A Review of the Effects of Biodiesel from Different Feedstock on Engine Performance and Emissions

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 04 Issue: 07 | July -2017 www.irjet.net p-ISSN: 2395-0072
© 2017, IRJET | Impact Factor value: 5.181 | ISO 9001:2008 Certified Journal | Page 3273
A Review of the Effects of Biodiesel from Different Feedstock on Engine
Performance and Emissions
Dr. J. H. Bhangale1, Mr. A. B. Kulkarni2
1Head of Department, Dept. of Mechanical Engineering, MCERC, Nasik, Maharashtra, India
2UG Student, Dept. of Mechanical Engineering, MCERC, Nasik, Maharashtra, India
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Abstract - The world is focusing on the impending energy
crisis and each country needs to concentrate on energy
security as well as growing pollution and environmental
concerns. Due to the increasing demand fossilfuelreservesare
depleting rapidly. Also due to the rapid rise in petroleum
prices and uncertainty in their supply, ithasbecomenecessary
to search for other alternatives fuels. The biodiesel can be
considered as alternative to fossil fuels. Inthisreviewthefocus
is to identify the performance and emission of various
biodiesels along with cottonseed and thumba biodiesel.
Key Words: energy crisis; pollution; alternative fuels;
biodiesel; cottonseed and thumba, etc.
1. INTRODUCTION
Availability of energy isthemainaspectforeconomicgrowth
and is important for sustenance of modern economy. The
economic growth in future depends mainly onthelong-term
availability of energy from affordable, accessible and
environmental friendlysources.Increasingindustrialization,
growing energy demands, limited reserves of fossil fuel and
increasing environmental pollutionhavejoinednecessitated
exploring some alternative of conventional petroleum fuels.
Biofuels are strongly emerging as partial substitutes for
fossil fuel from the economic as well asenvironmental angle.
Among the biofuels, vegetable oils like mahua oil, jatropha
oil, thumba oil, karanja oil, sunflower oil, castor oil, soybean
oil, jojoba oil, cotton seed oil, palm oil, neem oil etc. are
expected to be promising alternative to petroleum fuels to
full fill energy needs in the future. Vegetable oils are non-
toxic, biodegradable and they can reduce pollution
significantly, hence, can be used as alternative fuels.
Vegetable oils are able to significantly reduce the emissions
like carbon monoxide, smoke and particulate emissions.
Vegetable oils have approximately 90% heating value of
mineral diesel due to higher oxygen content. High viscosity
of vegetable oil than petroleum diesel is themainproblem of
use in diesel engines due to which problems like carbon
deposits on the piston, cylinder head and ring grooves, ring
sticking, problems in pumping and atomization, etc. occurs.
The problem of high viscosity of vegetable oils can be
resolved in several ways, such as blending or dilution with
other fuels, preheating theoils,thermal crackingorpyrolysis
and transesterification. One of the possible methods to
overcome the problem of high viscosity is blending of
vegetable oil in proper proportions with diesel. It is a fact
that biodiesel is a safer, more economical andinfinitelymore
environmentally friendly than the diesel.
2. BIODIESELS
2.1 Different feedstock for biodiesel
The primary aspect of production of biodiesel isfeedstock
selection. There are four main categories ofthefeedstock for
production of biodiesel: vegetable oils (edible and non-
edible), used cooking oil, animal fats, and algae. [1, 2].
• Vegetable oil
a. Edible vegetable oil: sunflower, olive, rapeseed,
palm, rice bran, corn, soybean, peanut, coconut,
pistachio, sesame seed, opium poppy, sunflower oil,
etc.
b. Non-edible vegetable oil: jatropha, karanja or pongamia,
neem, jojoba, cottonseed, linseed, mahua, deccan
hemp, kusum, orange, rubber seed, sea mango,
algae, halophytes, etc.
• Animal fats: yellow grease, chicken fat, tallow, and
byproducts from fish oil etc.
• Waste or recycled cooking oil.
• Algae.
2.2 Fuel properties of various biodiesel
 Density: Regardless of feedstock type all biodiesel fuels
are less compressible and denserthanthediesel fuel [3].
Molecular weight of biodiesel is one of the factors that
contribute to the increase in biodiesel density [4].
Density of a fuel directly effects the engine performance
characteristics.
 Viscosity: One of the most important properties of an
engine fuel is the viscosity sinceitplaysa significantrole
in the combustion process, mixture formation and fuel
spray. Similar to density, viscosity also affects the
penetration, the size of fuel drop, and the atomization
quality. Therefore, it influences the quality of
combustion [5]
 Flashpoint: The flash point is the temperature at which
when the fuel comes in contact with fire, it will start to
burn it [6]. At this temperature, if the source of ignition
is removed, vapor stops burning. Although combustion
is not affected directly by flashpoint,itplaysa significant

role in fuel handling, storage, and transportation. The
flash point of biodiesel is always be far higher than
diesel fuel irrespective of the quality and cost of
biodiesel. Flash point reflects the nonvolatile nature of
the fuel [7].
