160317071550

statistical ANALYSIS OF si engine
fuel By different alcohol

Dissertation submitted to the
GIET,Gunupur
For the partial fulfillment for the award of the Degree of

BACHELOR IN TECHNOLOGY
In
MECHANICAL ENGINEERING
Submitted by
Bhabani Sankar Panda(11ME170)
U Chandan Rao(11ME171)
Budhiram Barad(11ME172)
Under the esteemed guidance of
Mr. Debabrata panda
DEPARTMENT OF MECHANICAL ENGINEERING

GANDHI INSTITUTE OF ENGINEERING AND TECHNOLOGY,
GUNUPUR(Affiliated by BPUT)
Odisha-765022
2011-15
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Gandhi Institute of Engineering & Technology

GUNUPUR 765 022, Dist: Rayagada (Orissa), India
ISO 9001:2000
Certified Institute
(Approved by AICTE, Govt. of Orissa and Affiliated to Biju Patnaik University of Technology)
: 06857 250172(Office), 251156(Principal), 250232(Fax),

e-mail: gandhi_giet@yahoo.com visit us at www.giet.org
CERTIFICATE
This is to certify that the dissertation entitled STATISTICAL ANALYSIS
OF SI ENGINE FUEL BY DIFFERENT ALCOHOL submitted by
BHABANI
SANKAR PANDA(11ME170),U CHANDAN RAO(11ME171)&
BUDHIRAM BARAD(11ME172) to the Mechanical Engineering Department,

GIET, GUNUPUR for the partial fulfillment award of the degree B.Tech.
Mechanical Engineering, is a record of bonifide work carried out by him
under my supervision and guidance.
To the best of my knowledge, the results embodied in this dissertation have not
been submitted to any University/Institute for the award of any other degree.
Project Guide
Mr.Debabrata Panda
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Gandhi Institute of Engineering & Technology

GUNUPUR 765 022, Dist: Rayagada (Orissa), India
ISO 9001:2000
Certified Institute
(Approved by AICTE, Govt. of Orissa and Affiliated to Biju Patnaik University of Technology)
: 06857 250172(Office), 251156(Principal), 250232(Fax),

e-mail: gandhi_giet@yahoo.com visit us at www.giet.org
CERTIFICATE
This is to certify that the dissertation entitled STATISTICAL ANALYSIS
OF SI ENGINE FUEL BY DIFFERENT ALCOHOL submitted by
BHABANI
SANKAR PANDA(11ME170),U CHANDAN RAO(11ME171)&
BUDHIRAM BARAD(11ME172) to the Mechanical Engineering Department,

GIET, GUNUPUR for the partial fulfillment award of the degree B.Tech.
Mechanical Engineering, is a record of bonifide work carried out by him
under my supervision and guidance.
To the best of my knowledge, the results embodied in this dissertation have not
been submitted to any University/Institute for the award of any other degree.
HOD
MECHANICAL ENGG.
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PROJECT GUIDE
EXTERNAL EXAMINER
DECLARATION
We certify that
a. The work contained in this thesis is original and has been done by myself under the
general
supervision of my supervisors.
b. The work has not been submitted to any other Institute for any degree or diploma.
c. I have followed the guidelines provided by the Institute in writing the thesis.
d. I have conformed to the norms and guidelines given in the Ethical Code of Conduct of
the Institute.
e. Whenever I have used materials (data, theoretical analysis, and text) from other sources,
I have given due credit to them by citing them in the text of the thesis and giving their
details in the references.
f. Whenever I have quoted written materials from other sources, I have put them under
quotation marks and given due credit to the sources by citing them and giving required
details in the references.
Place: GIET, Gunupur

Date:
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Bhabani Sankar Panda(1101210591)

U Chandan Rao(1101210707)
Budhiram Barad(1101210601)
Department of Mechanical Engineering
GIET, GUNUPUR
ABSTRACT
Rising fuel prices and increased oil consumption along with the lack of sustainability of oilbased fuels have generated an interest in alternative, renewable sources of fuel for internal
combustion engines. Advances in technology have allowed development of alternative
energy sources. Alternative energy sources are renewable, cleaner, and more dependable
than traditional fuels .our research work is to find out the best suitable fuel in SI engine and
there effect on environment. An analysis method for characterization of fuel behavior of
spark ignition engine has been developed.
The overall experiment is carried out by means of three substituted fuel with different
proportion, such as1) blending of petrol with ethanol
2) blending of petrol with benzol
3) hydrogen boosting during combustion
Ethanol--Ethanol is an alternative energy source. It is an alcohol made by fermenting corn
or other similar biomass material. When mixed with unleaded gasoline, ethanol increases
octane levels, decreases exhaust Emissions and extends the supply of gasoline. Ethanol in
its liquid form called ethyl alcohol can be used as a fuel when blended with gasoline.
BenzolBenzol consists 70% benzene,20% toluene and 10% xylene and some amount of
sulphur,it has high anti knock characteristic.it is considerably less detonating then gasoline.
When added to gasoline it improves the antiknock effect.about 20% of benzol addition is
found to stop knocking in most gasoline.
Hydrogen-- Introducing hydrogen (2 20%) into internal combustion engines, that are
currently using fossil fuels like gasoline,increase the efficiency of combustion, improves
mileage and reduced pollutants to a remarkable degree. Hydrogen can be used more
efficiently than gasoline or other fossil fuel and it packs more chemical energy. As a gas or
a Liquid, hydrogen can easily be transported, stored and ultimately it can be used in every
application where fossil fuels are used today. This makes hydrogen an ideal, non-polluting
energy.
Plastic fuel--There are lots of gases in the environment which are causing pollution and
greenhouse effect and the major contributor is the transport sector due to the heavy, and
increasing, traffic levels. In spite of ongoing activity to promote efficiency, the sector is
still generating significant increases in CO2 emissions. As transport levels are expected to
rise, especially in developing countries. The main objective of the thesis is to find an
alternating fuel which will produce minimum to minimum exhaust content with low
consumption of conventional fuel.
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ACKNOWLEDGEMENT
It is a great pleasure and privilege to express my heartfelt thanks to

Prof.(Dr.)V.Joshua Jaya Prasad , Head of the Department, Mechanical Engg.
for his time to time their suggestions, motivation and support to complete my
project work on time.
Special thanks to Mr.Debabrata panda for his overall help, encouragement
and guidance throughout my project career, without which this work would
not have completed in this form.
I express my sincere gratitude towards college for his helpful and guidance
throughout my project work. It is greatest privilege for me to work under his
guidance. During my research period, I have been deeply impressed by his
quality of perseverance and close attention. I feel immense pleasure and
proud to put on record my deepest gratitude for his affectionate guidance,
valuable instructions, peerless and constructive criticism and constant
encouragement.
I finally thank all the well-wishers and friends who directly or indirectly help
me in successful completion of my work.
Bhabani Sankar panda (11ME170)

