Ongoing work with methanol- and ethanol-fueled engines at the EPA's National Vehicle and Fuel Emissions Laboratory has demonstrated improved brake thermal efficiencies over the baseline diesel engine and low steady state NOx, HC and CO, along with inherently low PM emissions. In addition, the engine is expected to have significant system cost advantages compared with a similar diesel, mainly by virtue of its low-pressure port fuel injection (PFI) system. While recognizing the considerable challenge associated with cold start, the alcohol-fueled engine nonetheless offers the advantages of being a more efficient, cleaner alternative to gasoline and diesel engines.The unique EPA engine used for this work is a turbocharged, PFI spark-ignited 1.9L, 4-cylinder engine with 19.5:1 compression ratio. The engine operates unthrottled using stoichiometric fueling from full power to near idle conditions, using exhaust gas recirculation (EGR) and intake manifold pressure to modulate engine load. As a result, the engine, operating on methanol fuel, demonstrates better than 40% brake thermal efficiency from 6.5 to 15 bar BMEP at speeds ranging from 1200 to 3500 rpm, while achieving low steady state emissions using conventional aftertreatment strategies. Similar emissions levels were realized with ethanol fuel, but with slightly higher BSFC due to reduced spark authority at this compression ratio. These characteristics make the engine attractive for hybrid vehicle applications, for which it was initially developed, yet the significant expansion of the high-efficiency islands suggest that it may have broader appeal to conventional powertrain systems. With further refinement, this clean, more efficient and less expensive alternative to today's petroleum-based IC engines should be considered as a bridging technology to the possible future of hydrogen as a transportation fuel.