 Cetane number: The Cetane number is the major
indicator for fuel ignition quality. It is shortly defined as
the measure of knock tendency of a diesel fuel. If Cetane
number is lower ignition delay will be longer. Long
ignition delay causes diesel knocking which is not
acceptable. Low Cetane number will lead to incomplete
combustion which will increase particulate exhaust
emissions (PM) and gaseous exhaust emissions [8]. Due
to the presence of saturation in molecules and itslonger
fatty acid carbon chains and the biodiesel has higher
Cetane number than that of pure diesel [9, 10, and 11].
Generally, the higher chain length will imply higher
Cetane number value [12].
 Cloud and pour point: Pour points can be defined as the
lowest temperature before fuel turns in to a cloud of
wax crystals when cooled and the fuel can still flow and
can be pumped [6, 13, and 14]. Generally, the biodiesel
from fats and greases has higher cloud and pour point
than that of vegetable oil based biodiesel [3].
 Calorific value: Calorific value indicates the available
energy in fuel and represents the amount of heat
transferred into the chamber by burning the fuel [15,
16]. If the calorific value is higher, the yield of the fuel is
higher. It is desired to have high calorific value because
it releases higher heat during combustion andimproves
engine performance [17].
3. LITERATURE REVIEW
K. Sureshkumar, et al. carried out emission analysis on
single cylinder 4 stroke Kirloskar diesel enginehaving brake
power 3.68kW at 1500 rpm and 16.5 compression ratio.
They used Pongamia Pinnata Methyl Ester (PPME) in
proportion of 20, 40, 60, and 80% by volume mixed with
petrodiesel and 100% biodiesel. The findings of their
experiment was that the BSFC was equal to that of diesel for
the blends B40 and lower than that of diesel for B20. The CO
concentration is totally absent for the blends ofB40andB60
for all loading conditions. Also, very low amount of CO2 was
emitted B40 and B60. For B20 at no load and full load some
traces of HC are seen. However, HC emission is almost nil for
all other PPME blend. The exhaust temperatures for the
different blends reduced as concentration of PPME in the
blends increased [18].
M. Mofijur, et al. carried out trial on engine using Moringa
oleifera biodiesel mixed with diesel in proportionsof10and
20% by volume and compared the results with that of 100%
diesel at various speeds. The engine used for trial was a
Mitsubishi Pajero 4 Cylinder with compression ratio 21:1,
having maximum power 78 kW at 4200rpm. B10 and B20
fuels increased brake specific fuel consumption by 5.13%
and 8.39%, respectively, compared with diesel fuel over the
entire range of speeds. B10 and B20 reduced COemission by
10.60% and 22.93% and HC emission reduced by9.21%and
23.68%. For B10 and B20 Nitric oxide emission raised by
8.46% and 18.56%, respectively, compared with diesel. The
BP reduced by 4.22% and 8.03% respectively, compared
with diesel fuel. For Moringa biodiesel blends brakethermal
efficiency was lower than that of pure diesel [19].
R. M. Rathod, and S. V. Channapatana tested karanja
biodiesel with and without EGR on Single Cylinder Diesel 4
Stroke Kirloskar engine having Cubic Capacity 1.323 Liter
and compression ratio 17.5. B.S.F.C. value on 9% EGR was
observed to be 0.5417 kg/kWhr. Highest exhaust gas
temperature of 174°C was recorded for the karanja oil,
whereas with EGR the corresponding value was 135°C only.
Brake thermal efficiency value was higher at lower EGR rate
and lower at higher EGR rate [20].
In another study, A.M. Liaquat et al. carried out an
experiment using blends of coconut oil with diesel in the
proportion of 5% and 15% by volume. CB5 blend (5%
coconut oil and 95% Diesel), and CB15(15%Coconutoil and
85% Diesel) were tested on a 4 stroke, single cylinder, 7.7
kW CI engine having compression ratio 17.7 and the
outcomes were comparedwiththatofpurediesel.Compared
to petrodiesel the torque reduced by 2.58% and 0.69% and
the brake power is reduced by 2.61% and 0.66% for CB15
and CB5, respectively. BSFC increased by 0.53% for CB5and
for CB15 by 2.11% compared to diesel fuel. Average
reduction in CO at 2200 rpm was 13.38% for CB5 and
21.51% for CB15, at 100% throttle. At 2200 rpm and 100%
throttle HC for CB5 reduced by 13.89% and by 22.88% for
CB15 respectively. Whereas, HC reduced by 16.58% for CB5
and for CB15, it is 27.19% respectively, at 80% throttle
position. Compared to diesel fuel increase in NOX for CB5
was observed as 1.42% and for CB15 it was 3.19% at 2200
rpm and at 100% throttle, whereas, for CB5, increase was
found as 2.44 and for CB15 it was 4.64% respectively, at
80% throttle position [21].
