© October 2015 | IJIRT | Volume 2 Issue 1 | ISSN: 2349-6002

PERFORMANCE AND EMISSION

CHARACTERISTICS OF CI DI ENGINE USING
BLENDS OF BIODIESEL (WASTE COOKING OIL)
AND DIESEL FUEL
Rajesh S Gurani1 and B.R.Hosamani2
1 PG Student, Thermal Power Engineering, Department of Mechanical Engineering, B.L.D.E.A’s PGHCET
VIJAYAPUR 586103, Karnataka. India
2 Associate professor, Department of Mechanical Engineering, B.L.D.E.A’s PGHCET VIJAYAPUR 586103,
Karnataka. India

Abstract— the conventional fossil fuels for internal with diesel fuel. The Properties of waste cooked
combustion engines will be available for few years biodiesel are determined and found that its properties
only, due to tremendous increase in the vehicular are nearer to diesel fuel.
population. Moreover, these fuel cause serious
Key words: Biodiesel, Waste cooking oil, CI engine
environmental problems by emitting harmful gases
into the atmosphere at higher rates. Commonly
pollutants released by engines are CO, Unburnt I. Introduction
hydrocarbon, NOx, smoke and limited amount of
Fossil fuels consumption throughout the world is
particulate matter. At present, alternative fuels like
increasing day by day because of increase in number
methyl ester of vegetable oil, alcohols etc. are in the
of automobiles and industries in recent years. With
line of replace the fossil fuels for IC engines. In the
the alarming increase in consumption and increasing
present study and experimental investigation was
prices of fossil fuel has made the researchers to find
carried out with waste cooked oil as an alternative
the alternate fuels which are economical, renewable
fuel in a compression ignition (CI) engine. The
and environmental friendly. Because of increase in
problem associated with vegetable oil are high
consumption of fossil fuels at faster rate, crude oil
viscosity , lowered volatility and high reactivity, but
reserves may be available only for another 3 to 4
at the same time their higher cetane no, lower sulphur
decades. Therefore the scientist and researchers are
content , high oxygen concentration are the desirable
finding an alternate solution to find renewable energy
properties to use as fuel in compression ignition
which can be readily stored and used in automobiles.
engines. The process of transesterification of
The depletion of crude oil would cause a major
vegetables oil with methyl alcohol provides a
impact on the transportation sector. There are various
significant reduction in viscosity, thereby enhancing
sources of energy which may be used in automobiles;
the physical properties of vegetable oil. The present
they are electrical energy, solar energy, fuel cells etc.
paper reports a study carried to investigate the
But this energy are not easy to store on the
combustion, performance and emission
automobiles, most of the time the batteries are to be
characteristics of waste cooked oil methyl ester with
carried on the automobiles that makes again increase
diesel fuel on a single cylinder, four stroke, direct
in weight of automobiles. And some additional
injection and water cooled diesel engine. The study
energy is used in carrying the extra weight. At the
gives the comparative measures of BSFC, BSEC,
same time the emissions from fossil fuel engines are
BTE, Mechanical efficiency, EGT, A/F ratios,
high and harmful to the living things on earth. By
volumetric efficiency, CO, CO2, HC, and NOx &
using the alternate fuels the emissions can be reduced
smoke opacity. Biodiesel can be blended at any ratio
to some extent. These bio fuels may be biodiesel,

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 © October 2015 | IJIRT | Volume 2 Issue 1 | ISSN: 2349-6002