U Chandan Rao(11ME171)
Budhiram Barad(11ME172)
Department of mechanical Engg.
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TABLE OF CONTENTS
TITLE PAGE....................................................................................................................01
CERTIFICATE02
DECLARATION.04
ABSTRACT.05
ACKNOWLEDGEMENT..06
TABLE OF CONTENTS07
LIST OF FIGURES AND TABLES.08
NOMENCLATURE......................................................................................................09
CHAPTER -1
1
INTRODUCTION........10
1.1 WHAT IS ETHANOL11
1.1.1 ETHANOL AS BLEND.12
1.1.2 EMISSION ANALYSIS....13
1.2 METHYL ALCOHOL & BENZOL.......13
1.2.1 EMISSION CHARACTERSTICS..14
1.2.2 BENZOL..........14
1.2.3 ADVANTAGE OF USING BENZOL.14
1.2.4DISADVANTAGE ..14
1.3 HYDROGEN AS ALTERNATIVE FUEL.15
1.3.1 WHY TO ADD HYDROGEN..........................15
1.3.2 EFFECT OF HYDROGEN IN FUEL..15
1.4 PLASTIC FUEL..17
1.4.1 EMISSION ANALYSIS.........................18
CHAPTER-2
2
LITRATURE REVIEW.19
CHAPTER-3
3 EXIPERIMENTAL SET UP24
3.1 ENGINE SPECIFICTION...24
3.2 SET UP...25
3.3 INSTRUMENTATION...25
3.4 THEORY....25
3.5 EXHAUST GAS ANALYSER(ORSAT APPARATUS).30
3.6 EXPERIMENTAL PROCEDURE FOR PETROL..32
3.7HOW TTO BLEND...32
3.8EXPERIMENTAL PROCEDURE FOR ETHANOL BLEND34
3.9EXPERIMENTAL PROCEDURE FOR METHANOL BLEND...34
3.10 EXPERIMENTAL PROCEDURE FOR BENZOL BLEND...35
CHAPTER-4
4.1 FORMULAE FOR CALCULATION..36
4.2TABULATION .37
CHAPTER-5
5.1 EXHAUST TEMPERATURE.42
5.2MASS OF FUEL CONSUMPTION...44
5.3 SPECIFIC FUEL CONSUMPTION46
5.4 ANALYSIS ON EXHAUST GAS49
5.5 BRAKE THERMAL EFFICIENCY55
5.6 CONCLUSION.56
REFERENCES57
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TABLE OF FIGURES
FIG 1.1
FORMATION OF ETHANOL FROM NATURAL SOURCE.12
FIG 1.3.1
INJECTION OF HYDROGEN IN DIFFERENT PHASE.16
FIG1.3.2
MAXIMUM PRESSURE vs EXCESS AIR RATIO
AT FULL LOAD & 3000RPM16
FIG 1.4.1
COMPARISION OF bsfc WITH 100%PLASTIC &
GASOLINE AT VARIOUS LOADS..17
FIG 1.4.2
COMPARISION OF BRAKE THERMAL EFFICIENCY
WITH 100% PLASTIC PETROL AND
GASOLINE AT VARIOUS LOAD.18
FIG 1.4.3
EMISSION OF CARBON MO1NOXIDE..18
FIG3.1
EXPERIMENTAL SET UP OF 4-STROKE SI ENGINE25
FIG3.2.
THE FOUR STROKES OF SI ENGINE.26
FIG3.3
INLET ENGINE..26
FIG3.4
V-TYPE ENGINE ..27
FIG3.5
FLAT TYPE ENGINE.27
FIG3.6
DUFFERENT PARTS OF AN ENGINE ..27
FIG3.7
DIAGRAM OF A VALVE SPRING..28
FIG3.8
DIAGRAM OF VALVE LIFTER...28
FIG3.9
OVERVIEW OF A DPM28
FIG3.10
DIFFERENT ARRANGEMENTS OF HYDRAULIC DYNAMOMETER.29
FIG3.11
TYPICAL VIEW OF BURETTE...30
FIG3.12
DIAGRAM ORSAT APPARATUS.31
FIG3.12.
PROCEDURE HOW TO BLEND33
FIG5.1
GRAPH BETWEEN LOAD VS EXHAUST TEMPERATURE(5%)....42
FIG5.2.
LOAD VS EXHAUST TEMPERATURE FOR 15% BLEND.43
FIG5.3.
LOAD VS EXHAUST TEMPERATURE FOR 10% BLEND ..43
FIG5.4
MFC VS DIFFERENT LOAD(5% BLENDS)44
FIG5.5
MFC VS DIFFERENT LOAD (10% LOAD)..45
FIG5.6
MFC VS DIFFERENT LOAD (10% LOAD.45
FIG5.7..
VARIATION OF SFC WITH DIFFERENT LOAD OF ETHANOL.46
FIG5.8
VARIATION OF SFC WITH DIFFERENT LOAD OF METHANOL...47
FIG5.9
VARIATION OF SFC WITH DIFFERENT LOAD OF BENZOL..47
FIG5.10, 5.11 ,5.12
VARIATION OF SFC WITH 5,10,15 BLENDING CONDITION.48
FIG5.13
EXHAUST CONTENT OF PURE PETROL....49
FIG5.14, 5.15, 5.16.
EXHAUST CONTENT OF ETHANOL WITH DIFFERENT MIXTURE STRENGTH....50
FIG5.17, 5.18, 5.19
EXHAUST CONTENT OF METHANOL WITH DIFFERENT MIXTURE STRENGTH.51
FIG5.20,5.21,5.22
EXHAUST CONTENT OF BENZOL WITH DIFFERENT MIXTURE STRENGTH..52
FIG5.23
OXYGEN OUTPUT FOR DIFFERENT FUEL .54
FIG5.24.
CARBON DIOXIDE O/P FOR DIFFERENT FUEL..54
FIG5.25
CARBON MONOXIDE O/P FOR PETROL.55
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NOMENCLATURE
CO=Carbon monoxide
CO2=Carbon Dioxide
O2=Oxygen
M5=Methanol 5%
M10=Methanol 10%
M15=Methanol 15%
E5=Ethanol 5%
E10=Ethanol 10%
E15=Ethanol 15%
B5=Benzol 5%
B10=Benzol 10%
B15=Benzol 15%
BTE=Brake Thermal Efficiency
SFC=Specific Fuel Consumption
MFC=Mass of Fuel Consumption
BP=Brake Power
Cv=Calorific value
Cd=Co-efficient of discharge
T1=Inlet Temperature
T2=Exhaust Temperature
X=Amount of fuel consumption
RPM=Revolution per minute
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CHAPTER-1
1. INTRODUCTION
The world in the 21st century presents many critical challenges. One of the most important
challenges is the environment. As population increases and the standard of living improves,
There is a growing concern that there will be a shortage of energy to heat our homes and
power the vehicles on which we so heavily depend. We must also remember the need for
clean air, clean water, cleaner burning fuels, and biodegradable, renewable materials. For
many years the government and public demanding an increasing in fuel efficiency and
reduction in pollutants emission from spark ignition engine. Ethanol Makes an excellent
fuel for internal combustion engines (ICEs) with spark ignition. Ethanol, when used as a
gasoline component, improves combustionhelping the fuel burn more completely. Ethanol
blends also reduce carbon monoxide emissions. Use of ethanol is beneficial in urban areas.
Reduce vehicle emissions which contribute to the formation of smog ethanol makes an
ideal motor fuel for spark ignition engines for many reasons:
Ethanol has a high natural octane rating - prevents premature detonation under load
Ethanol burns more cleanly because it contains oxygen - less carbon monoxide emissions
Ethanol burns slightly cooler extends engine life
Ethanol has a higher volumetric efficiency contributes to increased power
Ethanol is a renewable fuel source. It is produced from plants that process and store energy
from the sun. In a sustainable cropping system, plant feedstock can be produced year after
year Regions of the world that are without crude oil deposits could consider fuel farming
as a long term solution to offset their energy needs and foreign oil dependency. When
blended with gasoline, ethanol contributes a reduction in most emissions according to its
percentage in the blend.
All fuels need air (oxygen) for combination. Hydrogen is the only common fuel that is not
chemically bound to carbon: therefore when hydrogen burns in air it produces only heat
energy, water and possibly traces amounts of oxides of nitrogen water and oxides of
nitrogen
As a gas or a Liquid, hydrogen can easily be transported, stored and ultimately it can be
used in every application where fossil fuels are used today. This makes hydrogen an ideal,
non-polluting energy carrier.
Hydrogen packs more chemical energy in a pound for pound Comparison than with any
other fuel. Two pounds of hydrogen provides as much energy as a gallon of gasoline.
About 2.2 gallons of water can supply enough hydrogen to replace one gallon of gasoline.
Hydrogen can be used more efficiently than gasoline or other fossil fuel.
Introducing hydrogen (2 20%) into internal combustion engines, that are currently using
fossil fuels like gasoline, diesel, or national gas, increase the efficiency of combustion,
improves mileage and reduced pollutants to a remarkable degree.
Socially relevant costs of producing and brining any fuel to market must also include such
factors as pollution and other short and long term environmental costs as well as direct and
indirect health costs. When these factors are taken into consideration, together with its
initial cost economy of scale competitiveness, hydrogen is surely the most logical choice
for a worldwide.
Plastic wastes, both from industries and households have increased quite bombastic.
Worldwide plastics production rose Plastics are non-biodegradable materials so these
wastes constitute various complicated problems, because of the loss of natural Hence,
recycling and energy recovery are alternatives to be also considered.
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The popular energy recovery methods are gasification and catalytic thermal degradation
resources, the environmental pollution, and the depletion of landfill space. Gasification of
plastic wastes into synthesis gas has been proposed as one of these technologies, but it is
very costly and requires the construction of large plants to be profitable. Cracking
technologies toward transportation fuels (gasoline, diesel) and chemicals are more flexible
and receive more attention, in a context of growing prices of crude oil . Thermal cracking
demands relatively high temperatures and its products require further processing for their
quality to be upgraded, so the method is less desirable. On the other hand, catalytic
cracking of plastic waste offers considerable advantages. It operates at considerably lower
temperatures, since it reduces the activation energy of the cracking. The use of catalysts
will be more beneficial because it can lead to lower operating conditions of the cracking
process. It requires lower operating costs as well.
Furthermore, the catalyst allows the selectivity of the plastic conversion to be tailored so it
can be targeted toward the desired products (e.g. gases, gasoline, or diesel) just by choosing
adequately the acidity and pore structure of the catalyst.
Benzol is one of alternative to meet the deficiency of gasoline fuel for higher self-ignition
temperature and low pre flame reactively reduce the tendency of knocking.
Aromatic in general paraffin series of hydrocarbon has maximum knocking characteristic
and aromatics has minimum knocking characteristic. benzol is best suited aromatic
alternating fuel over gasoline Benzol consists 70% benzene,20% toluene and 10% xylene
and some amount of sulphur,it has high anti knock characteristic.it is considerably less
detonating then gasoline. When added to gasoline it improves the antiknock effect. About
20% of benzol addition is found to stop knocking in most gasoline.
The urgent need for alternative fuel is essential to replace the supplement conventional
fuels. The root causes for these emissions are non-stoichiometric combustion, dissociation
of nitrogen and impurities in the fuel and air. This can be achieved by using plastic
extracted fuel since plastic has long polymer chain so its calorific value is more. Due to
proper combustion it has low knocking effect and has less emission of exhaust.
There are some other fuel those can full fill the requirement of gasoline such as
methnol,natural gas,acetone,diethyle ether, there are lots of research work going on to find
out best economical fuel,low consumption add less harmful to environment.
1.1 What is Ethanol:Ethanol is an alternative energy source. It is an alcohol made by fermenting corn or other
similar biomass material. There are three primary ways that ethanol can be used as a
transportation fuel:
1. As a blend of 10 percent ethanol with 90 percent unleaded gasoline calledE-10
Unleaded;
2. as a component of reformulated gasoline, both directly and/or as ethyl tertiary butyl ether
(ETBE); or
3. As a primary fuel with 85 parts of ethanol blended with 15 parts of unleaded gasoline
called E-85.
When mixed with unleaded gasoline, ethanol increases octane levels, decreases exhaust
emissions, and extends the supply of gasoline. Ethanol in its liquid form, called ethyl
alcohol, can be used as a fuel when blended with gasoline or in its original state.
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It can also be used as a raw material in various industrial processes. Ethanol is made by
fermenting almost any material that contains starch or sugar. Grains such as corn and
sorghum are good sources; but potatoes,
Fig:1.1 Formation of ethanol from natural source
1.1.1Ethanol as a Blend In the medium term ethanol produced from grain will probably be
the most important alternative fuel for replacing gasoline and in the long term ethanol
produced from cellulose might take over from grain ethanol. Today, ethanol accounts for a
Substantial part of the alternative fuel market. From an international perspective, most
research up to 1990 was focused on blends of methanol and gasoline, but some studies
were carried out on ethanol-gasoline blends. it can be assumed that they mainly included
vehicles with efficient emission control systems, It should also be noted that for a longtime
10% ethanol has been added to commercial gasoline in many parts of the world. The
primary advantage of adding a bio based alcohol to gasoline is that it reduces net CO2
emissions but it also has other positive effects, such as increasing the octane value of the
fuel and reducing the benzene content of the exhaust gases. The use of alcohol blended
gasoline and neat fuel alcohols as substitutes for neat gasoline have become matters of
interest in many countries.
The International Energy Agency (IEA), established in 1974, follows the development, and
data and other experience from various trials have been presented and discussed at
symposia organized by the International Symposium on Alcohol Fuels (ISAF).
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1.1.2Emission analysis:
Carbon monoxide: The effect of the Ethanol percentage in the fuel blend on CO emission
is shown in Fig. 2. Figure 2 shows that the CO emission decreases as compared with pure
gasoline fuel for various blends. Due to better combustion these emissions are decreased.
At the maximum load for all the fuels the specific emission of carbon monoxide is around
1.5-2% volume. At part load, the specific emission of carbon monoxide is around
3.9%volume for 30% of ethanol and 4.8%volume for pure gasoline. This effect is attributed
because the stoichiometric air-fuel ratio of the ethanol blends decreases and increase of
actual air-fuel ratio of the ethanol blends as a result of the oxygen content in the ethanol.
Oxides of nitrogen: The effect of the Ethanol percentage in the fuel blend on NOx
emission is shown in Fig. 3. Figure 3 shows that the NOx emission decreases as compared
with pure Gasoline fuel for various ethanol blends. This is because of peak pressure of
ethanol blends decreases at the same time the peak cycle temperature of the ethanol fuel
blends also decreases. So, NOx emission decreases for all ethanol fuel blends.
Hydrocarbon: The effect of the Ethanol percentage in the fuel blend on HC emission is
shown in Fig. 4. Figure 4 shows that the HC emission decreases as compared with pure
gasoline fuel for various blends. Due to better combustion these emissions are decreased.
This effect is attributed because the stoichiometric air-fuel ratio of the ethanol blends
decreases and increase of actual air-fuel ratio of the ethanol blends as a result of the oxygen
content in the ethanol.
Carbon dioxide: The effect of the Ethanol percentage in the fuel blend on HC emission is
shown in Fig. 5.Figure 5 shows that the carbon dioxide increases as compared with pure
gasoline fuel for various ethanol blends. The CO2 concentrations have an opposite behavior
when compared to CO concentrations. This is due to improving combustion process as a
result of the oxygen content in the ethanol fuel. Usalem artichokes, and other farm plants
and plant wastes are also suitable.
1.1.3 Use of ethanol in India: India is initiating the use of ethanol as an automotive fuel. A
move has been made by distilleries
in India to use surplus alcohol as a blending agent or an oxygenate in gasoline. Based on
experiments by the Indian Institute of Petroleum, a 10 percent ethanol blend with gasoline
and a 15 percent ethanol blend with diesel are being considered for use in vehicles in at
least one state.
1.2 METHAYL ALCOHOL AND BENZOL:Methanol has greater octane number, high heats of evaporation, Oxygen contents by
weight% higher than other fuels which result that better engine performance and decrease
in HC, NOx, CO emission .In the present work the properties of methanol have been
analyzed from the point of view of its applications to spark ignition engine vehicles. Use of
methanol gasoline blends up to 15 percent methanol by volume requires only minor
engine modifications. However, miscibility of methanol and gasoline is poor and in order to
avoid fuel separation, mixture of these fuels requires fuel additives. Morse test was also
performed to evaluate the performance of each cylinder for gasoline as well as gasoline
methanol blends There was distinct variation in brake specific fuel consumption and brake
thermal efficiency in shorting each cylinder due to mixture distribution reaching the
cylinders due to their positioning with respect to intake manifold and also due to phase
separation of gasoline and methanol at higher loads and speeds when the engine was run on
13 | P a g e
methanol gasoline blends. The feasibility of the use of methanol as an automotive fuel for
SI engine is discussed from technical and economic points of view.
Methanol is a good SI engine fuel because of its physical and chemical properties
(especially its high octane number). Performance parameters such as brake specific fuel
consumption and brake thermal efficiency for 5 % blend of methanol with gasoline are
nearly equal to that of pure gasoline.
As the percentage of methanol is increased up to 15 %, thermal efficiency decreases and
brake specific fuel consumption increases. The lowest thermal efficiency and highest brake
specific fuel consumption is found for 15 % methanol blend almost at all loads and speeds.
It was also noticed that fuel separation occurred after a period of time when 10 and 15 %
Methanol was added with gasoline. Only minor engine modifications such as enlargement
of fuel nozzles and addition of ignition improver are needed. Hence, satisfactory use of
methanol in gasoline up to 5 % level by volume may be recommended.
1.2.1 EMISSION CHARECTERISTIC
Methanol can be obtained from many sources, both fossil and renewable. This includes
coal, petroleum, natural gas, biomass, wood, landfills, and even the ocean. However, any
source that requires extensive manufacturing or processing rises the piece of fuel.
Emissions from an engine using M10 fuel are about the same as those using gasoline. The
advantage and disadvantage of using this fuel is mainly the 10% decrease in gasoline use.
With M85 fuel there is a measurable decrease in HC and CO exhaust emissions. However,
there is an increase in increase in NOx and a large increase in formaldehyde emissions.
1.2.2 BENZOL- Benzol consists 70% benzene,20% toluene and 10% xylene and some
amount of sulphur, It has high anti knock characteristic.it is considerably less detonating
Than gasoline. When added to gasoline it improves the antiknock effect. About 20% of
benzol addition is found to stop knocking in most gasoline engine. Benzol is one of
alternative to meet the deficiency of gasoline fuel for higher self-ignition temperature and
low pre flame reactively reduce the tendency of knocking. In general paraffin series of
hydrocarbon has maximum knocking characteristic and aromatics has minimum knocking
characteristic.
1.2.3 ADVANTAGE OF USING BENZOL
blending with benzol leads fuel make the fuel high anti-knock fuel
it decrease the consumption of fuel and hence increase the mileage of vehicle
it provides better combustion and hence increase the life of engine
1.2.4 DISADVANTAGE
Benzol has freezing point 6 degree centigrade so during cold season there is a
problem with starting of engine
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1.3 Hydrogen as an Alternative Fuel:Due to its combustion properties, the hydrogen has a great potential in energetic
improvement and emission performance of spark ignition engine. In this respect, the
paper presents comparative results of the experimental researches carried on spark
ignition single cylinder engine fuelled with gasoline or only hydrogen, at some engine
speeds and full load. Direct injection hydrogen fuelled engine power is greater with almost
30% comparative to gasoline engine due to cycle heat re-lease increasing. The hydrogen
direct injection method in the engine cylinder at the beginning of the compression stroke
after the intake valve closed has been chosen to avoid reducing the power output per
liter. Using this fuelling method was possible to avoid the uncontrolled burning process for
all engine operating regimes. Hydrogen supply system used is original and offers great
flexibility in operation to establish the adjustments.
The obtained results show that the engine fuelled with hydrogen offers the possibility of
qualitative load adjustment using for the engine performance improvement especially at
partial loads. The paper presents a strategy for combining qualitative and quantitative
setting adjustment in order to optimize engine opera-tion at all regimens
.
1.3.1 Why to add Hydrogen:
As a gas or a Liquid, hydrogen can easily be transported, stored and ultimately it can
be used in every application where fossil fuels are used today. This makes hydrogen
an ideal, non-polluting energy carrier.
Hydrogen packs more chemical energy in a pound for pound Comparison than with
any other fuel. Two pounds of hydrogen provides as much energy as a gallon of
gasoline. About 2.2 gallons of water can supply enough hydrogen to replace one
gallon of gasoline.
Hydrogen can be used more efficiently than gasoline or other fossil fuel.
Development of hydrogen energy system would protect us from a possible national
security disaster precipitated by a geopolitical approval beyond our control.
Introducing hydrogen (2 20%) into internal combustion engines, that are currently
using fossil fuels like gasoline, diesel, or national gas, increase the efficiency of
combustion, improves mileage and reduced pollutants to a remarkable degree.
Importing curde oil costs two billion dollars every week using hydrogen in place of oil
could reduce our trade deficient by billions of dollars.
Socially relevant costs of producing and brining any fuel to market must also include
such factors as pollution and other short and long term environmental costs as well
as direct and indirect health costs. When these factors are taken into consideration,
together with its initial cost economy of scale competitiveness, hydrogen is surely
the most logical choice for a worldwide energy carrier.
1.3.2 Effect of Hydrogen in Fuel:Hydrogen has been used extensively in the space program since it has the best
energy to weight ratio of any fuel.Liquid hydrogen is the fuel of choice for rocket
engine, and has been utilized in the upper stages of launch vehicle on many space
missions including the Apollo mission to the moon, Skylab, the Viking missions to
Mars and the Voyager mission to Saturn.
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Hydrogen vs. Gasoline Safety properties:

