched when formulating high-fidelity surrogates that fully capture gasoline advanced combustion behavior such as HCCI-like autoignition.