biogas, alcohols etc. The various alternate fuels
under consideration, biodiesel, derived from
vegetable oils, are the most promising alternative fuel
to diesel due to the following reasons.
1. Biodiesel can be used in the existing engine
without or with minimum modifications.
2. Biodiesel is made entirely from vegetable sources;
it does not contain any sulfur, aromatic
hydrocarbons, metals or crude oil residues
3. Biodiesels are oxygenated fuel; emissions of
carbon monoxide and soot tend to reduce.
4. Unlike fossil fuels, the use of biodiesel does not
contribute to global warming as CO2 emitted is once
again absorbed by the plants grown for vegetable oil
/biodiesel production. Thus CO2 is maintained.
5. The occupational safety and health administration
classifies biodiesel as a non-flammable liquid.
6. The use of biodiesel can extend the life of diesel
engines because it is more lubricating than petroleum
diesel fuel.
7. Biodiesel is produced from renewable vegetable
oils/animal fats and hence improves the fuel or
energy security and economic independence.
catalyst mixture is poured into the Waste cooking oil
.The mixture is heated and mixed. Meanwhile the
temperature and the mixing speed of the Waste
cooking oil, alcohol and catalyst mixture was kept
constant (60 °C and 1250 rpm) during the
esterification. When the transesterification is finished
the mixture is taken to a tank to be settled. After the
settlement of the biodiesel and the glycerin, the
biodiesel washed for 12 hr with pure water to remove
alcohol and catalyst residue. When the washing
process is completed, it must be waited until
biodiesel and water were separated into two different
phases. Then the water is drained. To eliminate the
water in the biodiesel which remains during washing,
it is to be dried by heating it up to 100 0 C for half an
hour. The water in the biodiesel was evaporated
during the drying process. Table shows the biodiesel
properties.

II. Objectives
In this paper importance of injection pressure on a
performance & other emission characteristics of CI
engine are studied. However the objectives are
summarized as follow.

 Investigating the properties of the bio-diesel as well

Fig.a shows solving of catalyst mixture in oil (600C
as combinations of bio-diesel with diesel.
 Experimental investigation of the performance on 1250rpm)
single cylinder four stroke CI engine using WCOME
bio-diesel & its blends.
 Smoke & various emissions are measured by the use
of smoke meter & AVL gas analyzer.
 Evaluating the optimized performance variables for
the max efficiency & min pollution.
III. Biodiesel extraction
Waste cooking oil is selected for producing biodiesel.
The biodiesel production method is shown in Fig,
where 5.5 Grams potassium hydroxide (KOH) and
100ml Methanol (CH3OH) were used for
esterification of 250ml of Waste cooking oil. The
catalyst is dissolved in the alcohol then the alcohol Table shows the biodiesel properties with diesel.

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 © October 2015 | IJIRT | Volume 2 Issue 1 | ISSN: 2349-6002

IV. Experimental setup and methodology pressure, cylinder pressure. With these recorded data
the pressure crank angle diagram can be drawn, to
know the variation of pressure with change in crank
angle.
The eddy current dynamometer is mounted
on base frame & interfaced with engine. The load on
the engine is varied with the help of dynamometer.
A pipe in pipe type calorimeter is fitted on the
exhaust gas outlet line of the engine. The calorimeter
cooling water flow is measured & adjusted by the
rotameter. Temp sensors are fitted at the inlet &
outlet of the calorimeter for temp measurement. The
pump is provided for supplying water to eddy current
dynamometer, engine cooling & calorimeter. The
water is to be supplied continuously to the engine, to
cool the sensors. There are two fuel tanks fitted on to
the engine set up, one is for bio-diesel & another is
Fig. 1. Line diagram of experimental Setup for diesel fuel, to supply the fuel to the engine.
Engine is fitted with number of sensors to measure
Make : Kirloskar Engine the different parameters to find the performance of
engine. Engine is also fitted with a two way control
Bore & stroke : 87.5mm x110mm
valve to supply the fuel. An air box is powered for
Type of cooling : Water cooled damping pulsation in airflow line. An orifice meter
Speed : 1500 rpm with manometer is fitted at the inlet of air box
for air flow measurement. Piezo-electric type sensor
Compression ratio : 17.5.1 with water cooled adapter is fitted in cylinder head
Number of cylinder : 1 for combustion pressure measurement. This sensor
is connected to an engine indicator fitted in
Rated power : 5.2 kW control panel, which scans the pressure & crank-
Start of injection : 23˚ bTDC angle data is interfaced with computer through COM
port. The sensor is mounted on dynamometer
Injection pressure : 205 bar shaft & connected to engine indicator.
Table 1.1 Engine specifications Thermocouples are fitted on to the engine to measure
the temp of cooling water inlet, outlet & exhaust
The experiments are carried out on single cylinder, temps. These temps are digitally indicated on
4-stroke Kirloskar CI engine. The schematic indicator situated on control panel. Opacity meter to
experimental setup is shown in fig. 1. Engine is measure diesel smoke is used. The exhaust gas
interfaced with computer for measuring the different analyzer is used to measure the relative volumes of
parameters. Engine soft software is used in computer gaseous constituents in the exhaust gases of the
to carry out the measurements. Its other physical engine. The computer is interfaced with engine. The
dimensions are bore 87.5 mm & stroke 110 mm, PCI 1050 IC card is connected to COM port of CPU.
compression ratio of 17.5, & constant injection Engine soft is the software used to control the
pressure of 200bar at 230 BTDC injection time. The entire engine readings. It is lab view based
engine is coupled with an eddy current software. The engine is evaluated at rated speed of
dynamometer, & AVL 444 make (5-gas analyzer) 1500 rpm its power range by the use of WC0, WC20,
exhaust gas analyzer & AVL-437 smoke meter are WC40, WCJ60, WCJ80 & WC100 & diesel blends
used to measure the emissions & smoke density. The & also with pure diesel.
engine is fitted with sensors to measure the injection Experiments are conducted on the engine at different
loads from 0 kg to rated load i,e 18.3 kg at an