Table 1.3.1
Safety Property
Ignition Energy
Ignition
interval
(concentration in air)
Lower
detonation
level
(concentration in air)
Hydrogen
0.02 MJ
4.1 72.5 Vol. %
Gasoline
0.24 MJ
1 7.6 Vol. %
13 18 Vol.%
1.1 Vol.%
Flame rate (m/sec.)
2.7
0.3
Flame radiation
17 25 %
34 43 %
Fig-1.3.1 Injection of hydrogen in different phase

Comparision Between Gasolin & Hydrogen:-
fig.1.3.2 Maximum pressure vs. excess air ratio

at full load and 3000 rpm
fig.1.3.3 Maximum pressure rise rate vs. excess air ratio at full load and 3000 rpm
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1.4 PLASTIC FUELS:Replacement (partial) of fossil fuels with alternate fuels has been set as a target
worldwide to reduce greenhouse effect and energy dependence as well as to improve
economy. Emissions from transportation engines are considered to greatly contribute to
greenhouse gases (carbon dioxide) release. In the present day scenario emissions
associated with the exhaust of automobiles resulting in global warming is a major menace
to the entire world and also detrimental to health. An experimental investigation is
conducted to evaluate the use of Plastic Petrol derived from plastic waste in a Spark
Ignition engine. The tests are conducted using each of the Gasoline and Plastic Petrol with
the engine working at Constant speed. Fuel consumption, and exhaust regulated gas
emissions such as nitrogen oxides, carbon monoxide and total unburned hydrocarbons are
measured. The differences in the measured performance, combustion and exhaust
emissions from the baseline operation of the engine, i.e., when working with Gasoline fuel
and the Plastic Petrol are determined and compared. The experimental results show that
plastic petrol under study shall conveniently be used as substitute to gasoline in the
existing SI engines without any modifications in the aspect of in-cylinder response.
Harmful emissions CO and NOX were observed to be low that gasoline at almost all
working conditions. Unburned HC and CO2 is observed to be little higher with the use of
plastic petrol than the gasoline. Plastic Petrol as substitute to Gasoline has been
effectively used in existing S.I Engine without any modifications. Combustion performance
with use of Plastic Petrol was analyzed by capturing the in cylinder pressure against the
crank angle and comparison made with that of the gasoline data. No abnormal
combustion has been recorded at various operating conditions and even the mean
effective pressure is observed to be high with that of the plastic petrol than gasoline at
some loads. Performance parameters like Break Thermal Efficiency and Specific Fuel
Consumption has been recorded with the use of Plastic Petrol and compared with that of
the gasoline and found to be on par with gasoline. Emission study has been carried out by
measuring CO, HC, CO2 and NOX and compared against the emissions of gasoline at the
similar working conditions. Harmful emissions CO and NOX were observed to be low that
gasoline at almost all working conditions. Unburned HC and CO2 is observed to be little
higher with the use of plastic petrol than the gasoline. Total study reveals that the plastic
petrol shall be conveniently used as substitute to gasoline without any engine
modifications.
Fig 1.4.1 Comparison of Brake Specific Fuel consumption with 100% Plastic
Petrol and Gasoline at various loads.
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Fig1.4.2 Comparison of Brake Thermal Efficiencies with 100%