M.M. Rashed et al. compared theperformancesofMoringa
biodiesel, Palm biodiesel, Jatropha biodiesel, and diesel fuel.
Each biodiesel was blended with diesel fuel separately
forming 20% blend of each biodiesel i.e., MB20, PB20, and
JB20. The trials were conducted on a 4 cylinder Mitsubishi
Pajero engine having maximum engine speed 4200 rpm
compression ratio 21, and Maximum power 55 kW.
According to the observations,diesel fuel showedthehighest
brake power, followed by PB20, MB20, and JB20; compared
with diesel the brake power was reduced by 6.92%, 8.03%,
and 8.75% for PB20, MB20, and JB20, respectively. At all
speeds, the fuel samples of PB20, JB20, and MB20 and
increase the BSFC by 5.42%, 7.15%,and8.39%, respectively,
than diesel i.e, highest BSFC was observed in MB20 fuel.

Lower CO emissions were foundinthebiodiesel blended fuel
than diesel fuel. The fuel samples PB20, JB20, and MB20
reduce CO emission by 32.65%, 27.23%, and 22.93%,
respectively, compared with diesel. Compared to diesel,
MB20, JB20, and PB20 reduce HC emission by 11.84%,
19.73%, and 30.26% respectively; and increased NO
emission by 6.91%, 14.22%, and 18.56%, respectively.
Considering overall performance, it was concluded that
superior performance was showed by palm biodiesel blend
among the biodiesel fuel blends [22].
K. Srithar et al. blended two different biofuels with diesel
and tested it on single cylinder 4.5 BHp Kirloskar engine
having speed 3000 rpm and Compression ratio 18:1. In this
study, pongamia pinnata oil ethyl ester (PPEE) and mustard
oilethyl ester (MEE) were mixed in variousproportionswith
diesel. The blends thus formed were: Blend A (Diesel
90%+PPEE 5%+MEE 5%), Blend B (Diesel 80%+PPEE
10%+MEE 10%); Blend C(Diesel 60%+PPEE 20%+MEE
20%); Blend D(Diesel 40%+PPEE 30%+MEE 30%); Blend
E(Diesel 20%+PPEE 40%+MEE 40%); Blend F(Diesel
0%+PPEE 50%+MEE 50%) by volume basis. At maximum
load, the values of SFC were observed to be is 0.32 kg/kW h,
0.35 kg/kW h, 0.37 kg/kW h and 0.31 kg/kW h for blends A,
B, C and diesel fuel respectively. For all dual biodiesel blends
Brake specific energy consumption (BSEC) is highest
compared with mineral diesel. The maximum mechanical
efficiency observed for Blend A 79.3% for the maximum
brake power, whereas the diesel gives 78.2% at the same
brake power. For the other blends, mechanical efficiency is
lower than diesel. The diesel shows higher exhaust
temperature than all other blends. The smoke for diesel,
blend A and blend B was 60%, 64% and 68% respectively,
with the same maximum load. Blend A and Blend B gave
lower CO and CO2 than diesel. NOX emission was 166 ppm,
180 ppm and 190 ppm for blends A, B and C respectively,
whereas diesel gives 150 ppm. Blend A gives lesser HC than
other blends. At lower engine loads the dual biodiesels and
blends generally exhibit lower HC emission [23].
Aman Mamualiya and Harvinder Lal blended Pongamia
pinnata (Karanja) oil in the proportion of 10%, 20% and
30% by volume with petrodiesel. The blends were tested in
single cylinder 5 BHP Engine with speed 1500 rpm and
compression ratio 17.5. The best and effective blend was
B20 which improved the brake thermal efficiency(BTH)and
reduced brake specific fuel consumption (BSFC) and also
reduced emissions like CO2, CO, smoke, and HC, but there
was increase in smoke density and NOX as compared with
pure diesel. In case of B20 the BTH was 28% and for
petrodiesel it was 27.2%. At low load, the more BSFC is
required for biodiesel as compared to petrodiesel due to
poor atomization. At full load the BSFC is almost same in all
fuels. The EGT increases as the load on the engine increases.
At higher load, EGT for karanja B30 was 370 °C as compared
to neat diesel 330°C. In case of B30 the carbon dioxide was
3.05% as compared neat diesel was 3.5%. In case of B30 the
NOX level was 575ppm and for petrodiesel it was 500ppm.