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 © October 2015 | IJIRT | Volume 2 Issue 1 | ISSN: 2349-6002
interval load of 2.5kg. Blends WC0, WC20, WC40,
WC60, WC80 & WC100 are tested for 23˚BTDC &
at an injection pressure of 190, 205 & 220 bar
(advanced, normal & retarded) respectively.
V. Results and discussions
The performance of CI DI engine using the bio-diesel
namely WCOME bio-diesel with diesel blends &
pure diesel are studied at different loads & at
different injection pressure. The performance &
emissions of different blends & for pure diesel is
works on different loads & compared the results of
various blends of bio-diesel & diesel with pure diesel
fuel.
1. a. Performance characteristics:
1.1.1 BSFC for WCOME blends at 190bar:
Fig 1.1.1 variation of the BSFC with BP for diesel &
WCOME blends at 190bar
The variation of BSFC with change in BP at the 190
bar injection pressure is presented for all the bio-
diesel & diesel blends are & also for pure diesel are
presented in fig.1.1.1. It has seen from fig. that as the
BP increases the BSFC decreases. The BSFC for all
the bio-diesel (WCOME) & diesel blends are
comparable with that of pure diesel fuel. It can be
seen from fig. that as the volume % of bio-diesel
(WCOME) in the blends increases the BSFC
increases. This may be because of the less energy
IJIRT 100001 INTERNATIONAL JOURNAL OF INNOVATIVE RESEARCH IN TECHNOLOGY
content of bio-diesel (WCOME) fuel. Because of the
less heating value of bio-diesel (WCOME) fuel,
more bio-diesel fuel is to be supplied to get the same
power output as that of pure diesel fuel. BSFC of
WC20 blend is nearer to that of diesel fuel, where as
that of B0 has the lowest BSFC. BSFC of all other
blends are in between the pure diesel & pure bio-
diesel (WCOME) fuel. The variation of BTE for
different bio-diesel blends with diesel are (WC0,
WC20, WC40, WC60, WC80 & WC100) presented
here as 3.57%, 8.09%, 12.34%, 14.27% & 17.76%
respectively.
1.1.2. BTE for WCOME blends at 190bar:
Fig 1.1.2 variation of the BTE with BP for diesel &
WCOME blends at 190bar.
The variations of BTE with change in BP at 190 bar
injection pressure are presented in fig.1.1.2. As the
BP increases the BTE increases, this is the
characteristic of diesel engines. The BTE for the
bio-diesel (WCOME) & diesel blends are
comparable with pure diesel.
BTE of diesel is seen to highest compared with other
blends. More BTE in case of diesel fuel may be
because of high heating value of diesel fuel. BTE of
WC20 is nearer to that of pure diesel, this may be
because of the O2 present in the bio-diesel may take
part in complete combustion of WC20 blend this
may produce the same ηth as that of pure diesel. BTE
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of pure bio-diesel (WCOME) is the least. BTE of
other bio-diesel (WCOME) & diesel blends in
between the pure diesel & pure bio-diesel
(WCOME). The BTE is found to be high for pure
diesel fuel which is 27.53%. The BTE for 100% bio-
diesel blends is the least. The % variation of BTE for
different blends are as presented here, for WC100,
WC80, WC60,WC40 & WC20 is reduced by 8.86%,
6.83%, 6.68%, 4.10% & 1.38% respectively
comparing that of diesel.
1.1.3. EGT for WCOME blends at 190bar:
Fig 1.1.3 variation of the EGT with BP for diesel &
WCOME blends at 190bar.
The effect of brake power on exhaust gas temperature
at 190bar injection pressure for diesel and biodiesel
(S75+J25) blends are shown in fig 1.1.3. EGT for all
the diesel and biodiesel (S75+J25) blends are more in
comparison with diesel. The more EGT may because
of delayed combustion of biodiesel (S75+J25) and
diesel blends due higher viscosity of biodiesel
(S75+J25) blends, that forms larger droplet size, take
more time to evaporate and burn due this region the
EGT is more i.e., higher for biodiesel (S75+J25)
blends which is differ from diesel. Higher EGT
shows that the indication of converting heat energy
into mechanical energy is less. More of the heat is
going waste in the form of exhaust. The increase of
exhaust temperature for diesel and pure biodiesel is
IJIRT 100001 INTERNATIONAL JOURNAL OF INNOVATIVE RESEARCH IN TECHNOLOGY
observed, Compared to B0, the EGT increases for
B20 by 1.36% and reduces for B100 and B40 by
1.19% and 0.92% respectively.
