World-wide developments in passenger car engines and fuel requirements In opening the panel discussion Mr. JOHN WITHERS asked several questions on Mr .LEONARD RAYMOND'S paper. He asked Mr. RAYMOND if certain points in his paper meant that 101 octane number and 1 l/l compression ratio were the ultimate limit for gasoline and engines. He asked also if Mr.
RAYMOND would agree that the olefin content of a gasoline is a better measure of high speed knock than sensitivity. In his third question he asked if some modification of research octane number might be suitable as a measure of octane segregation. In a further comment Mr. WITHERS mentioned that in regard to air pollution the test cycles required for measuring hydrocarbon and carbon monoxide emissions must be quite different. He mentioned that hydrocarbon emissions were a general problem under many different types of operating conditions. The emission of carbon monoxide, however, was a more local problem such as at intersections in cities and towns and the cycle required here would be very much like idling of the engine. He thought carbon monoxide emissions could be policed easily.
In reply Mr. RAYMOND agreed that 101 octane number and ll/l compression ratio were probably realistic maximum values. Mr RAYMOND agreed with Mr. WITHERS that olefin content was probably the best measure of high speed knock but that sensitivity had been widely used and of considerable value.
Mr. RAYMOND doubted that it would be feasible to use a modification of research octane number as a measure of the octane segregation phenomenon because of unsuccessful results from many studies in the past. Mr. RAYMOND commented on the subject of air pollution and said he thought that the greater concern in Europe about carbon monoxide emissions rather than unburned hydrocarbons was proper.
He mentioned that photochemical smog was undoubtedly a serious problem in Los Angeles but probably not in many other large cities of the world.
Automotive turbine engine developments and fuel requirements Mr. BATCHELDER asked three questions of Mr.
HUEBNER on his paper. He asked about the concentration of nitrogen oxides in exhaust from the gas turbine cars, the concentration of unburned hydrocarbons on a total mass basis and what would happen to the nitrogen oxide content of the exhaust if combustion temperatures in the turbine were increased.
In reply, Mr. HUEBNER said that the nitrogen oxide concentration in the exhaust of the 50 turbine engine cars operated for a period of two years was 350 parts per million and that the hydrocarbon concentration in the exhaust on a mass basis was 60 parts per million. On the t