The NOX level was higher in all blends as compared to neat
diesel. At full load in case of B30 the smoke density was38%
as compared to neat diesel was 50%. The smokedensity was
low in all blends than that of neat diesel at all loads [24].
S V Channapattana et al.aimedtheirstudyonCalophyllum
Inophyllum linn oil (Honne oil Methyl Ester) mixed by 20%,
40%, 60%, 80% by volume with diesel and 100% biodiesel
at various compression ratios. The test was carried out in 4
stroke single cylinder VCR Kirloskar engine with1500 rpm
and rated power 3.5 kW and the performances of biodiesel
blends were compared with pure diesel fuel. As CR raised
from 15 to 18, the BTE increased up to7%approximatelyfor
all blends. At CR18 the BTE using Honne biodiesel is 8.9%
lower than Diesel. BSFC increases as the amount of biodiesel
increases in the blends. For all fuels, as CR increases, BSFC
decreases. The fuel consumption of pure Honne biodiesel is
about 11% and 27% more at CR of 18 and 15, respectively.
BMEP is not affected considerably with CR and use of
different blends. At CR of 18, they observed that values of
EGT for biodiesel blends B80, B60, B40, B20 and Diesel are
343.77°C, 346.99°C, 347.25°C, 345.67°C, 347.96°C and
350.75°C respectively. It indicates that at higherCRsEGTfor
all blends are closer to Diesel. It was found that blends
showed lesser CO emissions than Diesel. CO emissions for
pure Honne biodiesel are 64% less as compared to Diesel at
CR 18. As blend proportion increases HC decreases. With
Honne biodiesel the HC emission decreased by 58% as
compared to Diesel. NOX emissions decreases for Diesel and
increases for blends with increasing CR. At a CR of 15 the
Diesel showed 70.4% higher NOX emissions and they are
lower by 24.6% at CR 18 as compared to Honne biodiesel.
CO2 emission is higher for biodiesel comparedtoDiesel atall
CRs. With increase in CR the CO2 emissions decreased by
22% over the range of CR [25].
R. Kumar et al. used Jatropha ethyl ester blends B10, B20,
B30, and B40 with diesel and compared the performance
with that of diesel. The engine used was single cylinder 3.67
KW VCR (5 to 20) engine. The findings fromthetestsarethat
SFC for diesel was lower than all blends of biodiesel. Break
thermal efficiency for B10, B20, B30 and B40 fuel varied
from 16.45 to 31.72%, 16.6 to 31.92%, 16.65 to 33.00%,and
17.98 to 33.91% and was higher than that of diesel fuel
(16.42 to 30.87%) at 25 to 75% of rated load, respectively.
Mechanical efficiency for B10, B20, B30 and B40 fuel was
observed to be 64.09%, 65.99%,67.39%and68.34%at75%
of rated load respectively which was 62.14% higher than
diesel fuel. With increase in load and proportion of ester in
blends the exhaust gas temperature increased. NOX
concentration were higher for Jatropha blends than that of
diesel. As compared to diesel the emission of CO was
reduced [26].
De-Xing Peng tested emission characteristics of
Petrodiesel, soybean oil, palm oil, and waste edible oil in a 4
stroke, water cooled, 4 cylinder, 1991 cc HYUNDAI, TRAJET

2.0 engine with compression ratio 17.7. The engine was
equipped with emission control systems like DOC: diesel
oxidation catalyst; Positive Crankcase Ventilation(PCV)and
Exhaust Gas Recirculation (EGR). According to emission
tests, on average, CO emission was reduced by 33.9%,
32.0%, and 25.2%, for soybean oil, palm oil, and WEO,
respectively. It was found that the lowest level of HC was
produced from soybean oil fuel, followed by WEO and palm
oil. The HC emission observed for pure petrodiesel, palm oil,
soybean oil, and WEO was 28.0, 26.2, 22.8, and 25.1 ppm,
respectively. The CO2 emission for all typesoffuel wasfound
at 3000 r/min: 2.51%, 2.72%, 2.64%, and 2.87% for pure
petrodiesel, palm oil, soybean oil, and WEO, respectively.
Soybean oil increases NOX emissions by 10.34%, palm oil
reduces them by 22.4%, and WEO increases them by 31.0%
when compared with pure petrodiesel. The WEO oil and
soybean oil fuels showed 18.5% and 20.3% less smoke
opacity than pure petrodiesel fuel. Petrodiesel showed the
lowest level of exhaust gas temperature followed by WEO,
palm oil, and soybean oil. The fuel consumption was lowest
in petrodiesel, followed by soybean oil, WEO, and palm oil.