1.2. b. Emission Characteristics
1.2.1 CO for blends of WCOME at 190bar:
Fig 1.2.1 variation of the CO with BP for diesel &
WCOME blends at 190bar.
The variation of CO emission with change in BP at
190 bar injection pressure is presented in fig. 1.2.1. It
is seen from fig. that the emission of CO at less loads
for all the blends of bio-diesel (WCOME) & diesel
blends & also for pure diesel are less. The emission
of CO for all the bio-diesel (WCOME) & diesel
blends are less comparing that of pure diesel at less
loads. This may be because of the presence of O2 in
the molecular structure of bio-diesel. The presence of
O2 in the blends converts CO to carbon dioxide.
Hence the emission of CO is less than that of diesel.
At 4.2 kW power output the emission of CO is less
for WC20 & WC40 blends comparing that of diesel
where As for other blends namely WC60, WC80 &
WC100 blends are emitting more CO comparing that
of pure diesel fuel. This increase in CO emission
may be because of the increased blend % of bio-
diesel increases the viscosity of blends. The
increased viscosity will form the larger atom size of
fuel particles when injected; it takes more time for
evaporation & formation of mixture. This may
increase the ignition delay & hence the combustion
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duration hence CO emission increases. After 4.8 kW
power output the CO emission increases for all the
bio-diesel (WCOME) & diesel blends comparing that
of diesel. This may be because of high viscosity of
bio-diesel (WCOME) & diesel blends & also
because of the less injection pressure.
1.2.2 Hydro carbons for WCOME blends for
190bar:
Fig 1.2.2 shows the variation of BP on hydro
carbon (HC) for diesel & WCOME blend at
190bar injection pressure.
The variation of emission of unburned hydrocarbon
with the change in BP at 190 bar injection pressure is
presented in fig.1.2.2. It is seen from fig. that the
emission of hydrocarbon for bio-diesel (WCOME) &
diesel blends are less comparing that of diesel. The
emission of UBHC for WC100 is more than that of
diesel up to 4.2 kW power output or 15 kg. Load.
This may be due incomplete combustion of bio-diesel
fuel because of high viscosity bio-diesel fuel
comparing that of diesel. High viscosity of bio-diesel
fuel forms the larger atoms of fuel during injection
which takes longer time for evaporation & mixture
preparation these results in delayed combustion.
Delayed combustion results in high emission of
UBHC. At 4.8 kW power output & at rated power the
emission of UBHC is less for bio-diesel (WCOME)
& diesel blends comparing that of pure diesel fuel.
This may be because of the presence of O2 in bio-
diesel fuel may aid the combustion of bio-diesel
(WCOME) & diesel blends. This may reduce the
emission of UBHC at high power output.
IJIRT 100001 INTERNATIONAL JOURNAL OF INNOVATIVE RESEARCH IN TECHNOLOGY
1.2.3 Nitrogen oxides (NOx) for WCOME blends
for 190bar:
The variation of emission of oxides of nitrogen with
change in power output at 190 bar injection pressure
is presented in fig.1.2.3. It is seen from fig. that the
emission of oxides of nitrogen for all the bio-diesel
(WCOME) & diesel blends are less comparing pure
diesel fuel. This may be because of the less
combustion temp of bio-diesel (WCOME) & diesel
blends because of less energy content of bio-diesel
fuel. The less nitrogen oxides may be also because of
the absence of aromatics in the bio-diesel fuel. The
aromatics are main content of fuel causes the
nitrogen oxide emissions. Emission of oxides of
nitrogen for all the bio-diesel & diesel blends is high
than that of diesel fuel. This may be because of the
delayed combustion of bio-diesel & diesel blends
may have less combustion temp. The increase in
NOx comparing diesel & for blends WC20 & WC40
by is increased by 3.62% & 3.08%.
Fig 1.2.3 shows the variation of BP on Nitrogen
oxides (NOx) for diesel & WCOME blend at 190
bar injection pressure.
1.2.4 Smoke opacity for WCOME blend at
190bar:
The variation of smoke density for the blends of bio-
diesel (WCOME) & diesel & pure diesel at 190 bar
injection pressure is presented in fig.1.2.4.
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blends as well as for pure diesel fuel. For other bio-