Plastic Petrol and Gasoline at various loads.
1.4.1 EMISSION ANALYSIS:Emission study was carried out by measuring CO, HC, CO2, O2 and NOX with use of
Plastic Fuel and Gasoline and comparison made and represented in the below graphs from
Figure 14 to Figure 18. CO, NOX and O2 emission levels were observed to be very low
with plastic petrol than that of gasoline at respective operating conditions as shown in
Figure 14 and Figure.17. Unburned hydrocarbons emissions are observed to be higher in
case of Plastic Petrol than that of the Gasoline, visible in the graph shown in Figure 15,
might be due to the incomplete combustion of Plastic Petrol because of variation in fuel
properties.
Fig 1.4..3 Emission of carbon monoxide
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CHAPTER.2
LITRATURE REVIEW
1.M.V.S. Murali Krishnaa, , K. Kishora, P.V.K. Murthyb, , , A.V.S.S.K.S. Guptac, S. Narasimha
Kumara had done an experiment on Comparative studies on Performance evaluation of a
two stroke copper coated spark ignition engine with alcohols with catalytic converter.
The result concludes that CCE with alcohol blended gasoline considerably reduced pollutants
in comparison with CE with pure gasoline operation. Catalytic converter with air injection
significantly reduced pollutants with test fuels on both configurations of the engine. Gasohol
improved the performance of the both versions of the engine in comparison with methanol
blended gasoline. On the other hand, methanol blended gasoline effectively reduced the
emissions when compared with gasohol in both versions of the engine.
2.Erol Kahraman, S. Cihangir Ozcanl & Baris Ozerdem had done an experiment on
Performance Evaluation of an IC Engine (SI) Using Biogas as Fuel With Petrol Blends:
A Case Study .The result concludes that the compressed hydrogen at 20MPa has been
introduced to the engine adopted to operate on gaseous hydrogen by external mixing. Two
regulators have been used to drop the pressure first to 300KPa, then to atmospheric pressure.
The variations of torque, power, brake thermal efficiency, brake mean effective pressure,
exhaust gas temperature, and emission,CO, HC and versus engine speed are compared for a
carbureted SI engine operating on gasoline and hydrogen. Energy analysis also has studied for
comparison purpose. The test results have been demonstrated that power loss occurs at low
speed hydrogen operation.
3.Md. Masood, S. N. Mehdi and Syed Yousufuddin had done an experiment on Performance
Evaluation of an IC Engine (SI) Using Biogas as Fuel With Petrol Blends: A Case
Study. The result concludes that The performance study carried out in a four cylinder SI
engine shows that this can better be used as an automotive fuel with a comparatively much
lesser cost than the conventional fuels. The results show that because of the low calorific
value of biogas the thermal efficiency is lesser than that of petrol and remains same at low and
high out puts. Same is the case for volumetric efficiency. Biogas is an excellent and
economical fuel for both petrol and diesel engines. However the power obtained is less than
that of liquid fuel. Biogas is a cheaper and better fuel for cooking, lighting and running
engines
4.Mehrnoosh Dashti, Ali Asghar Hamidi and Ali Asghar Mozafari had done an experiment on
Performance and Exhaust Emission Characteristics of a Spark Ignition Engine
Operated With Gasoline and CNG Blend. The result concludes that using CNG as an
additive for gasoline is a proper choice due to higher octane number of CNG enriched
gasoline with respect to that of gasoline. As a result, it is possible to use gasoline with lower
octane number in the engine. This would also mean the increase of compression ratio in SI
engines resulting in higher performance and lower gasoline consumption .The model predicts
the trends and tradeoffs the performance characteristics at various engine speeds. The
variation of indicated power, ISFC and emissions are predicted by the model. Experimental
data are also presented to indicate the validity of the model. The predicted results based on the
model have shown reasonable agreement with the corresponding experimental data.
5.Mirko Baratta, Andrea E. Catania, Stefano dAmbrosio and Ezio Spessa had done an
experiment on Prediction of Combustion Parameters, Performance and Emissions in
Compressed Natural Gas and Gasoline SI Engines. The result concludes that The
simulation of heat release, flame propagation speeds, and pollutant formation was carried out
In both a turbocharged compressed natural gas (CNG) engine and a multivalve naturally
aspirated biofuel engine running on either CNG or gasoline.The predictive tool used for
investigation is based on an enhanced fractal geometry concept of the flame front,
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which is able to capture the modulation of turbulent to laminar burning speed ratio throughout
the overall combustion phase without introducing flame kernel growth or burnout sub models.
The prediction model was applied to a wide range of engine speeds, loads, relative air-fuel
ratios, and spark advances, and the obtained results were compared to experimental data.
These latter were extracted from measured in-cylinder pressure by an advanced diagnostics
technique that was previously developed by the authors. The results confirmed a quite
accurate prediction of burning speed even without any kind of tuning, with respect to different
currently available fractal as well as nonfactual approaches for the simulation of flameturbulence interaction. Furthermore, the computational code proved to be capable of capturing
the effects of fuel composition, different combustion-chamber concepts, and operating
conditions on engine performance and emissions.
6.Shuofeng Wang, Changwei Ji &Bo Zhang have done an experiment on Effects of hydrogen
addition and cylinder cutoff on combustion and emissions performance of a sparkignited gasoline engine under a low operating condition. The result concludes that the
co-effect of cylinder cutoff and hydrogen addition on improving the performance of a
gasoline-fueled SI engine. The experiment was conducted on a modified four-cylinder SI
engine equipped with an electronically controlled hydrogen injection system and a hybrid
electronic control unit. The engine was run at 1400 rpm, 34.5 Nm and two cylinder cutoff
modes in which one cylinder and two cylinders were closed, respectively. For each cylinder
closing strategy, the hydrogen energy fraction in the total fuel was increased from 0% to
approximately 20%. The test results demonstrated that engine indicated thermal efficiency
was effectively improved after cylinder cutoff and hydrogen addition, which rose from 34.6%
of the original engine to 40.34% of the engine operating at two-cylinder cutoff mode and .
Flame development and propagation periods were shortened with the increase of the number
of closed cylinders and hydrogen blending ratio. The total cooling loss for all working
cylinders, and tailpipe HC (hydrocarbons), CO (carbon monoxide) and CO2 (carbon dioxide)
emissions were reduced whereas tailpipe NOx (nitrogen oxide) emissions were increased after
hydrogen addition and cylinder closing.
7.Baris Acikgoz, Cenk Celik have done an experiment on An experimental study on
performance and emission characteristics of a methanehydrogen fuelled gasoline
engine. The result concludes that the performance and emission characteristics of a
conventional twin-cylinder, four stroke, spark-ignited (SI) engine that is running with
methanehydrogen blends have been investigated experimentally. The engine was modified to
realize hydrogen port injection by installing hydrogen feeding line in the intake manifolds.
The experimental results have been demonstrated that the brake specific fuel consumption
(BSFC) increased with the increase of hydrogen fraction in fuel blends at low speeds. On the
other hand, as hydrogen percentage in the mixture increased, BSFC values decreased at high
speeds. Furthermore, brake thermal efficiencies were found to decrease with the increase in
percentage of hydrogen added. In addition, it has been found that CO2, NOx and HC emissions
decrease with increasing hydrogen. However, CO emissions tended to increase with the
addition of hydrogen generally increase. It has been showed that hydrogen is a very good
choice as a gasoline engine fuel. The data are also very useful for operational changes needed
to optimize the hydrogen fuelled SI engine design.
8.Shuofeng Wang, Changwei Ji & Bo Zhang have done an experiment on Starting a sparkignited engine with the gasolinehydrogen mixture. The result concludes that the effect
of hydrogen addition on improving the cold start performance of a gasoline engine. The test
was carried out on a 1.6-L, four-cylinder, SI engine equipped with an electronically controlled
hydrogen injection system. A hybrid electronic control unit (HECU) was applied to control
the opening and closing of hydrogen and gasoline injectors.
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Under the same environmental condition, the engine was started with the pure gasoline and
gasolinehydrogen mixture, respectively. After the addition of hydrogen, gasoline injection
duration was adjusted to ensure the engine to be started successfully. All cold start
experiments were performed at the same ambient, coolant and oil temperatures of 17 C. The
test results showed that cylinder and indicated mean effective pressures in the first cycle were
effectively improved with the increase of hydrogen addition fraction. Engine speed in the first
20 start cycles increased with hydrogen blending ratio. However, in later cycles, engine speed
varied only a little with and without hydrogen addition due to the adoption of close loop
control on engine speed. Because of the low ignition energy and high flame speed of
hydrogen, both flame development and propagation durations were shortened after hydrogen
addition. HC and CO emissions were dropped markedly after hydrogen addition due to the
enhanced combustion process. When the hydrogen flow rate increased from 0 to 2.5 and
4.3 L/min, the instantaneous peak HC emissions were sharply reduced from 57083 to 17850
and 15738 ppm, respectively. NOx emissions were increased in the first 5 s and then reduced
later after hydrogen addition.
9.Changwei Ji, Xiaoxu Dai, Bingjie Ju, Shuofeng Wang, Bo Zhang, Chen Liang & Xiaolong
Liu have done an experiment on Improving the performance of a spark-ignited gasoline
engine with the addition of syngas produced by onboard ethanol steaming
reforming.The result concludes that Producing the syngas by onboard ethanol steam
reforming is an effective way for recovering the exhaust heat in the engine tailpipe. Besides,
as hydrogen is contained in the syngas, the addition of syngas is also capable of improving
engine combustion and emissions characteristics. In this paper, an experimental study was
carried out on a four-cylinder 1.6 L spark-ignited engine to explore the effect of syngas
addition on the engine performance. A fuel reforming reactor with the copper based catalysts
was designed and mounted on the engine tailpipe, so that the ethanol solution could be
decomposed to be syngas which is mainly composed of hydrogen and carbon monoxide when
the catalysts were heated by the exhaust gas. The intake manifolds was also modified to
permit syngas to be injected into the fourth cylinder of the engine. The engine was run at
1800 rpm and a manifolds absolute pressure of 61.5KPa. The spark timing for the maximum
brake torque was adopted for each testing point. The syngas volume fraction in the total intake
gas was gradually increased from 0% to 2.43%. Meanwhile, the gasoline injection duration
governing by a hybrid electronic control unit was adjusted to keep the excess air ratio of the
fuel-air mixture in the fourth cylinder at about 1.00. The experimental results demonstrated
that the syngas volume flow rate was markedly enhanced from 90 to 240 L/h when the
feedstock flow rate was increased from 18 to 54 mL/min. The peak ethanol conversion
efficiency reached 81.16% at a feedstock flow rate of 36 mL/min. The hydrogen concentration
was increased whereas carbon monoxide concentration was decreased in the syngas with the
increase of the feedstock supply. The engine indicated thermal efficiency was raised to be
39.01% at the syngas volume fraction of 2.43%. The flame development and propagation
durations were shortened; HC and NOx emissions were reduced whereas CO emission was
increased after the syngas addition at the stoichiometric condition.
10. Changwei Ji & Shuofeng Wang have done an experiment on Effect of hydrogen addition
on combustion and emissions performance of a spark ignition gasoline engine at lean
conditions.The result conclude that Hydrogen has many excellent combustion properties that
can be used for improving combustion and emissions performance of gasoline-fueled spark
ignition (SI) engines. In this paper, an experimental study was carried out on a four-cylinder
1.6 L engine to explore the effect of hydrogen addition on enhancing the engine lean operating
performance. The engine was modified to realize hydrogen port injection by installing four
hydrogen injectors in the intake manifolds.
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The injection timings and durations of hydrogen and gasoline were governed by a selfdeveloped electronic control unit (DECU) according to
the commands from a calibration computer. The engine was run at 1400 rpm, a manifold
absolute pressure (MAP) of 61.5 kPa and various excess air ratios. Two hydrogen volume
fractions in the total intake of 3% and 6% were applied to check the effect of hydrogen
addition fraction on engine combustion. The test results showed that brake thermal efficiency
was improved and kept roughly constant in a wide range of excess air ratio after hydrogen
addition, the maximum brake thermal efficiency was increased from 26.37% of the original
engine to 31.56% of the engine with a 6% hydrogen blending level. However, brake mean
effective pressure (Bmep) was decreased by hydrogen addition at stoichiometric conditions,
but when the engine was further leaned out Bmep increased with the increase of hydrogen
addition fraction. The flame development and propagation durations, cyclic variation, HC and
CO2 emissions were reduced with hydrogen addition. When excess air ratio was approaching
stoichiometric conditions, CO emission tended to increase with the addition of hydrogen.
However, when the engine was gradually leaned out, CO emission from the hydrogenenriched engine was lower than the original one. NOx emissions increased with the increase of
hydrogen addition due to the raised cylinder temperature.
11. Changwei Ji & Shuofeng Wang have done an experiment on Effect of hydrogen addition
on the idle performance of a spark ignited gasoline engine at stoichiometric condition.
The result concludes that study aimed at improving engine idle performance through hydrogen
addition was carried out on a 4-cylinder gasoline-fueled spark ignited (SI) engine. The engine
was modified to be fueled with the mixture of gasoline and hydrogen injected into the intake
ports simultaneously. A self-developed electronic control unit (DECU) was dedicatedly used
to control the injection timings and injection durations of gasoline and hydrogen. Other
parameters, such as spark timing and idle valve opening, were controlled by the original
engine electronic control unit (OECU). Various hydrogen enrichment levels were selected to
investigate the effect of hydrogen addition on engine speed fluctuation, thermal efficiency,
combustion characteristics, cyclic variation and emissions under idle and stoichiometric
conditions. The experimental results showed that thermal efficiency, combustion performance,
NOx emissions are improved with the increase of hydrogen addition level. The HC and CO
emissions first decrease with the increasing hydrogen enrichment level, but when hydrogen
energy fraction exceeds 14.44%, it begins to increase again at idle and stoichiometric
conditions.
12. Maher Abdul-Resul Sadiq Al-Baghdadi & Haroun Abdul-Kadim Shahad Al-Janabi have
done an experiment on Improvement of performance and reduction of pollutant emission
of a four stroke spark ignition engine fueled with hydrogengasoline fuel mixture.The
result concludes that the effect of the amount of hydrogen/ethyl alcohol addition on the
performance and pollutant emissions of a four stroke spark ignition engine has been studied. A
detailed model to simulate a four stroke cycle of a spark ignition engine fueled with
hydrogenethyl alcoholgasoline has been used to study the effect of hydrogen and ethyl
alcohol blending on the thermodynamic cycle of the engine. The results of the study show that
all engine performance parameters have been improved when operating the gasoline S.I.E.
with dual addition of hydrogen and ethyl alcohol.It has been found that 4% of hydrogen and
30% of ethyl alcohol blending causes a 49% reduction in CO emission, a 39% reduction in
NOx emission, a 49% reduction in specific fuel consumption and increases in the thermal
efficiency and output power by 5 and 4%, respectively.When ethyl alcohol is increased over
30%, it causes unstable engine operation which can be related to the fact that the fuel is not
vaporized, and this causes a reduction in both the brake power and efficiency.
13. B.M. Masum, H.H. Masjuki, M.A. Kalam, I.M. Rizwanul Fattah, S.M. Palash & M.J.
Abedin have done an experiment on Effect of ethanolgasoline blend on NOx emission in
SI engine. The stricter worldwide emission legislation and growing demands for lower fuel
consumption and anthropogenic CO2 emission require significant efforts to improve
22 | P a g e
combustion efficiency while satisfying the emission quality demands. Ethanol fuel combined
with gasoline provides a particularly promising and, at the same time, a challenging approach.
Ethanol is widely used as an alternative fuel or an effective additive of gasoline due to the
advantage of its high octane number and its self-sustaining concept, which can be supplied
regardless of the fossil fuel. As a result, vast study has been carried out to study its effects on
engine performance and emission.The first part of this article discusses prospect of fuel
ethanol as a gasoline substitute. Then it discusses comparative physicochemical properties of
ethanol and gasoline. The slight differences in properties between ethanol and gasoline fuels
are enough to create considerable change to combustion system as well as behaviors of SI
engines. These effects lead to several complex and interacting mechanisms, which make it
difficult to identify the fundamentals of how ethanol affects NOx emission. After that, general
NOx forming mechanisms are discussed to create a fundamental basis for further discussion.
Finally, the article discusses different fuel composition, engine parameter and engine
modification effects on NOx formation as well as mathematical approach for NOx prediction
using ethanol.
14. F. Yksel &M.A. Ceviz have done experiment on Thermal balance of a four stroke SI
engine operating on hydrogen as a supplementary fuel. The result concludes that the
effects of adding constant quantity hydrogen to gasolineair mixture on SI engine thermal
balance and performance. A four stroke, four-cylinder SI engine was used for conducting this
study.Thermal balance tests were conducted for engine thermal efficiency, heat loss through
the exhaust gases, heat loss to the cooling water and unaccounted losses (i.e. heat lost by
lubricating oil, radiation), while performance tests were in respect to the brake power, specific
fuel consumption and air ratio. Hydrogen supplementations were used with three different and
fixed mass flow rates; 0.129, 0.168 and 0.208 kg h1 at near three-fourth throttle opening
position and variable engine speed ranging from 1000 to 4500 rpm. The results showed that
supplementation of hydrogen to gasoline decreases the heat loss to cooling water and
unaccounted losses, and the heat loss through the exhaust gas is nearly the same with pure
gasoline experiments. Additionally, specific fuel consumption decreases, while the engine
thermal efficiency and the air ratio increase. Engine performance parameters such as thermal
efficiency and specific fuel consumption improved the level of the ratio of hydrogen mass
flow rate to that of gasoline up to 5%.
15. B.M. Masum, H.H. Masjuki, M.A. Kalam, S.M. Palash & M. Habibullah have done an
experiment on Effect of alcoholgasoline blends optimization on fuel properties,
performance and emissions of a SI engine.This study, as an observation, put its utmost
effort to emphasize on the development of various physicochemical properties using multiple
alcohols (C2 to C6) at different ratios compared to that of the conventional ethanolgasoline
blend. To optimize the properties of multiple alcoholgasoline blends, properties of each fuel
were measured first. An optimization tool of Microsoft Excel Solver was used for obtaining
the optimum blend. Using optimizing tool, three optimum blend ratios were selected which
possessed maximum heating value (MaxH), maximum research octane number (MaxR) and
maximum petroleum displacement (MaxD). These blends were used for testing in a four
cylinder gasoline engine at the wide open throttle condition with varying speeds and compared
obtained outcomes with that of E15 (15% ethanol and 85% gasoline) as well as gasoline.
Optimized blends have shown higher brake torque and brake thermal efficiency (BTE) but
lower brake specific fuel consumption (BSFC) than E15. MaxR, MaxD and MaxH blends
produced mean 4.4%, 1.8% and 0.4% increased BTE and mean 4.39%, 1.8% and 2.27% lower
BSFC than that of E15. On the other hand, MaxR, MaxD, MaxH and E15 reduced 4.46%,
8.37%, 12.4% and 17.2%, mean CO emission and 4.5%, 11.81%, 8.19% and 16% mean HC
emission respectively than that of gasoline. NOx emission of optimized blends was higher
than gasoline. However, MaxR, MaxD, MaxH reduced 4%, 14.57% and 20.76% NOx than
that of E15.
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CHAPTER.3
EXPERIMENTAL SET UP
3.1 ENGINE SPECIFICATION:
ENGINE
: GREAVES
BHP
: 2.5KW
RPM
: 3000
FUEL
: PETROL & BLENDS.
NO. OF CYLINDERS
BORE
STROKR LENGTH
STARTING
WORKING CYCLE
: SINGLE
: 70mm
: 66.7mm
: ROPE & PULLEYSTARING
: FOUR STROKE (OTTOCYCLE)
METHOD OF COOLING
: AIR COOLED
METHOD OF IGNITION
: SPARK IGNITION
ORIHICE DIAMETER
: 20mm
COMPRESSION RATIO
: 4.67:1
SPARK PLUG
: MICO W 160Z2
CARBURATOR
: GREAVES 1320
GOVERNOR SYSTEM
: MECHANICAL SYSTEM
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3.2 Experimetal set up:
Fig.3.1 shows the experimental set up of 4-stroke SI engine

