An experimental study of performance and emission
parameters of a compression ignition engine fueled
by different blends of Diesel-Ethanol-biodiesel.
Abhishek Paul, Rajsekhar Panua,
Department of Mechanical Engineering,
National Institute of Technology, Agartala
Tripura, India
v1.abhishek@gmail.com /rspanua@yahoo.co.in
Abstract: - The effects of different ethanoldiesel blended
fuels on the performance and emissions of diesel engines have
been evaluated experimentally and compared in this paper. After
series of miscibility tests, it was found that ethanol is not miscible
in diesel beyond 10% concentration. In order to increase its
miscibility, Pongamia piata methyl ester (PPME), popularly
known as biodiesel was added as an amphiphilic agent. Different
concentrations of ethanol and biodiesel produced different blends
from which 4 blends were chosen for engine testing. The results
indicated that biodiesel inclusion in the blends increased the
brake thermal efficiency and reduced the fuel consumption of the
engine. The study of emission parameters also showed that diesel
ethanol blends reduced NOx and CO2 emission but increased
hydrocarbon emission with elevated exhaust smoke opacity. It
was also noticed that biodiesel inclusion in the blends reduced
hydrocarbon emission, reduced exhaust smoke opacity with the
penalties of simultaneous increase in NOX and CO2 emission.
Keywords Diesel engine; Oxygenate fuel; Ethanol;
Biodiesel; Emissions reduction.
I. INTRODUCTION
To meet the ever-growing demand of energy, diesel is widely
used in transportation, agricultural and industrial machinery as
an efficient and reliable fuel. However, diesel being a fossil
fuel is bound to be exhausted in future. According to M.K
Hubberts peak theory, the present reserve of petroleum
products is slowly dying out, widening the gap between global
energy supply and energy consumption, which very recently in
2010 has increased by 5%.[1]. Moreover, emissions from
diesel engines seriously threaten the environment and at
present, it is considered as one of the major cause of concern.
This also contributes to global warming. So present-day
engine manufacturers are constantly trying to meet the
stringent requirements laid down by the regulatory authorities
world over. The present work is an attempt towards the same
goal.
Quite a handful amount of research on application of Diesel-
ethanol in a CI engine has been performed over the years. A
study by Irshad Ahmed [2] demonstrated over 41% reduction
in PM, 27% reduction in CO, and 5% reduction in NOx from a
978-1-4673-6150-7/13/$31.00 2013 IEEE
Probir Kumar Bose,Rahul Banerjee
Department of Mechanical Engineering,
National Institute of Technology, Agartala
Tripura, India
iamrahul.ju@gmail.com/ pkbdirector@gmail.com
HD diesel engine. Ali Mohammadi et al. [3] observed a great
improvement in PM and NOx emissions when compared to the
diesel combustion with ordinary pilot injection. However, this
study also experienced penalties in thermal efficiency, THC
and CO emissions. The results obtained by Bang-Quan He et
al. [4] indicated that with the increase of ethanol in the blends,
smoke reduces significantly, BSEC improves slightly, and
combustion duration decreases. Hardenberg and Schaefer [5]
revealed some attractive properties of ethanol combustion in a
CI engine such as low black smoke, NOx and hydrocarbon
emissions. This study also pointed out the corrosion problems
caused by Ethanol blended fuels. Li et al [6] concluded that
smoke, CO and NOx emissions decreased with ethanoldiesel
blended fuel, especially with E10D and E15D. But THC
increased significantly when compared to neat diesel fuel.
Bang-Quan He et al. [7] concluded that at low loads, the
blends have slight effects on smoke reduction due to overall
leaner mixture. In addition, CO, unburned ethanol and
acetaldehyde emissions of the blends can be decreased
moderately, even total hydrocarbon emissions are less than
those of diesel fuel can. A study by M. Abu-Qudais [8]
revealed that an optimum 15% of fumigated ethanol in diesel
produces an increase of 43.3% in CO emissions, 34% in HC
and a reduction of 32% in soot mass concentration. zer Can
et al [9] concluded that ethanol addition reduces CO, soot and
SO2 emissions, although it caused an increase in NOx emission
of 12.5% for 10% ethanol addition and 20% for 15% ethanol
addition. Huang et al. [10] concluded that for every ethanol-
diesel blend, CO emission reduced at half load, UBHC
emissions were increased except at high loads and the nitrogen
oxides (NOx) emissions were different for different speeds,
loads and blends. Kim and Choi [11] concluded that THC and
CO emissions of the ethanoldiesel blend fuels were slightly
increased, and about 5080% mean conversion efficiencies of
THC and CO on catalysts were achieved in the ECE R49 13-
mode cycle. Smoke was decreased by more than 42% in the
entire ECE 13-mode cycles.