diesel & diesel blends the max pressures are
comparable with that of diesel. The delay period in
case of bio-diesel (WCOME) & diesel blends are less
comparing pure diesel fuel this may be due high
Cetane number of bio-diesel (WCOME) fuel. It can
be also seen that as the volume % of bio-diesel in the
blend increases the delay period decreases. The
decrease in delay period means smooth operation of
the engine.

Fig 1.2.4 shows the variation of BP on smoke

opacity for diesel & WCOME blend at 190bar
injection pressure.

It is seen from fig. that the smoke density for the bio-
diesel (WCOME) & diesel blends less comparing
that of pure diesel fuel at less loads. The less smoke
density may be due complete combustion of bio-
diesel (WCOME) & diesel fuel blends comparing
that of diesel. As the volume % of bio-diesel in the
blend increases there is increase in smoke density.
At 4.2 kW power output & at 15 kg, Load smoke
Fig 2 shows the comparison of In-Cylinder pressure
density for all the blends of bio-diesel & diesel are
at 190bar injection pressure for blends WCOME at
high comparing pure diesel fuel. High smoke density
rated load.
may be because of the incomplete combustion of bio-
diesel & diesel blends. The incomplete combustion It can be seen that the peak pressure for WC80 is
may be because of less injection pressure which 74.73 bar & occurs at 11° ATDC. Whereas, for pure
gives larger atoms of fuel are injected in to the diesel peak pressure is 76.25 bar & occurs at
combustion chamber. The larger atoms of fuel may 9°ATDC. The shift of peak pressure location from
because of the less injection pressure & high TDC with increase in bio-diesel proportion may be
viscosity of bio-diesel fuel because of better combustion because of O2 presence
in the bio-diesel. It is also seen that, the peak pressure
2. Effect of In-Cylinder combustion pressure decreases with decrease of WC in the fuel.
The variation of cylinder pressure with change in
crank angle for 190 bar injection pressure is shown in 1. a. Performance characteristics:
fig 2. It can be seen from fig. that max pressure for 1.1.1 BSFC for WCOME blends at 220bar:
all bio-diesel (WCOME) & diesel blends are less
The variation of BSFC with change in BP at 220 bar
comparing that of diesel. But the peak pressure for
injection pressure is presented in fig.1.1.1. It is seen
bio-diesel (WCOME) & diesel blends are comparable
from fig. that as power output of the engine
with that of pure diesel fuel. For WC40 blend the
increases the BSFC decreases. BSFC of all the bio-
max pressure is seems to be less comparing other
diesel (WCOME) & diesel blends are high