Overall, the rsults can be summarized as that for the
biodiesel case the fuel consumption is increased by 7.38%,
the engine combustion temperature can be increased by
7.17%, the O2 emission can be increased by 14.14%, CO
emissions can be reduced up to25.24%,HCemissionscan be
reduced up to 18.57%, and smoke emissions can be reduced
up to 19.6%. Thus, the biodiesel can be applied in the diesel
fuel to upgrade the engine performance. For biodiesel the
exhaust emissions are also lower than those of pure
petrodiesel [27].
Vandana Kaushik et al. concentratedtheirstudyonengine
performance using Thumba methyl ester mixed with diesel
in the proportion of 10, 20 and 30% by volume and the
results were compared with that of pure diesel. The engine
used was Legion BrothersSingleCylinderVCR (Compression
Ratio 5:1 to 20:1) engine with Eddy Current Dynamometer
and power from 3 to 5 HP. For diesel fuel higher brake
thermal efficiency was observed for entire load range
compared to all thumba methyl ester diesel blends. Among
all thumba methyl ester diesel blends the maximum brake
thermal efficiency was observed for 20% TME blend. The
BSFC of engine fuelled with 20% TME diesel blend was
found minimum at maximum load among all the tested
blends of TME in diesel.EGT (ExhaustGasTemperature)was
higher for all TME blends compared to diesel fuel. Among all
the TME blends the lowest exhaust temperature was
observed for the blend of 20%. When engine is fueled with
blends of TME the volumetric efficiency obtained is highest
for TME20CR19 than TME10 CR18 and TME30 CR19 and
then that of pure diesel. The TME fuel has lower Mechanical
Efficiency than diesel fuel. At full load the highest efficiency
is achieved for TME20 CR19 than TME10 CR18 and
TME30CR20. It was observed thattheEnginePerformanceis
better or optimized with TME20 and the compression ratio
CR19 [28].
Ratnam Ramesh Gujar et al. compared theperformanceof
B00% (i.e. diesel fuel) with Citrullus methyl ester (thumba)
blends with proportions like TB10%, TB20%, TB30%,
TB40% and TB50% using a 5 HP 1500 rpm engine setup. It
was found that the maximum brake thermal efficiencies at
load 8 for diesel, TB10%, TB20%, TB30% were 17.86%,
18.9%, 19.1%, 19.11% etc. HC decreases as Thumba
biodiesel percentage in bio-diesel blends increases. It is also
observed that with thumba biodiesel HC emission are much
lower compared to base line diesel at full loadcondition. The
variation in CO emissions for all biodiesel blends and diesel
is fairly small. It is also identified that CO2 and CO
concentration of Thumba biodiesel emission is lower while
Nitrogen Oxides (NOX) emission is higher than conventional
diesel at rated load. Result showed that among all methyl
ester blends of citrullus, CB20% blend shows lower
emissions as well as performance as assimilated with
running diesel fuel at all load[29].
B. Murali Krishna and J.M.Mallikarjuna carriedouttesting
of cottonseed biodiesel blended with diesel in proportions
CSO10D90, CSO30D70, CSO50D50, CSO70D30 and CSO100
and compared it with that of diesel (D100).Theperformance
testing was done on a 4-stroke,Singlecylinder,Compression
ratio 16.5:1, direct injection, CI engine with rated speed of
1500 rpm and rated power 3.7 kW. Out of all the tested
blends the CSO10D90 blend fuel showed best results when
compared to that of other blends and pure biodiesel. 3.7%
reduction was shown in BSFC by CSO10D90 blend, BTE was
increased by 1.7%, ME increased by 6.7%, and smoke
emissions reduced by 21.7% compared to diesel fuel [30].
Hüseyin Serdar Yücesu and Cumali İlkiliç tested Diesel and
Cottonseed Oil Methyl Ester in a 395cc 6.25kW Lombardini
6LD400 diesel engine with compression ratio of 18:1.
Performance test was done at various speeds and at rated
load. The engine torque of cottonseed oil methyl ester was
found to be lower than that of diesel fuel in the range of 3–
9% over the speed range. SFC was approximately 8–10%
higher than diesel fuel. Compared to diesel fuel, CO, CO2, and
NOx emissions of COME (cottonseed methyl ester) were
lower. The combustion efficiencies at the maximum engine
speed are 93.3% and 89.9 for diesel and COME, respectively.