Despite of all the beneficial effects of ethanol-diesel blends on
emission of a CI engine, the performance of such blends are
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found to be a less convincing. Bang-Quan He et al. [4] studies (95% diesel 5%ethanol) D90 E10 (90% diesel 10% Ethanol),
that with the increase of ethanol in the blends BSEC improves D40E15B45 (40% Diesel, 15% Ethanol, 45% biodiesel) and
slightly and combustion duration decreases. Ajav et al. [12] D30E15B50 (30% Diesel, 20% Ethanol, 50% biodiesel) were
concluded that brake specific fuel consumption increased by suitable for engine testing. All these diesel-ethanol-biodiesel
up to 9% with an increase of ethanol up to 20% in diesel- blends are shown in Fig-2. The main properties such as
ethanol blend as compared to diesel alone. Ajav et al. [13] Calorific value, Density, Kinematic Viscosity and the cetane
concluded that vaporized ethanol partially reduced diesel fuel number, and so on of the base fuels and the blends is shown in
consumption but also increased total fuel delivery. table-1 and 2 respectably.
Vaporization also increased power output and thermal
efficiency. Lu XingCai [14] concluded that brake specific fuel
Calculated values of different blend properties are shown in
consumption increased at overall engine operating conditions.
Table: - 2.
Moreover, research indicates that another issue which reduces TABLE:-1: PROPERTIES OF THE BASE FUELS.
the use of ethanol in diesel is its limited miscibility in diesel. Property Standard Diesel Ethanol Biodiesel
Lapuerta et al. [15] concluded that blends with bioethanol Followed
contents up to 10% v/v could be used in diesel engines in Density EN ISO 12185 820 789 886
(kg/m3 )
countries where winter temperatures rarely fall to -5C, if care
Kinematic ASTM D7042-04 2.51 1.09 8.68
is taken about water contamination. A study by Huang et al. Viscosity(cSt)
[10] revealed that even 10% v/v of ethanol can get separated Calorific ASTM D4809 42650 26950 35866
from diesel without the aid of an additive. Recent studies Value (kJ/kg)
disclose that one possible answer to both performance and Flash Point ( ASTM D92, IS: 52 12.77 217
C) 1448
miscibility problem could be introduction of biodiesel as an Fire Point ASTM D92, IS: 64 13.5 220
amphiphilic agent. Kwanchareon et al [16] concluded that a (C) 1448
blend ratio of 80% diesel, 15% biodiesel and 5% ethanol was Cetane ASTM D-613, 46 7 35
the most suitable for use as a fuel because of the acceptable Number (ISO 5165)
fuel properties and the reduction of emissions. Thus, this
experimental study focuses on comparing the influence of TABLE:-2: PROPERTIES OF THE BLENDS.
diesel-ethanol and biodiesel-diesel-ethanol blended fuels on
engine performance and emissions of HC, CO2, and NOx.