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comparing that of pure diesel fuel. The high BSFC
of bio-diesel (WCOME) & diesel blends may be due
less heating value of bio-diesel fuel. It can be seen
from fig. that the BSFC of pure diesel fuel is the
least & that of bio-diesel (WCOME) is the highest
& for other blends of bio-diesel & diesel are in
between the pure diesel & pure bio-diesel. The
BSFC of WC20 bio-diesel blend is close to that of
pure diesel. & for all other blends BSFC is high.
Lowest BSFC is for diesel. Comparing B0, BSFC
for WC20, WC40, WC60, WC80 & WC100 blends
increases by 3.57%, 5.38%, 9.61%, 13.11% &
17.11% respectively. This may because of high
density, viscosity & less calorific value of the fuels.
The high BSFC with the bio-diesel (WCOME) &
diesel blends may be because of more fuel is to be
supplied to get the same power output as that of
pure diesel fuel. More quantity of bio-diesel fuel
supply is due its less energy content of bio-diesel
fuel.
Fig 1.1.1 shows the variation of BP on BSFC for
diesel & WCOME blend at 220bar injection
pressure.
1.1.2. BTE for WCOME blends at 220bar:
The variation of BTE with change in BP at 220 bar
injection pressure is presented in fig.1.1.2. It is seen
from fig. that as the BP increases the BTE increases.
The BTE of pure diesel fuel is the highest & that of
bio-diesel (WCOME) is the least. The BTE of other
bio-diesel (WCOME) & diesel blends are in between
IJIRT 100001 INTERNATIONAL JOURNAL OF INNOVATIVE RESEARCH IN TECHNOLOGY
the net diesel fuel & bio-diesel. The less BTE of bio-
diesel & diesel may be due the less heating value of
bio-diesel (WCOME) fuel. As the volume % of bio-
diesel in the blend increases, there is decrease in
BTE of the blends. The BTE is found to be high for
diesel which is 27.22%. The BTE is found to be less
for WCOME. This may because of less energy
content of bio-diesel fuel compared that of diesel. &
also may be because of the smaller atoms fuel is
formed because of high injection pressure. Because
of the smaller atoms of fuel may not penetrate
combustion this may cause incomplete combustion
of blends because of high viscosity, high density &
less (Calorific value) heating value of the fuel.
Amongst all the blends WC20 shows the high BTE
that values matches nearly to diesel which is found to
be 26.84% at 4.2kw BP. Comparing WC0, the BTE
for WC100, WC80, WC60, WC40 & WC20 is
reduced by 1.39%, 2.53%, 3.78%, 5.54% & 8.04%
respectively
Fig 1.1.2 shows the effect of BP on BTE for diesel &
WCOME blend at 220bar injection pressure.
1.1.3. EGT for WCOME blends at 220bar:
The variation of EGT with change in BP at 220 bar
injection pressure is presented in fig.1.1.3. It can be
seen from fig. that the EGT of diesel is the highest
compared bio-diesel (WCOME) & diesel blends. The
less value of EGT may be due better combustion in
case of bio-diesel (WCOME) & diesel blends. The
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complete combustion may because of the presence of
O2 in the bio-diesel, may help in better combustion
of bio-diesel (WCOME) & diesel blends comparing
that of pure diesel fuel. This may be also because of
the reduced delay period with bio-diesel (WCOME)
& diesel blends because of high Cetane number of
bio-diesel fuel. Because of the reduced ignition delay
in case of bio-diesel & diesel blend combustion
Fig 1.1.3 variation of the EGT with BP for diesel &
WCOME blends at 220bar.
1.2. b. Emission Characteristics
1.2.1 CO for blends of WCOME at 220bar:
Fig 1.2.1 shows the variation of BP on CO for diesel
& WCOME blend at 220bar injection pressure.
The variation of CO with change in BP at 220 bar
injection pressure is presented in fig.4.3.b.1. It is
seen from fig. that for all the bio-diesel & diesel
IJIRT 100001 INTERNATIONAL JOURNAL OF INNOVATIVE RESEARCH IN TECHNOLOGY
blends the emission of CO is comparable to that of
pure diesel fuel. For some of the bio-diesel & diesel
blends the emission of CO is more than that of pure
diesel. This may be because of incomplete
combustion of bio-diesel & diesel blends. The
incomplete combustion may be because of smaller
atoms of fuel formed during the injection of fuel. The
smaller atoms fuel droplet may be because of high
injection pressure. The smaller atoms fuel may not
penetrate in to the combustion chamber; this may
take more time for fuel to come in contact with O2
particles this may delay the combustion & hence CO
emissions are high. At high power output the CO