3.3INSTRUMENTATION
Digital RPM Indicator to measure the speed of the engine.

Digital Temperature Indicator to measure various temperatures.
Differential manometer to measure the quantity of air sucked into cylinder.
Burette with manifold to measure the rate of fuel consumption during test.
ORSAT Apparatus for analysis of Exhaust gas.
Dynamometer arrangement for calculating torque.
3.4 THEORY
Internal combustion engine needs fuel, ignition and compression in order to run. In
a four-stroke engine, the cycle of operation is completed in four strokes of the
piston or two revolution of the crankshaft. During the four strokes there are five
events to be completed viz., suction, compression, combustion, expansion and
exhaust. Each stroke consists of 180degree of crankshaft rotation and hence a fourstroke cycle is completed through 720degreeof crankshaft. The cycle of operation
for an ideal four stroke SI engine consist of the following four strokes.
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Suction stroke.
Compression stroke.
Expansion or Power stroke. &
Exhaust stroke.
Fig.3.2 shows the four stroke of a SI engine
3.4.1 TYPES OF ENGINE

3.4.1.1 Inline Engines: The cylinders are arranged in a line, in a single bank.
The core of the engine is the cylinder ,with the piston moving up & down inside the
cylinder . The engine described above has one cylinder .That is typically most ,but
most cars have more than one cylinder.
Fig.3.3shows an inlet engine
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3.4.1.2 V Engines: The cylinders are arranged in two banks, set at an angle to one
another. Different configurations have different advantages and disadvantages in terms of
smoothness, manufacturing cost and shapes.
Fig.3.4 shows a v type engine
3.4.1.3 Flat Engines: The cylinders are arranged in two banks on opposite sides of the
engine.
Fig.3.5 shows a flat type engine
3.4.2 PARTS OF ENGINE
Valves: Minimum Two Valves per Cylinder.