Property E5D95 E10D90 D40E15B45 D30E20B50
II. MATERIAL AND METHODOLOGY
Density (kg/m3 ) 818.45 816.9 845.05 846.8
A. Blend preparation and fuel properties Kinematic
2.44 2.37 5.22 5.47
The blends used in this study were prepared from low sulfur Viscosity(cSt)
HS diesel, 99.5% pure ethanol and Pongamia Pinata methyl Calorific Value 41133.6
41893.24 37250.46 36175.3
(kJ/kg) 2
ester. The biodiesel (Pongamia Pinnata methyl ester) was
prepared in the IC engine and Combustion laboratory of NIT Flash Point ( C) 50.038 48.077 120.365 126.654
Agartala. Significant properties of these basic fuels are shown Fire Point (C) 61.475 58.95 126.625 131.9
in Table no:-1. Gradually increasing the ethanol percentages,
diesel-ethanol blends were created with 5%, 8%,10%, Cetane Number 44.05 42.1 35.2 32.7
12%,15%, 20%, 25% and 30% ethanol with 95%
,92%,90%,88%, 85%,80%, 75% and 70% of diesel
respectably. Study of these samples showed that beyond 12%
of ethanol, all blends showed instant phase separation, while
blend with 12% ethanol showed delayed phase separation. All
these diesel-ethanol blends are shown in Fig-1. In order to
increase the miscibility of ethanol in diesel, Pongamia piata
methyl ester has been used as a co solvent. The methyl ester
acts as an amphipile and forms micelles that have a polar head
and a nonpolar tail. Diesel, being a nonpolar molecule, gets
attracted by the non-polar tail and gets attached to it. Ethanol
is a polar molecule, so it gets attracted to the nonpolar head of
the micelle and gets attached to it. Utilizing the solvent
property of the biodiesel fuel blends were prepared with 15%,
30%, 35%, 40%, 45%, 50 % and 65% biodiesel keeping the
ethanol percentage to 15%. Later ethanol percentage was
increased to 20%, with 50% biodiesel and 30% diesel. On the
Fig-1: Diesel-Ethanol Blends.
basis of these studies it was found that blends such as D95E5

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Fig-2: Diesel-Ethanol-Biodiesel Blends.
B. Experimental set up and Methodology
A 5.2 kW single cylinder water-cooled CI engine was used in
this work. The engine was equipped with eddy current
dynamometer (Make Saj test plant Pvt. Ltd) for load
measurement. A crank angle sensor (Make Kubler) was used
to measure the engine RPM. It was calibrated in terms of 1-
degree interval. The TDC (Top Dead Center) position of the
flywheel was also calibrated in order to develop a proper data
acquisition algorithm through a commercial data acquisition
software. A piezoelectric pressure transducer (Make
KISTLER) was used to measure in cylinder pressure. The
analog pick up voltages of the transducers were fed to a NI-
DAQ card through a signal conditioner to filter the out noise.
The major specifications of the engine are given in Table 3.An
AVL 5 gas analyzer (AVL Digas 444) and an AVL smoke
meter (AVL 437 Opacimeter) was employed to measure
emission of CO2, UBHC, NOx and smoke opacity in line of
the raw exhaust. The whole circuit is depicted in fig- 3.
TABLE:-3: ENGINE SPECIFICATION
Engine Type Kirloskar, Model TV-1, 4 stroke Water
cooled, VCR Engine.
Bore and Stroke 87.5 mm and 110mm
Max. Power 5.2 kW
CR Range 12-18
Swept Volume 661 cc
Combustion Direct Injection.
System
Fuel Injection 205 BAR
Pressure
Fig-3: Complete circuit diagram
Before experimenting with fuel blends, the engine was run on
diesel to get a reference set of data, which can be used as
benchmark while comparing the performance and emission
characteristics of different blends. Once the base of the
experiments was set by the data obtained by the base fuels,
fuel blends were introduced one at a time. The fuel blends
were prepared and were given sufficient time to settle down to
a homogeneous mixture. The experimental data was acquired
by DAQ system. All the data for a particular pilot fuel blend
was averaged for 80 cycles to compensate any cyclic
variations of observations. Again each set of data were taken 6
times to and averaged to increase authenticity of readings. The
loading was done by controlling the voltage of the
electromagnet of the eddy current dynamometer. As variation
of load caused a change in engine speed, so the engine was run
for a while after each loading so that it comes to a constant
speed state. Moreover, in order to get a steadier reading, the
engine was allowed to run for 5 minutes after each loading
operation for all the strategies. In addition, to avoid any
contamination of the base fuels, after using each blend, the
complete fueling system was cleaned thoroughly with
Acetone.