emissions are less for all the bio-diesel & diesel
blends comparing that of pure diesel. This may be
due the presence of O2 in the molecular structure of
bio-diesel, takes part in combustion. This may be due
conversion of CO to carbon dioxide. Amongst all the
blends, the blend diesel & WC20 have shown highest
CO comparing other blends. This because of
incomplete combustion at high loads which results in
high CO emissions. It is also seen that the CO
emission decreases with increase in % of bio-diesel
in the blends. From the graph it is clear that the pure
WCOME blend has lowest CO up to 4.2kw because
of complete combustion & increases because of
incomplete combustion.
1.2.2 Nitrogen oxides (NOx) WCOME at 220bar:
Fig 1.2.2 shows the variation of BP on nitrogen
oxides (NOx) for diesel & WCOME blend at 220bar
injection pressure.
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The variation of emission of oxides of nitrogen at
220 bar injection pressure is presented in fig 1.2.2. It
is seen that emission of oxides of nitrogen is less for
the all the bio-diesel & diesel blends comparing the
pure diesel at all the loads. The lesser emission of
oxides of nitrogen may be because of the absence of
aromatics in the bio-diesel. The aromatics are the
main component of fuel in formation of oxides of
nitrogen. At less power output the formation of NOx
for all the bio-diesel & diesel blends are less
comparing that of pure diesel. At 4.2KW the
reduction in NOx comparing diesel & for blends S20
& S40 by is increased by 12.41% & 4.32%.
1.2.3 Smoke opacity for WCOME blend at
220bar:
Fig 1.2.3 shows the variation of BP on smoke density
for diesel & blend at 220bar injection pressure.
The variation of smoke density with change
in BP at 220 bar injection pressure is presented in
fig.1.2.3. It is seen from fig. that smoke density is
less at the less BP. This may be because of the less
fuel is supplied to the engine at the less loads. As the
load on the engine increases, the smoke density
increases for all the bio-diesel & diesel blends & for
pure diesel as well. The smoke is formed because of
incomplete combustion of fuels supplied. As the load
on the engine increases, smoke density for all the
bio-diesel & diesel blends increases in comparison
IJIRT 100001 INTERNATIONAL JOURNAL OF INNOVATIVE RESEARCH IN TECHNOLOGY
with diesel. This may be due the smaller atoms are
injected. Smaller atoms of fuel may be because of the
high injection pressure. Smaller atoms of fuel formed
during injection have lesser inertia; because of this
the atoms cannot penetrate the combustion chamber.
This may take longer time for combustion or even
there is an incomplete combustion, because of this
there is an increase in smoke density in case of bio-
diesel & diesel blends at all the loads. Because of the
increase in fuel consumption the smoke density
increases from the engine. It can been seen that from
graph that the smoke density decreases for WCOME
as comparing diesel, this is because of better
combustion of blends because of the presence of O2
in the WCOME.
2. Effect of In-Cylinder combustion pressure
Fig 2 shows the comparison of In-Cylinder pressure
at 220bar injection pressure for blends WCOME at
rated load.
The variation of cylinder pressure with
change in crank angle for 220 bar injection pressure
is presented in fig.2. It is seen from fig. that the
cylinder pressure is max for the bio-diesel comparing
pure diesel. This may be because of the complete
combustion of bio-diesel fuel. Complete combustion
of bio-diesel may be because of inherent O2
molecules present in bio-diesel fuel. The inherent O2
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 © October 2015 | IJIRT | Volume 2 Issue 1 | ISSN: 2349-6002
molecules will help in better combustion &
conversion chemical energy of fuel in to heat energy.
This increases the max pressure. The ignition delay
for the bio-diesel blends less comparing that of pure
diesel & blend WC20. The less ignition delay may
be because of the high Cetane No of bio-diesel fuel
comparing that of diesel.
It is seen that the peak pressure for WC100 is 73.05
bar & occurs at 11° ATDC. Whereas, for pure diesel
peak pressure is 72.2 bar & occurs at 9°ATDC. The
shift of peak pressure location from TDC with
increase in bio-diesel proportion may be because of
better combustion because of O2 presence in the bio-
diesel.
VI. Conclusions
Experimental investigation is carried out by using the