Exhaust Valve lets the exhaust gases escape the combustion Chamber. (Diameter is
smaller than Intake valve)
Intake Valve lets the air or air fuel mixture to enter the combustion chamber.
(Diameter is larger than the exhaust valve)
Fig.3.6 shows differents parts of an engine
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Valve Springs: Keeps the valves Closed.
Fig.3.7 shows atypical diagram of a valve spring

Valve Lifters: Rides the cam lobe and helps in opening the valves.
Fig.3.8shows a diagram of a valve lifters
3.4.3 DIGITAL PANEL METER:

The digital panel meter consist of different arrangement like digital RPM inducator,
temperature indicator of both inlet and exhaust, burette set up and differential manometer
set up. A brief diagram has shown below,
Fig.3.9 shows an overview of a DPM
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3.4.4 DYNAMOMETER :
A dynamometer, "dyno","dyn'r" or "pump" for short, is a machine used to
measure torque and rotational speed (rpm) from which power produced by an
engine, motor or other rotating prime mover can be calculated.
A dynamometer can also be used to determine the torque and power required to
operate a driven machine such as a pump.
In addition to being used to determine the torque or power characteristics of a
machine under test (MUT), Dynamometers are employed in a number of other roles
Beyond simple power and torque measurements, dynamometers can be used as part
of a test bed for a variety of engine development activities such as the calibration of
engine management controllers, detailed investigations into combustion behavior
and tribology.
3.4.4.1 TYPES OF DYNAMOMETERS:

Absorption type dynamometer:-These dynamometers measure and absorb the
power output of the engine to which they are coupled .The power absorbed is
usually dissipated as heat by some means. Examples of such dynamometers are
prony brake ,rope brake ,hydraulic, eddy current dynamometers, etc.
Transmission Dynamometer: In transmission dynamometers the power is
transmitted to the load coupled to the engine after it indicated on some type of scale.
In the experimental set up we have used a hydraulic type dynamometer which is an
absorption type dynamometer. A brief hydraulic dynamometer has shown below,
Fig.3.10 shows different arrangement of a hydraulic dynamometer
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3.4.4.2Burette: The burette is filled with fuel and it is required to calculate the
fuel
consumption by balancing the switch as per our requirement.The burette is directly
connected to the fuel set of the engine.
Fig.3.11 A typical view of a burette
3.5 EXHAUST GAS ANALYZER(ORSAT APPARATUS)

An Orsat gas analyzer is a piece of laboratory equipment used to analyse a gas sample
(typically fossil fuel flue gas) for its oxygen, carbon monoxide and carbon dioxide content.
Although largely replaced by instrumental techniques, the Orsat remains a reliable method
of measurement and is relatively simple to use. The apparatus consists essentially of a
calibrated water-jacketed gas burette connected by glass capillary tubing to two or three
absorption pipettes containing chemical solutions that absorb the gasses it is required to
measure. For safety and portability, the apparatus is usually encased in a wooden box.
The absorbents are:
Potassium Hydroxide (Caustic Potash)
Alkaline pyrogallol
ammoniacal Cuprous chloride
The base of the gas burette is connected to a levelling bottle to enable readings to be
taken at constant pressure and to transfer the gas to and from the absorption media. The
burette contains slightly acidulated water with a trace of chemical indicator
(typically methyl orange) for coloration.
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3.5.1 METHOD OF ANALYSIS:

By means of a rubber tubing arrangement, the gas to be analyzed is drawn into the burette
and flushed through several times. Typically, 100ml is withdrawn for ease of calculation.
Using the stopcocks that isolate the absorption burettes, the level of gas in the leveling
bottle and the burette is adjusted to the zero point of the burette.
The gas is then passed into the caustic potash burette, left to stand for about two minutes
and then withdrawn, isolating the remaining gas via the stopcock arrangements. The
process is repeated to ensure full absorption. After leveling the liquid in the bottle and
burette, the remaining volume of gas in the burette indicates the percentage of carbon
dioxide absorbed.
The same technique is repeated for oxygen, using the pyrogallol, and carbon monoxide
using the ammoniacal cuprous chlori.
Fig.3.12 shows diagramof Orsat apparatus
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3.6 EXPERIMENTAL PROCEDURE FOR PETROL

Before starting the engine we have cleaned the fuel tank and fuel line by fuel oil
and made free from foreign matters. Then we filled fuel mixture in the fuel tank to
required quantity.
Then we made the spring balance by keeping it zero reading.
Then we had started the engine by the provided kicker & run the engine for few
minutes until the rated rpm has reached.
The first observation was taken by running the engine at zero load condition.
Then at zero load condition ,the time taken for 10cc fuel consumption has been
noted down.
Initially minimum load had applied on the engine and for 10cc fuel consumption
,the time had noted down at the same load condition.
Gradually the load had been increased and following time taken for fuel
consumption had been taken.
Finally we had taken five readings for petrol and the corresponding Brake Thermal
efficiency (BTE) has been calculated.
3.7 HOW TO BLEND

Different arrangements have done for different fuel proportions, Like petrol and
Ethanol, petrol and methanol & petrol & Benzoyl,etc. The proportions were from
5% to 15%.During blending safety precautions had taken.
3.7.1 PROCEDURE FOR PETROL & ETHANOL BLEND

Initially 500ml of petrol had taken and 5% of Ethanol had been added to it with the
help of beaker and pipette and stirred for some time for proper mixing.
Secondly petrol and ethanol 10% had been mixed properly.
Finally petrol & ethanol 15% mixed properly and stirred.
As petrol and Ethanol are highly volatile proper care had been taken.
3.7.2 PROCEDURE FOR PETROL & METHANOL BLEND

Initially 500ml of petrol had taken and 5% of Methanol had been added to it with
the help of beaker and pipette and stirred for some time for proper mixing.
Secondly petrol and Methanol 10% had been mixed properly.
Finally petrol & Methanol 15% mixed properly and stirred.
As petrol and Methanol are highly volatile proper care had been taken.
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3.7.3PROCEDURE FOR PETROL & BENZOL

Initially 500ml of petrol had taken and 5% of Benzol had been added to it with the
help of beaker and pipette and stirred for some time for proper mixing.
Secondly petrol and Benzol 10% had been mixed properly.
Finally petrol & Benzol 15% mixed properly and stirred.
Proper care had been taken during the set up.
Fig.3.12 shows procedure how t blend
33 | P a g e
3.7 EXPERIMENTAL PROCEDURE FOR ETHANOL BLENDS

The engine was cleaned properly from previous set ups.
Before starting the engine we have cleaned the fuel tank and fuel line by fuel oil and
made free from foreign matters. Then we filled fuel mixture in the fuel tank to
required quantity.
Initially for 5%blend had been used and required experiment carried out.
Then at zero load condition ,the time taken for 10cc fuel consumption has been
noted down.
Initially minimum load had applied on the engine and for 10cc fuel consumption
,the time had noted down at the same load condition.
Finally we had taken five readings for Petrol & Ethanol blends and the
corresponding Brake Thermal efficiency (BTE) has been calculated.
Similar procedure had carried out for 10% and 15% blends.
3.8 EXPERIMENTAL PROCEDURE FOR METHANOL BLENDS:

required quantity.
Then at zero load condition, the time taken for 10cc fuel consumption has been
noted down.
Initially minimum load had applied on the engine and for 10cc fuel consumption,
the time had noted down at the same load condition.
Finally we had taken five readings for Petrol & Methanol blends and the
34 | P a g e
3.9 EXPERIMENTAL PROCEDURE FOR BENZOL BLENDS:

required quantity.
Then at zero load condition, the time taken for 10cc fuel consumption has been
noted down.
Initially minimum load had applied on the engine and for 10cc fuel consumption,
the time had noted down at the same load condition.
Finally we had taken five readings for Petrol & Benzol blends and the
35 | P a g e
CHAPTER.4
CALCULATIONS&TABULATION
4.1 Formulae for calculation
BRAKE POWER
BP=(2NT*9.81)/60000.. kw
Where, T=Torque=W*R.
W=Load from the spring balance in kg.
R=Arm length =20mm
N=RPM of the engine.
MASS OF FUEL CONSUMED
MFC=(x*0.72*3600)/(1000*T).. kg/hr
Where, X=Burette reading in cc.
0.72=Density of petrol in Gram/cc.
T=time taken in seconds.
SPECIFIC FUEL CONSUMPTION
SFC=(MFC/BP) ..kg/kWhr
ACTUAL VOLUME OF AIR SUCKED INTO THE ENGINE CYLINDER
Va=Cd*A*(2gH).5*3600 ..m^3/hr
Where,H=(h/1000)*(dw/da)meter of water
A=Area of orifice meter=(d2/4)
h=manometer reading in mm.
(dw/da)=density of water =1000kg/m3
Cd=co-efficient of discharge =0.62
SWEPT VOLUME
VS=(d2/4)*L*(N/2)*60
Where, d=diameter of bore =70mm
L=length of stroke=66.7mm
N=Speed of the engine in RPM.
VOLUMETRIC EFFICIENCY
=(Va/Vs)*100%
v
BRAKE THERMAL OR OVERALL EFFICIENCY
bth=(BP*3600*100)/(MFC*Cv).%
Where, Cv=Calorific value of petrol =43500KJ/Kg

BP=Brake power in KW.
36 | P a g e
4.2 TABULATION FOR PETROL:

Serial
No.
01
Load
in Kg
0
T2
470
Time(t) Speed
in sec
in RPM BP(watt) MFC
33
3000
0
0.830
T1
35
SFC
02
35
440
35
2500
513.65
0.740
1.44*10-3
03
35
435
33
2450
1006.75
0.780
7.74*10-4
04
35
390
30
1780
1097.15
0.864
7.87*10-4
05
35
320
29
950
780.748
0.893
1.143*103
06
4.5
35
290
27
870
804.37
0.960
1.193*103
4.3 TABULATION FOR ETHANOL 5% BLEND :

Serial
No.
Load
in Kg
Speed BP(watt) MFC

in
RPM
3400 0
0.893
SFC
450
Time
(t)in
sec
29
T1
T2
01
37
02
37
512
21
3400
698.56
1.234
1.76*10-3
03
37
510
19
3400
1397.12
1.364
9.76*10-4
04
37
540
18.5
3350
2064.87
1.40
6.78*10-4
05
37
540
18.08
2925
2403.84
1.43
5.94*10-4
06
4.5
37
545
18
2836
2622.08
1.44
5.49*10-4
37 | P a g e
Serial
No.
Load
in Kg
T1
T2
Speed BP(watt) MFC

in
RPM
3450 0
0.791
SFC
450
Time
(t)in
sec
32.75
01
38
02
39
500
21.05
3180
643.09
1.231
1.91*10-3
03
39
520
20.48
3000
1232.09
1.265
1.02*10-3
04
38
527
19.50
2940
1812.15
1.329
7.33*10-4
05
39
530
18.24
2810
2309.37
1.421
6.153*10-4
06
4.5
38
560
17.80
2730
2524.07
1.456
5.768*10-4
MFC
SFC