3% combustion loss is observed between the two fuels. The
maximum engine power was obtained at 3100 rpm. At this
speed the engine powers obtained were 5.51 kW and 5.19
kW with diesel and COME, respectively. 6% drop in engine
powers was observed between these two kinds of fuels. The
specific fuel consumptions were 289 g/kWh for diesel and
298 g/kWh for COME. The difference between diesel and
COME is 3%. At the maximum torque speed CO2 amount is
higher for both fuels. The CO2 emission is 9.85% for Diesel
and 7.70% for COME at 3100 rpm, the maximum power
speed. COME’s CO and NOX emissions level is lowerthanthat
of diesel at all the test speeds [31].

4. SUMMERY OF LITERATURE REVIEW
Table -1: Performance and emission characteristics of various biodiesels
Sr.
No.
Author Test Fuel Concluding Remarks
1 K. Sureshkumar,
R. Velraj,
R. Ganesan
Pongamia pinnata methyl
ester
And diesel blends
B20, 40, 60, 80, 100
1. The BSFC for the blends B20 and B40 is lower than and equal to that of diesel, respectively.
2. For the blends of B40 and B60, CO concentration is nil.
3. PPME blends emits less CO2 than diesel. B40 and B60 showed lowest emissions.
4. For all PPME blends emission of HC is absent except for B20.
5. Diesel has the highest exhaust temperature also the temperatures for different blends decreased with increasing
concentration of PPME in the blends.
2 M. Mofijur,
H.H. Masjuki,
M.A. Kalam,
A.E. Atabani,
M.I. Arbab,
S.F. Cheng,
S.W. Gouk
Diesel fuel (B0) andMoringa
oleifera biodiesel
B10 and
B20
1. B10 and B20 fuels have decreased brake power and brake specific fuel consumption is increased as compared to B0.
2. CO emissions from B10 and B20 fuels have reduced by 10.60% and 22.93% respectively, as compared to B0.
3. Moringa biodiesel blends have shown lower brake thermal efficiency than that of diesel fuel.
4. NO emission from B10 and B20 is 8.46% and 18.56% higher than diesel fuel over the entire speed range.
5. Compared to that of pure diesel fuel, over the entire range of speed, B10 and B20 reduced HC emission by 9.21% and
23.68%, respectively.
3 R. M. Rathod,
S. V. Channapatana
Karanja Biodiesel tested on
CI engine with and without
EGR
1. B.S.F.C.value on 9% EGR was 0.5417 kg/kWhr.
2. The highest value of exhaust gas temperature reuced cosiderably with EGR.
3. Brake thermal efficiency value was higher at lower EGR rate and lower at higher EGR rate.
4 A.M. Liaquat,
H.H. Masjuki,
M.A. Kalam,
I.M.Rizwanul Fattah,
M.A. Hazrat,
M. Varman,
M. Mofijur,
M. Shahabuddin
Diesel Fuel (DF) and
Coconut oil CB5 and CB15
1. For CB15 the average brake power reduced by 2.61% and 0.66% for CB5.
2. Compared to diesel fuel, the average increase in bsfc is found as 0.53% for CB5 and 2.11% for CB15 respectively.
3. The temperature of exhaust gas is increased compared to diesel fuel
4. CO emission is reduced compared to diesel fuel.
5. CO2 emission for biodiesel blends is increased compared to diesel fuel.
6. Reduction in HC emissions were reduced by 16.58% CB5 and 27.19% for CB15, ompared to diesel fuel.
7. The NOx incresed as amount of biodiesel in blend incresed compared to diesel fuel.
5 M.M. Rashed,
M.A. Kalam,
H.H. Masjuki,
M. Mofijur,
M.G. Rasul,
N.W.M. Zulkifli
Moringa biodiesel, Palm
biodiesel, Jatropha
biodiesel, and diesel fuel.
MB20,
PB20, and JB20,
1. Diesel fuel showed highest brake power, followed by PB20, MB20, and JB20.
2. MB20 fuel showed the highest BSFC, followed by JB20, PB20, and B0.
3. The biodiesel fuel has average brake power slightly lower than diesel fuel.
4. Due to lower calorific value BSFC for biodiesel is higher than pyre diesel.
5. The CO emission (22.93–32.65%) and HC (11.84–30.26%) emissions are reduced to a large extent by All the biodiesel
blended fuels but there is a increase in NO emission slightly (6.91–18.56%) than diesel fuel.
8. Palm biodiesel blend showed superior performance than moringa and jatropha biodiesel blend.,among the biodiesel
fuel blends,
6 K. Srithar,
K.Arun Balasubramanian,
V. Pavendan,
B. Ashok Kumar
Pongamia pinnata ethyl
ester (P), Mustard ethyl
ester (M) and diesel (D)
Blend A- (D90+P5+M5%)
Blend B-
(D80+P10+M10%)
Blend C-
(D60+P20+M20%)
Blend D-
(D40+P30+M30%)
Blend E-(D20+P40+M40%)
Blend F-(D0+P50+M50%)
1. Brake specific energy consumption (BSEC) is the highest for all dual biodiesel blends compared with mineral diesel.
3. Blend A gives the maximum mechanical efficiency i.e., higher than diesel for the maximum brake power. , Mechanical
efficiency for the other blends is lower than diesel.
