Fig. 1. Transesterification process.

Fig. 1. Inside picture from left to right: diesel, L10, L20, L30 and L100.

Fig. 3. Experimental setup and engine with fuel injector operating at 200 bar, 220 bar
and 240 bar.

FIP=200 bar
(a)

Diesel

L10

L20

L30

FIP=220 bar
(b)

Diesel

L10

L20

L30

L20

L30

FIP=240 bar
(c)

Diesel

L10

Fig. 4. BSEC variation with increased BMEP for the test fuels at three FIPs.

FIP=200 bar
(a)

Diesel

L10

L20

L30

L20

L30

FIP=220 bar
(b)

Diesel

L10

FIP=240 bar
(c)

Diesel

L10

L20

L30

Fig. 5. Variation of BTE with engine load for the test fuels at three FIPs.

FIP=200 bar
(a)

Diesel

L10

L20

L30

FIP=220 bar
(b)

Diesel

L10

L20

L30

FIP=240 bar
(c)

Diesel

L10

L20

Fig. 6. Variation of ITE with BMEP for the test fuels at three FIPs.

L30

FIP=200 bar
(a)

Diesel

L10

L20

L30

L20

L30

FIP=220 bar
(b)

Diesel

L10

FIP=240 bar
(c)

Diesel

L10

L20

L30

Fig. 7. Mechanical efficiency obtained at different BMEPs for the test fuels at three FIPs.

FIP=200 bar
(a)

Diesel

L10

L20

L30

L20

L30

FIP=220 bar
(b)

Diesel

L10

FIP=240 bar
(c)

Diesel

L10

L20

L30

Fig. 8. CO emission values for the diesel and biodiesel blends with trend lines.

FIP=200 bar
(a)

Diesel

L10

L20

L30

L20

L30

FIP=220 bar
(b)

Diesel

L10

FIP=240 bar
(c)

Diesel

L10

L20

L30

Fig. 9. CO2 emission values for the diesel and biodiesel blends with trend lines.

FIP=200 bar
(a)

Diesel

L10

L20

L30

L20

L30

FIP=220 bar
(b)

Diesel

L10

FIP=240 bar
(c)

Diesel

L10

L20

L30

Fig. 10. O2 emission values for the diesel and biodiesel blends with trend lines.