III. RESULT AND DISCUSSION
A. Performance parameters
1. Brake thermal Efficiency
The variation of brake thermal efficiency (Bth) of the engine
is shown in Fig-4. As per the figure, it can be seen that increase
in ethanol percentage in the fuel decreases the brake thermal
efficiency of the engine. For D95E5 blend, the brake thermal
efficiency decreased by 5.29% at 20% load, 4.95% at 60%
load, 9.98% at full load and 9.85% at 120% load. For D90E10
blend the thermal efficiency decreased by 23.30% at 20% load,
6.18% at 60% load, 13.78% at full load, and 7.86% at 120%
load condition. This consistent decrease in Bth may be due to
the lower calorific value of ethanol, which reduces the energy
density inside the combustion cylinder. Again, it can also be
noticed from the graph that the Brake thermal efficiency of the
engine has improved with biodiesel inclusion. As the
percentage of biodiesel and ethanol in the blend has increased,
the engine has shown batter brake thermal efficiency. The
highest efficiency among all of these fuel samples is shown by
D30E20B50 blend, which produces an increase in efficiency of
12.5% at 40% load, 18.34% at 80 load, 22% at full load, and
23.20% at 120% load condition. This gradual increase in Bth
with load is due to the rise in the mean effective pressure rises,
causing a higher in cylinder temperature, which causes better
combustion and higher brake thermal efficiency. Further, the
increase in Bth with increasing biodiesel is due to increase in
calorific value of the blend owing to the inclusion of biodiesel.
Moreover, increase in Bth with biodiesel and ethanol
concentration is an indication that oxygen rich content of both
biodiesel and ethanol supports complete combustion of the
charge resulting in better brake thermal efficiency. Hulwan and
Joshi Also obtained similar results [17].
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 combustion which in terms suggests a batter possibility of
completeness of combustion. Fig-6 shows the CO2 emission of
the engine for different fuel combinations. It can be noticed
that the CO2 emission of the engine consistently increased with
increasing percentage of ethanol as well as biodiesel. The
increasing trend of CO2 is more prominent in case of diesel-
ethanol-biodiesel blends (D45E15B40 and D30E20B50).
Among diesel-ethanol blends, on an average CO2 emission
increased by 23% for D95E5 and almost 53% for D90E10
blend. For diesel-ethanol-biodiesel blends, the average increase
in CO2 emission was 85.36% for D45E15B40 and 110% for
D30E20B50. These increasing trends of CO2 emission may be
due to high oxygen content of biodiesel and ethanol, which
promotes further oxidation of CO. Similar results were
Fig-4: Variation of Bth for different fuel blends.
obtained by Barabas [19] and Hulwan and Joshi [17].

Fig-5: Variation of BSFC Diesel equivalent for different fuel blends. Fig-6: Variation of CO2 emission for different fuel blends.

2. BSFC Diesel Equivalent

BSFC diesel equivalent defines the fuel samples equivalent
amount of diesel that would produce a unit of power. So it
provides a common platform for comparing the fuel
consumption by the engine for different fuel blends. It can be
seen from Fig-5 that BSFC diesel equivalent increases with
increasing ethanol concentration in the blend which indicates
that with increasing ethanol percentage, higher amount of fuel
is required for delivering same amount of power. This may be
due to lower energy density of ethanol, which pulls down the
net heat content of the blend. It can also be noticed that, with
biodiesel inclusion, the fuel consumption of the blends rises.
For D45E15B40 blends, the decrease in equivalent BSFC is Fig- 7: Variation of NOX emission for different fuel blends.
9.87% at 40 % load, 14.36% at 60% load, 9.7% at full load 2. NOx emission
and 11.34% at 120% load conditions. For D30E20B50 blend, The main cause for the increase of NOx is high combustion
equivalent BSFC decreased by 8% at 40% load, 21.86% at temperature and equivalent ratio [20] [21]. Further the amount
60% load, 16.35% at full load and 24.66% at 120% load of excess oxygen content inside the combustion cylinder also
conditions. This gradual decrease in fuel consumption with plays a pivotal role. The engines NOx emission levels at
increasing biodiesel percentage may be due to the higher different loads for different fuel blends are shown in Fig -5.