waste cocking oil biodiesel (WCOME) in
compression ignition engine. From the above
experimental results the following conclusions are
drawn.
 Neat waste cooking oil has higher viscosity
and lower volatility makes the oil not suitable for
diesel engine.
 The viscosity of oil can be reduced by
process.
 Waste cocking oil biodiesel (WCOME) are
having lower heating value compared to that of diesel
fuel.
 Flash point and fire point of waste cocking
oil biodiesel (WCOME) are higher compared to that
of pure biodiesel.
 By transesterification process the waste
cocking oil is converted to biodiesel.
 Biodiesel fuel properties are very close to
that of diesel fuel.
 The waste cocking oil biodiesel (WCOME)
is tested in diesel engine to evaluate performance and
emission characteristic of the engine.
 The brake specific fuel consumption of
biodiesel (WCOME) and diesel blends higher are
higher compared to diesel fuel.
 The brake thermal efficiency of waste
cocking oil biodiesel (WCOME) is less compared to
that of diesel.
IJIRT 100001 INTERNATIONAL JOURNAL OF INNOVATIVE RESEARCH IN TECHNOLOGY
 As volume percentage of biodiesel
(WCOME) in the blends increases the brake thermal
efficiency is higher.
 The emissions such as CO, UBHC and NOx
are lower compared to that of diesel fuel.
 As the percentage of biodiesel in the blend
increases the reduction in emissions are higher.
VII. REFERENCES
[1] B.R.Hosamani Y.U.Biradar, (BLDEA’s CET
Vijayapur , India) Experimental investigation of
Thermal performance and Emission characteristics of
CI DI Engine Using Blends of Pongamia biodiesel ,
Journal of Mechanical Engineering Research and
technology Volume 2, @delton Books, (BLDEA’s
College of Engg & Tech Bijapur.)
www.deltonbooks.com
[2] B.R. Hosamani ,Y. U. Biradar, S.B. Koulagi, Dr.
V.V. Katti (BLDEA’s CET Vijayapur , India)
Experimental Investigation of Thermal Performance
and Emission Characteristics of CI DI Engine Using
Blends of Pongamia biodiesel and Diesel. Journal of
Mechanical Engineering Research and technology
Volume 2, @delton Books, www.deltonbooks.com.
[3] Mohammed EL-Kasaby, Medhat A. Nemit-allah,
Experimental investigations of ignition delay period
and performance of a diesel engine operated with
Jatropha oil biodiesel, Alexandria Engineering
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[3] Gvidonas Labeckas, Stasys Slavinskas, Tomasz
Lus, Oleh Klyus, Marius Mažeika, Combustion and
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on ethanol-Diesel fuel blends, Scientific Journals
Zeszyty Naukowe Maritime University of Szczecin
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[4] R. Senthil Kumar, M. Prabu, experimental
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February (2014), pp. 74-90, © IAEME.
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[5] Santosh Kumar Kurre, Shyam Pandey, Mukesh
Saxena, Effect of Compression Ratio on Diesel
Engine Performance and Emission with Diesel-
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[13] Rajneesh Kumar, Anoop Kumar Dixit, Shashi
Kumar Singh, Gursahib Singh, Rohinish Khurana,
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[6] M.S.Graboski, R.L.McCormic,Combustion of fat
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[8] A.M. Liaquat, H.H. Masjuki, M.A. Kalam, I.M.
Rizwanul Fattah, M.A. Hazrat, M. Varman, M.
Mofijur, M. Shahabuddin, Effect of coconut
biodiesel blended fuels on engine performance and
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[14] Sharun Mendonca, John Paul Vas , Influence of
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[15] B.R.Hosamani & C S Naveen , (BLDEA’s
CET Vijayapur , India) Experimental investigation of
Performance and Emission characteristics of CI
Engine Using Blends of Two biodiesel (Pongamia
and Jatropha) By, Journal of Mechanical Engineering
Research and technology Volume 2, @delton
Books, www.deltonbooks.com

[9] Mallikarjun Navindagi (PDACE Gulbarga,

Karnataka, India) an Experimental Analysis of
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[10] Gaurav Paul et al, Ambarish Dattab, Bijan

Kumar Mandal, An Experimental and Numerical
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[11] Jagannath Hirkude, Atul Padalkar, Deepa

vedartham, An Investigations on the effect of waste
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[12] Venkata ramesh, Dr. G.Laxmi Narayanrao, An

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