4. All the blends are having less exhaust temperature than the diesel values for any brake power.
5. For the maximum load, blend A has a closer smoke value with diesel followed by blend B.
6. Blend A and Blend B give lower CO and CO2 than diesel at maximum load.
7. From the results, NOx emission is higher for dual biodiesel blends than diesel and increses with increased amount of
biodiesel in the blend.
8. Blend A gives lesser HC than other blends. The emission of HC is lower at the lower engine loads for thedualbiodiesels
and blends.
7 Aman Mamualiya and
Harvinder Lal
Pongamia pinnata
(Karanja) oil and
petrodiesel
B10
B20
B30
1. B20 blend was found to be the best and effective blend which improves the BTE.
2. Blend B20 also reduced all exhaust emissions like CO, CO2, HC and smoke, but there was increase in smokedensityand
NOx as compared to neat petro-diesel.
3. In case of biodiesel at low load due to poor atomization, the more BSFC is required as compared to neat diesel. BSFCat
full load the is almost same in all fuels.
4. As the load on the engine increases the EGT is also increases. It is found that at higher load karanja B30 EGT was
comparable to neat diesel.
5. At higher load in case of karanja B30 showed lowest carbon dioxide emission.
6. At higher load in case of B30 the less concentration of CO as compared to all fuels.
7. It was found that HC is almost similar in case of B20 and neat diesel as compared to all fuels.
8. In all blends the smoke density was low as compared to neat diesel at all loads.
8 S. V. Channapattana,
Kantharaj C.,
V. S. Shinde, Abhay A.
Pawar,
Prashant G Kamble
Honne oil Methyl Ester
B20,
B40,
B60,
B80 and
100% biodiesel and
petrodiesel.
1. The BTE of the engine at 18 CR operated with Honne biodiesel is 8.9% lower than that of Diesel.
2. With the increase in percentage of biodiesel in the blend the BSFC increases.
3. The BMEP characteristic of Diesel and B20 blends are approximately the same.
4. EGT at higher CRs for blends are closer to Diesel.
5. CO emissions are lesser for blends compared to Diesel.
6. HC decreases with the increase in blend proportion.
7. As CR increases NOx emissions increases for blends while it decreases for Diesel.
8. CO2 emission is higher for biodiesel compared to Diesel at all CRs.
9 R.Kumar, A.K.Dixit,
R.K.Sharma
Diesel fuel and Jatropha
ethyl ester
B10
B20
B30
B40
1.SFC for all blends of biodiesel was higher than that of diesel
2. Break thermal efficiency was higher than that of diesel fuel at 25 to 75% of rated load for B10, B20, B30 and B40 fuel.
3. Mechanical efficiency for all the blends was higher than diesel fuel.
4. The exhaust gas temperature increased with increase in load and also increased with increase in proportionofesterin
blends.
5. The concentration of oxides of nitrogen were higher for Jatropha ester blends during whole range of experiment than
that of diesel.
6. Emission of CO was reduced as compared to diesel.
10 De-Xing Peng Petrodiesel
soybean oil,
palm oil, and waste edible
oil
1. On average, soybean oil, palm oil, and WEO reduced CO emission comparedtodiesel.Highestreductiowasobservedfor
soyabean oil, followed by palm oil and WEO.
2. WEO oil produced higher amounts of CO2 than palm oil and soybean oil fuels.
4. Compared with pure petrodiesel, soybean oil and WEO increases NOx emissions while palm oil reduces them.
5. WEO oil showed the lowest smoke emission level compared with palm oil and soybeanoil.TheWEOoilandsoybeanoil
fuels showed less smoke opacity than pure petrodiesel fuel.
6. The lowest level of exhaust gas temperature was found in pure petrodiesel followed by WEO, palmoil,andsoybeanoil.
7. The lowest level of fuel consumption was found in petrodiesel, followed by soybean oil, WEO, and palm oil.

Sr.
No.
Author Test Fuel Concluding Remarks
8. The biodiesel can be applied in the diesel fuel to upgrade the engine performance. The exhaust emissions of biodiesel
are also lower than those of purepetrodiesel
11 Vandana Kaushik, Dr. O. P.
Jakhar, Dr. Y. B. Mathur
Thumba methyl ester
Blends (TME10,
TME20, TME30)
and diesel fuel
1. Higher brake thermal efficiency was observed for diesel fuel for entire load range comparedtoallthumbamethylester
diesel blends. The maximum BTE among all biodiesel blends was observed for TME20 blend.