calorific value of biodiesel, which provided sufficient energy The graphs shown in Fig-5 shows a decrease in NOx emission
even with less amount of fuel injected. Shi et al. [18] also with increasing ethanol. Observing the results, the decrease in
observed similar trends. NOx emission with ethanol inclusion can possibly be
B. Emission Characteristics:- attributed to two reasons: one is that due to the high latent heat
of vaporization of ethanol in the blends, when ethanol blended
1. CO2 emissions
Carbon Dioxide (CO2) is formed during complete fuels were injected into the combustion chamber, good amount
combustion of carbon molecules of hydrocarbon of the fuel in of heat was utilized in converting ethanol into gaseous state,
presence of excess oxygen. So, carbon dioxide emission is an causing a lowering of gas temperature in the cylinder (ethanol
indication of higher amount of oxygen being present during has higher latent heat of vaporization 840 kJ/kg, compared
with that of 270 kJ/kg for diesel, which means ethanol requires

789
570KJ extra heat per kg to convert from liquid to gaseous state
), and the temperature in the cylinder was also lower after
combusted; this caused less NOx formation. Another is that the
lower calorific value of ethanol blends, which caused lower
combustion temperature [10]. The increase in NOx emission
with increasing load can be explained as an effect of increased
combustion rate. This also proves that one the most important
factors for the emissions of NOx is the combustion
temperature in the engine cylinder [10]. These results are in
agreement with the results obtained by Huang [10]. For diesel-
ethanol-biodiesel blends (D45E15B40 and D30E20B50), the
increase in NOx emission may be attributed to higher in
cylinder temperature caused by complete combustion of
charge and presence of excess oxygen inside the combustion
cylinder and higher calorific value of biodiesel.
Fig-8: Variation of UBHC emission for different fuel blends.
3. Unburned Hydrocarbon emission
HC emission variation with engine loads for the analyzed fuels
is shown in Fig- 8. It may be observed that, there is an
increasing trend in UBHC emission with increase in ethanol
content of the blends especially at low and medium load
conditions. This trend of increased HC emissions can be
attributed to incomplete combustion resulting from the larger
ignition delay for higher value of latent heat of vaporization
and lower cetane number of ethanol. The incomplete
combustion providing the precursor to aldehyde radical
formation .The higher ignition delay is a direct cause of over
leaning while the higher value of latent heat of vaporization
contributes to bulk quenching of the charge, both contributing
to higher HC emissions. Huang et al. [10] also observed
similar trends. It can also be noticed that the quantity of
UBHC emission decreases significantly with diesel-ethanol-
biodiesel blends. This decrease may be due to the fact that
biodiesel has a higher cetane number than conventional diesel,
resulting in more complete combustion in the cylinder and less
unburned hydrocarbon in emission [16].
Fig-9: Variation of Exhaust smoke opacity for different fuel
blends.
4. Smoke Opacity
Smoke opacity signifies the amount of soot particles present in
the exhaust. It interns works as n suggestive indices to the
completeness of combustion inside the combustion chamber.
Better combustion produces less soot, hence opacity of smoke
remains low. Fig- 9 shows the test results of smoke opacity
from the engine when fuelled by different fuels. The results
show that ethanol inclusion increases the smoke opacity,
which suggest that ethanol may reduce the combustibility of
the charge, resulting in higher soot and higher smoke opacity.
On the other hand, biodiesel inclusion in the blends produces
relatively lower smoke opacity. This may be due to the fact
that biodiesel endorses complete combustion of the charge,
hence producing less soot and smoke opacity.
IV. CONCLUSION
The stability of the diesel-ethanol blends and the effect of
Karanja biodiesel on it were carried out at the initial stage of
this experimental study. Tests have been carried out to
determine different fuel properties of the base fuels and these
values have been used to calculate the respective fuel
properties of the fuel blends. In the later stage of this study,
the performance and emission characteristics of the CI engine
with diesel- ethanol and diesel-ethanol-biodiesel blends were
compared with diesel and biodiesel. The major findings of this
study may be summarized as,
The brake thermal efficiency of the engine obtained for
D30E20B50 blend is higher than diesel or diesel-ethanol
blends.
The average fuel consumption of diesel-ethanol-biodiesel
blends is lower than that diesel or diesel-ethanol blends
and D30E20B50 has the lowest fuel consumption.
CO2 emission for the diesel-ethanol blends was lower
than diesel-ethanol-biodiesel but was higher than diesel.
NOx emission from the engine for diesel-ethanol-biodiesel
blends was significantly higher than diesel or diesel-
ethanol blends.
The emission of unburned hydrocarbon was significantly
lower for diesel-ethanol-biodiesel blends.
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