Serial
No.
Load
in Kg
T1
T2
01
39
485
Time(t) Speed
in sec in
BP(watt)
RPM
27.3
3350
02
38
560
22
3440
706.78
1.17
1.66*10-3
03
38
520
18.80
2945
1210.16
1.37
1.139*10-3
04
38
560
18.36
3230
1990.9
1.41
7.087*10-4
05
38
530
16.7
2800
2301.15
1.55
6.744*10-4
06
4.5
38
580
26
2820
2607.289 1.62
38 | P a g e
0.95
6.21*10-4
4.6 TABULATION FOR METHANOL 5% BLEND:

Serial
No.
Load
in Kg
T1
T2
01
34
402
Time(t) Speed
in sec in
BP(watt) MFC
RPM
28
2890
0.925
02
34
351
26
2417
496.59
0.996
2*10-3
03
35
385
28.37
2275
934.84
0.913
9.76*10-4
04
35
349
32.13
1375
847.52
0.806
9.51*10-4
05
35
330
33.25
1125
924.57
0.777
8.40*10-4
06
4.5
34
320
35.58
1038
957.70
0.728
7.58*10-4
SFC

Serial
No.
Load
in Kg
T1
T2
01
38
429
Time(t) Speed
in sec in
BP(watt) MFC
RPM
33.56 3250
0.770
02
38
363
31
2435
500.293
0.836
1.66*10-3
03
38
360
31.13
2320
953.335
0.832
8.70*10-4
04
38
340
31.93
1430
881.424
0.811
9.20*10-4
05
38
340
32.93
1300
1068.39
0.787
7.36*10-4
06
4.5
38
310
33.9
1800
1664.22
0.764
4.5*10-4
39 | P a g e
SFC

Serial
No.
Load
in Kg
T1
T2
Time(t) Speed
in sec in
BP(watt) MFC
RPM
01
38
388
28.36
3200
02
38
350
29.59
2490
511.59
0.875
1.71*10-3
03
38
359
29.77
2225
914.29
0.870
9.51*10-4
04
38
356
31.4
1680
1035.5
0.825
7.96*10-4
05
38
350
33.98
1420
1167.01
0.762
6.52*10-4
06
4.5
38
320
35
1166
1078.09
0.740
6.86*10-4
SFC
0.930
4.9 TABULATION FOR BENZOL 5% BLEND:

Serial
No.
Load
in Kg
T1
T2
01
39
375
Time(t) Speed
in sec in
RPM
26.18 3150
02
39
380
41
2430
499.26
0.63
1.26*10
03
39
420
25
2350
956.66
1.036
1.08*10
04
39
370
28
1650
1017.02
0.925
9.09*10
05
39
340
30.55
1315
1080.72
0.848
7.84*10
06
4.5
39
305
35.6
1030
952.30
0.72
7.56*10
40 | P a g e
BP(watt) MFC
SFC
0.99
4.10 TABULATION FOR BENZOL 10% BLEND :

Serial
No.
Load
in Kg
T2
Time(t) Speed
in sec in
BP(watt)
RPM
T1
MFC
01
39
465
21.81
3320
1.188
02
38
430
19.28
3155
648.226
1.344
2.073*10-3
03
38
420
19
2980
1229.542 1.364
1.113*10-3
04
39
430
20
2750
1695.04
1.296
7.645*10-4
05
39
450
19.5
2485
2092.27
1.329
6.351*10-4
06
4.5
39
400
18.5
2085
1927.72
1.44
7.469*10-4
MFC
SFC
0.867
SFC
4.11 TABULATION FOR BENZOL 15% BLEND:

Serial
No.
Load
in Kg
T1
T2
Time(t) Speed
in sec in
BP(watt)
RPM
01
37
425
29.88
3590
02
37
415
26.60
3250
667.71
0.974
1.458*10-3
03
37
405
21.13
2980
1224.54
1.226
1.001*10-3
04
37
407
20.80
2850
1756.68
1.246
7.09*10-4
05
37
420
17.50
2152
1768.681 1.481
8.373*10-4
06
4.5
37
435
16.88
1850
1710.45
8.974*10-4
41 | P a g e
1.535
CHAPTER.5
RESULTS AND DISCUSSION
The analysis is mainly based on three type of alcohols Ethanol, methanol,benzol with
different blend strength(5%,10%&15%) and with different load condition. The fuel
characteristics get changed with the strength of mixture. The properties Methanol and
Ethanol are nearly equal in most of the cases. Benzol has different property then methanol
and ethanol as it is an aromatic compound.
5.1 EXHAUST TEMPERATURE:The value of exhaust temperature varies with different load condition for pure petrol it
ranges from 290*C to 440*C it increases up to 3kg then get decrease.
The value of exhaust temperature is highest when blended with ethanol.
For Ethanol when load increases the value of exhaust temperature goes on increase.
B5 has slightly more value of exhaust temperature then petrol.
For most of the cases the value of exhaust temperature of methanol has least.
For different strength of blend(5%,10%& 15%) for same load the value is different.
Load v/s Exhaust temp(5% blend)

Temp in *C
600
500
400
300
200
100
0
Ethanol
Methanol
Benzol
petrol
NO
load
1 kg
load
2 kg
load
3 kg
load
4 kg
load
450
402
375
420
512
351
380
440
510
385
420
435
540
349
370
390
540
337
340
320
Fig.5.1 Graph between load Vs Exhaust temperature
42 | P a g e
4.5
kg
load
545
320
356
290
Load v/s Exhaust temp (15% blend)

Temp in * C
700
600
500
400
300
200
100
0
Ethanol
Methanol
Benzol
Petrol
NO
load
1 kg
load
2 kg
load
3 kg
load
4 kg
load
485
388
425
420
560
350
415
440
530
353
405
435
560
354
407
390
530
350
420
320
4.5
kg
load
580
320
435
290
Fig.5.2 Load Vs Exhaust Temperature for 15% blend.
Load v/s Exhaust temp(10% blend)

Temp in *C
600
500
400
300
200
100
0
Ethanol
Methanol
Benzol
Petrol
NO
load
1 kg
load
2 kg
load
3 kg
load
4 kg
load
450
429
465
420
500
363
430
440
520
360
420
435
527
340
430
390
530
340
450
320
4.5
kg
load
560
310
400
290
Fig.5.3 shows Load Vs Exhaust Temperature for 10% blend

43 | P a g e
Due to better combustion and presence of O2 the exhaust temp is more at

engine outlet
5.2 MASS OF FUEL CONSEMPTION:
Mfc in kg /hr
Fuel consumption is slightly more than petrol when it blended. Due to the blending
RPM will increase and hence BP will increase so it consumes more fuel
At 5% blend methanol and petrol has nearly equal MFC.
With increase in load MFC will increase.
Benzol and Ethanol has nearly equal values.
At no load condition all fuel has nearly equal value.
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
NO
1 kg
2 kg
3 kg
4 kg 4.5 kg
load load load load load load
Ethanol 0.894 1.234 1.364 1.4
1.43 1.44
Methanol 0.925 0.996 0.913 0.806 0.776 0.728
Benzol
0.99 0.63 1.036 0.925 0.848 0.72
Petrol
0.83 0.74 0.78 0.864 0.893 0.96
Fig.5.4 shows MFC Vs Different loads.
44 | P a g e
Mfc in kg /hr
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
NO
1 kg
2 kg
3 kg
4 kg 4.5 kg
load load load load load load
Ethanol 0.791 1.231 1.265 1.329 1.421 1.456
Methanol 0.77 0.836 0.832 0.811 0.787 0.764
Benzol
1.188 1.344 1.364 1.296 1.329 1.44
Petrol
0.83 0.74 0.78 0.864 0.893 0.96
Fig.5.5 shows MFC Vs Load for 10% blend
Fig.5.6 shows MFC Vs Load For 15% blend

The above charts indicate the variation of MFC with the change of load condition and
mixture strength.
45 | P a g e
5.3 SPECIFIC FUEL CONSUMPTION:

Specific fuel consumption means fuel consumed per unit power output. according to our
analysis we found SFC for blended fuel is slightly more than petrol. At higher load SFC of
blended fuel is less.
5.3.1Ethanol:
For E5 and E10 SFC is nearly same

E15 has slightly different value
Upto 3kg load SFC of petrol is less than blended fuel then after petrol has higher
value of SFC. So at higher load blending has good impact on SFC.
2.5
Sfc
In gm/W hr
2
1.5
petrol
E5
E10
0.5
E15
0
1 kg 2 kg 3 kg 4 kg 4.5
load load load load kg
load
Fig.5.7 shows the variation of SFC with different load condition of ETHANOL
46 | P a g e
5.3.2 Methanol
The value of SFC for M5 is slightly different from M10 and M15.
The values are nearly equal to Ethanol.
Upto 3kg load SFC of petrol is less than blended fuel then after petrol has higher
value of SFC. So at higher load blending has good impact on SFC.
Sfc
In gm/W hr
2.5
2
1.5
petrol
M5
0.5
M10
M15
1 kg 2 kg 3 kg 4 kg 4.5
load loadloadload kg
load
Fig.5.8 shows the variation of SFC with different load condition of METHANOL
5.3.3 Benzol
Among all three blend condition Benzol Petrol has nearly equal value of SFC.
As like Petrol its value is less up to 3 kg then it increases with increase of load.
There is significantly change of values with the mixture strength for same load.
Sfc
In gm/W hr
2.5
2
1.5
1
0.5
0
petrol
B5
B10
1 kg 2 kg 3 kg 4 kg 4.5
load load load load kg
load
B15
Fig.5.9 shows the variation of SFC with different load condition of BENZOL
47 | P a g e
So from the SFC point of view at higher load condition blending leads to have good impact
on SFC. Mixture strength has no significant effect on SFC.
3
2
1
0
ethanol
methanol
benzol
1 kg
load
2 kg
load
3 kg
load
4 kg
load
4.5 kg
load
petrol
Fig. 5.10 indicate the variation of SFC with 5% blending condition
2.5
2
1.5
1
0.5
0
ethanol
methanol
benzol
1 kg
load
2 kg
load
3 kg
load
4 kg
load
4.5 kg
load
petrol
2
1.5
1
0.5
0
ethanol
methanol
benzol
1 kg
load
2 kg
load
3 kg
load
4 kg
load
4.5 kg
load
petrol
48 | P a g e
5.4 ANALYSIS ON EXHAUST GAS:

In the analysis we have done the exhaust analysis with no load condition in pure petrol
CO2 content is much more then blended petrol, it is about 2.2%(by volume) of exhaust. O2
value is less as compered to other blended fuels.it is about 44.8 %(by volume) of
exhaust.CO content is about 3.8%(by volume) which is less then benzol blended but more
then ethanol and methanol blended fuel.
5.4.1 Ethanol
With increase in blend strength(5%,10%,15%) O2 content in exhaust get decrease

significantly.
For E10 both CO and CO2 content is highest
After blending CO2 and CO content get reduced and O2 content get increase than
petrol.
O2
44.8
49.4
CO2
CO
Other
3.6
2.2
Fig.5.13 Exhaust content of pure petrol with no load condition
49 | P a g e
O2
48.2
50.6
co2
co
Other
0.2
1
Fig.5.14 Exhaust content of ethanol with different mixture strength5%
O2
47
50.4
CO2
CO
Other
1.8
0.8
Fig.5.15Exhaust content of ethanol with different mixture strength10%
O2
44
CO2
CO
55.2
other
0.4
0.4
Fig.5.16 Exhaust content of ethanol with different mixture strength15%
50 | P a g e
5.4.2 Methanol
With increase in blend strength(5%,10%,15%) O2 content in exhaust get decrease

significantly.
For M10 both CO and CO2 content is highest
After blending CO2 and CO content get reduced and O2 content get increase then
petrol
Methanol contain less CO and CO2 than ethanol.
O2
48.44
50.96
CO2
CO
Other
0.3
0.3
Fig.5.17 Exhaust content of methanol with different mixture strength 5%
O2
48
51
CO2
CO
Other
0.2
0.8
51 | P a g e
O2
47
CO2
52.7
CO
Other
0.2
0.1

5.4.3 Benzol
Benzol contains much more amount of CO.

With increase in mixtue strength CO emission get decreases significantly.
O2 content is more then Ethanol and Methanol in case of benzol
O2
41.8
48.8
CO2
CO
Other
9.2
0.2
Fig.5.20 Exhaust content of benzol with different mixture strength 5%
52 | P a g e
O2
42.7
48.1
CO2
CO
Other
8.9 0.3
Fig. 5.21 Exhaust content of benzol with different mixture strength 10%
O2
44
47.4
CO2
CO
Other
8 0.6
Fig. 5.22 Exhaust content of benzol with different mixture strength 15%
According to the mixture strength we conclude that with increase in strength O 2 will
increase due to better combustion .there is a significant change in CO,CO2 with blending
then petrol
5.4.4 OXYGEN
For benzol oxygen output is highest among all.

Methanol has slightely more value then ethanol
Petrol has least value.
For all blending condition with increase in strength Oxygen content get decrease.
53 | P a g e
49
48.5
48
47.5
47
46.5
46
45.5
45
44.5
44
Ethanol
Methanol
Benzole
Petrol
5%
10%
15%
Fig.5.23 Oxygen out put for different fuel with change in fuel strength
5.4.5 CARBON DIOXIDE
For benzol with increase in strength CO2 content will increase.

At 10% blend both methanol and ethanol has highest value CO2 emission.
At 10% both ethanol and methanol has nearly equal value of CO2 emission.
Petrol has highest CO2 emission.
2.4
2.2
2
1.8
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
Ethanol
Methanol
Benzole
Petrol
5%
10%
15%
Fig.5.24 Carbon dioxide out put for different fuel with change in fuel strength
54 | P a g e
5.4.6 CARBON MONOXID
After blending with benzol there is drasticaly change of CO emission.

For benzol with increase in mixture strength CO emission will decreases.
For ethanol at 10% blend CO emission is more.
Methanol has very less CO emission and it gradually decrease with increase in
strength
10
8
Ethanol
Methanol
4
Benzole
Petrol
0
5%
10%
15%
Fig.5.25 Carbon monoxide out put for different fuel with change in fuel strength
5.5 BRAKE THERMAL EFICIENCY
After blending break thermal will increases significantly.

For both ethanol and benzol BTE will decrease slightly with increase in strength of
the blend.
At 10% Methanol blend it has highest BTE
For most of the cases ethanol has better value of BTE
55 | P a g e
Blend strength v/s BTE

25
20
Ethanol
15
Methanol
10
Benzol
petrol
0
5%
10%
15%
Fig.5.26 Blend strength Vs Brake Thermal Efficiency
5.6 CONCLUSION:
From the above experiment we investigate that after blending with ethanol and methanol
break thermal efficiency will increase. Oxygen content in exhaust will increase but at the
same time SFC will decrease for low load condition.CO2 and CO will decrease significantly.
So blending of ethanol and methanol leads good control over exhaust gas. Most of the
cases methanol at 10% is good enough. the values of methanol and ethanol blended fuel
are nearly equal but the calorific value of ethanol is more than methanol so the
combustion will better for ethanol and hence it has high octane number.
As Benzol is an aromatic compound so its combustion is better than methanol and
ethanol but it produces more CO in the output of exhaust. Its BTE nearly equal to
petrol.SFC for benzol is nearly equal to SFC of ethanol.
56 | P a g e
References
, K. Kishora, P.V.K. Murthyb, , , A.V.S.S.K.S.
Guptac, S. Narasimha Kumara had done an experiment on Comparative
studies on Performance evaluation of a two stroke copper coated spark
ignition engine with alcohols with catalytic converter.
Erol Kahraman, S. Cihangir Ozcanl & Baris Ozerdem had done an
experiment on Performance Evaluation of an IC Engine (SI) Using Biogas
as Fuel With Petrol Blends: A Case Study
Md. Masood, S. N. Mehdi and Syed Yousufuddin had done an experiment
on Performance Evaluation of an IC Engine (SI) Using Biogas as Fuel With Petrol
M.V.S. Murali Krishna
a,
Blends: A Case Study.

Mehrnoosh Dashti, Ali Asghar Hamidi and Ali Asghar Mozafari had done
an experiment on Performance and Exhaust Emission Characteristics of a

Spark Ignition Engine Operated With Gasoline and CNG Blend .
Mirko Baratta, Andrea E. Catania, Stefano dAmbrosio and Ezio Spessa
had done an experiment on Prediction of Combustion Parameters,
Performance and Emissions in Compressed Natural Gas and Gasoline SI
Engines.
Shuofeng Wang, Changwei Ji &Bo Zhang have done an experiment on Effects of
hydrogen addition and cylinder cutoff on combustion and emissions performance of a
spark-ignited gasoline engine under a low operating condition.
Baris Acikgoz, Cenk Celik have done an experiment on An experimental study on
performance and emission characteristics of a methanehydrogen fuelled gasoline engine.
Shuofeng Wang, Changwei Ji & Bo Zhang have done an experiment on Starting a
spark-ignited engine with the gasolinehydrogen mixture.
Changwei Ji, Xiaoxu Dai, Bingjie Ju, Shuofeng Wang, Bo Zhang, Chen Liang &
Xiaolong Liu have done an experiment on Improving the performance of a spark-ignited
gasoline engine with the addition of syngas produced by onboard ethanol steaming
reforming.
Changwei Ji & Shuofeng Wang have done an experiment on Effect of hydrogen
addition on the idle performance of a spark ignited gasoline engine at stoichiometric
condition.
Maher Abdul-Resul Sadiq Al-Baghdadi & Haroun Abdul-Kadim Shahad Al-Janabi
have done an experiment on Improvement of performance and reduction of pollutant
emission of a four stroke spark ignition engine fueled with hydrogengasoline fuel
mixture.
B.M. Masum, H.H. Masjuki, M.A. Kalam, I.M. Rizwanul Fattah, S.M. Palash & M.J.
Abedin have done an experiment on Effect of ethanolgasoline blend on NOx emission in
SI engine.
B.M. Masum, H.H. Masjuki, M.A. Kalam, S.M. Palash & M. Habibullah have done an
experiment on Effect of alcoholgasoline blends optimization on fuel properties,
performance and emissions of a SI engine
57 | P a g e

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statistical ANALYSIS OF si engine

fuel By different alcohol

For the partial fulfillment for the award of the Degree of

Mr. Debabrata panda

DEPARTMENT OF MECHANICAL ENGINEERING

Gandhi Institute of Engineering & Technology

: 06857 250172(Office), 251156(Principal), 250232(Fax),

SANKAR PANDA(11ME170),U CHANDAN RAO(11ME171)&

BUDHIRAM BARAD(11ME172) to the Mechanical Engineering Department,

Gandhi Institute of Engineering & Technology

: 06857 250172(Office), 251156(Principal), 250232(Fax),

SANKAR PANDA(11ME170),U CHANDAN RAO(11ME171)&

BUDHIRAM BARAD(11ME172) to the Mechanical Engineering Department,

Place: GIET, Gunupur

Bhabani Sankar Panda(1101210591)

It is a great pleasure and privilege to express my heartfelt thanks to

Bhabani Sankar panda (11ME170)

Department of mechanical Engg.

Fig:1.1 Formation of ethanol from natural source

1.3.1 Why to add Hydrogen:

Hydrogen vs. Gasoline Safety properties:

Flame rate (m/sec.)

Fig-1.3.1 Injection of hydrogen in different phase

fig.1.3.2 Maximum pressure vs. excess air ratio

Fig1.4.2 Comparison of Brake Thermal Efficiencies with 100%

Fig 1.4..3 Emission of carbon monoxide

: PETROL & BLENDS.

: FOUR STROKE (OTTOCYCLE)

3.2 Experimetal set up:

Fig.3.1 shows the experimental set up of 4-stroke SI engine

Digital RPM Indicator to measure the speed of the engine.

Fig.3.2 shows the four stroke of a SI engine

3.4.1 TYPES OF ENGINE

Fig.3.3shows an inlet engine

Fig.3.4 shows a v type engine

Fig.3.5 shows a flat type engine

3.4.2 PARTS OF ENGINE

Valves: Minimum Two Valves per Cylinder.

Fig.3.6 shows differents parts of an engine

Valve Springs: Keeps the valves Closed.

Fig.3.7 shows atypical diagram of a valve spring

Fig.3.8shows a diagram of a valve lifters

3.4.3 DIGITAL PANEL METER:

Fig.3.9 shows an overview of a DPM

3.4.4.1 TYPES OF DYNAMOMETERS:

Fig.3.10 shows different arrangement of a hydraulic dynamometer

Fig.3.11 A typical view of a burette

3.5 EXHAUST GAS ANALYZER(ORSAT APPARATUS)

3.5.1 METHOD OF ANALYSIS:

Fig.3.12 shows diagramof Orsat apparatus

3.6 EXPERIMENTAL PROCEDURE FOR PETROL

3.7 HOW TO BLEND

3.7.1 PROCEDURE FOR PETROL & ETHANOL BLEND

3.7.2 PROCEDURE FOR PETROL & METHANOL BLEND

3.7.3PROCEDURE FOR PETROL & BENZOL

Fig.3.12 shows procedure how t blend

3.7 EXPERIMENTAL PROCEDURE FOR ETHANOL BLENDS

3.8 EXPERIMENTAL PROCEDURE FOR METHANOL BLENDS:

3.9 EXPERIMENTAL PROCEDURE FOR BENZOL BLENDS:

BRAKE THERMAL OR OVERALL EFFICIENCY

Where, Cv=Calorific value of petrol =43500KJ/Kg

4.2 TABULATION FOR PETROL:

4.3 TABULATION FOR ETHANOL 5% BLEND :