2. Brake Specific Fuel Consumption for various blends of TME in diesel found marginally higher than diesel at all load
conditions. At maximum load the BSFC of engine fuelled with 20% TME diesel blend was found minimum among all the
tested blends of TME in diesel.
3. Exhaust Gas Temperature was observed higher for all TME blends compared to diesel fuel at high loads. The lowest
exhaust temperature among all the TME blends was observed for the blend of 20%
4. When engine is fueled with blends of TME the volumetric efficiency obtained is highest for TME20.
5. The diesel fuel has the highest Mechanical Efficiency than TME fuel. The highest efficiency at full load is achieved for
TME20.
6. The Engine Performance is better or optimized with TME20 and the compression ratio is at CR19.
12 Ratnam Ramesh Gujar,
Rajesh Kale, Supriya
Baburao Chavan
B00% i.e. diesel fuel and
Thumba diesel blends
TB10%, TB20%,
TB30%, TB40%, TB50%
TB100%
1. The BTE for all the thumba blends was higher than that of diesel fuel and increased with increasing amount of thumba
in the diesel blend.
2. HC decreases with the influence of Thumba biodiesel percentage in bio-diesel blends. It is also confirmed that thumba
biodiesel reduced HC emissions to much extent when compared to base line diesel at full load condition.
3. The variation in CO and CO2 emissions for all biodiesel blends and diesel is fairly small. It is also identified that CO and
CO2 emission of Thumba biodiesel is lower than conventional diesel at rated load.
4.Nitrogen Oxides (NOx) emission is higher than that of diesel fuel.
5. TB20% blend shows lower emissions as well as performance as assimilated with running diesel fuel at all load.
13 B. Muali Krishna and J. M.
Mallikarjuna
Diesel (D100) and
Cottonseed oil
CSO10D90
CSO30D70
CSO50D50
CSO70D30
CSO100
1. It was found that the average BSFC with CSO10D90 blend is about 3.7% less in comparison with neat diesel operation.
2. The BTE of CSO10D90 blend was very close and slightly higher about 1.7% as compared to that of conventional neat
diesel operation. Thermal efficiency was found to be lower for higher blend concentrations compared to that of
conventional diesel.
3. Mechanical efficiency was more for CSO10D90 blend in comparison with neat diesel fuel operation.
4. The air-fuel ratios for blended and neat CSO are slightly lower than that of neat diesel operation due to increased fuel
consumption with increase of CSO concentration in the blends.
14 Hüseyin Serdar Yücesu &
Cumali İlkiliç
Diesel and Cottonseed Oil
Methyl Ester (COME)
1. The engine torque and power of cottonseed oil methyl ester was found to be lower than that of diesel fuel.
2. Specific fuel consumption of COME was higher than that of diesel fuel. CO2, CO, and NOX emissionsofcottonseedmethyl
ester were lower than that of diesel fuel.
3. At the maximum engine speed, the combustion efficiencies are 93.3% and 89.9 for diesel and COME, respectively.
5. CONCLUSIONS
The performance and emission indicators such as brake
torque, brake power, BTE, EGT, BSFC, NOX, PM, CO, CO2, HC
and smoke density have been evaluated and compared with
pure diesel by many researchers. Theresultsofthesestudies
showed that different sources of biodiesel feedstock give
different results to engine performance and emissions.
Surprisingly some of the research yielded favorable results
towards the biodiesel as compared to pure diesel. A number
of studies reported that biodiesel can improve the
combustion in the engine. Most of the studies reported that
the brake power for biodiesel blends is slightly lower than
pure diesel. The cottonseed oil and Thumba oil showed
favorable results for the engineperformanceatlower blends
while higher blends reduced the emission. Most of the
researchers used single biodiesel blendedwiththatofdiesel.
Two or more biodieselshavingdifferentdesirable properties
can be blended with diesel fuel for better performance and
emission results.
ACKNOWLEDGEMENT
I, with great pleasure take this opportunity to express my
deep sense of gratitude towards Matoshri College of
Engineering and Research Centre, Nashik for providing the
facilities and resources in the study of various research
papers. I would like to thank Dr. G. K. Kharate, Principal,
M.C.E.R.C., Nashik and Dr. V. H. Patil, Vice Principal,
M.C.E.R.C., Nashik for providing the research oriented
environment and constant encouragement.
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BIOGRAPHIES
Dr. J. H. Bhangale,
H. O. D., Mechanical Department,
Matoshri College of Engg. & R. C.,
Eklahare,
Nasik.
Mr. A. B. Kulkarni,
Mechanical Department,
Matoshri College of Engg. & R. C.,
Eklahare,
Nasik.

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