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Int. Journal of Applied Sciences and Engineering Research, Vol. 3, Issue 1, 2014 www.ijaser.
com
© 2014 by the authors – Licensee IJASER- Under Creative Commons License 3.0 editorial@ijaser.com
Research article ISSN 2277 – 9442
Influence of blending on the engine parameters and the Reynolds

number
Alok Dhaundiyal
Scholar of Thermal Engineering, Department of Mechanical Engineering, Govind Ballabh Pant
University of Agriculture and Technology,U.K, India
DOI: 10.6088/ijaser.030100014
Abstract: A comprehensive analysis has been executed through dimensional analysis of Brake Thermal
Efficiency. Blending of Gasoline with Ethanol, Methanol, and n- Butanol is known to us, but to what
extent volumetric blending would be beneficial with gasoline has been studied in this paper. Using
Buckingham π theory and dimensional analysis, we have found out the mathematical correlation of Brake
Thermal Efficiency with some other variables, which influence the Brake Thermal Efficiency and other
parameters of the Engine. Variation of Engine parameters and dependency of them with volumetric
blending of alternative fuels is a major concern. Deriving the graphical variation of Reynolds number with
different percentage of blend component, we can indirectly measure the turbulence and efficient
propagation of flame of combustion. In this way ,it is concluded whether blending is beneficial for point of
view of proper combustion .Although we don’t precisely defined the exact behaviour of blending
components with Gasoline yet use some assumptions and relate the prototype of blending with derived
mathematical correlations.E10, E15, E20, E25, E30, and E35 are used for comparative relationship with
Gasoline. Some parameters are fixed; whereas others are changed accordingly to derived correlation.
Key words: Mathematical correlation, Ethanol blending, Reynolds number, Engine performance.
1. Introduction
Blending of alternative fuel with gasoline is one of the methods to widen the scope of new energy source.
C2H5OH is ethanol, which is easily available as source of energy for our daily use. Ethanol fuel is
generally named as ethyl alcohol, the same type of alcohol found in alcoholic beverages. It is most often
used as a alternative fuel, mainly as a bio fuel additive for gasoline. World ethanol production for transport
fuel tripled between 2000 and 2007 from 17 billion to more than 52 billion liters. From 2007 to 2008, the
share of ethanol in global gasoline type fuel use increased from 3.7% to 5.4% (Towards Sustainable
Production and Use of Resources: Assessing Biofuels 2009).In 2011worldwide ethanol fuel production
reached 22.36 billion U.S. liquid gallons (bg) (84.6 billion litres), with the United States as the top
producer with 13.9 bg (52.6 billion liters), accounting for 62.2% of global production, followed by Brazil
with 5.6 bg (21.1 billion liters)(Accelerating Industry Innovation, Ethanol Industry Outlook.2012). Ethanol
fuel has a “gasoline gallon equivalency" (GGE) value of 1.5 US gallons(5.7 L), which means 1.5 gallons of
ethanol produce the energy of one gallon of gasoline(Gasoline Gallon Equivalent (GGE) Definition 2011).
Ethanol fuel is mainly used in Brazil and in the United States, and together both countries were responsible
for 87.1% of the world's ethanol fuel production in 2011. Most cars on the road today in the U.S. can run
on blends of up to 10% ethanol, and ethanol represented10% of the U.S. gasoline fuel supply derived from
domestic sources in 2011.Since 1976 the Brazilian government has made it mandatory to blend ethanol
with gasoline, and since 2007 the legal blend is around 25% ethanol and 75% gasoline (E25). By
129
*Corresponding author (e-mail: alok.dext@hotmail.com)
Received on October 19, 2013; Accepted on January 09, 2013; Published on February 22, 2014
Influence of blending on the engine parameters and the Reynolds number
December 2011 Brazil had a fleet of 14.8 million flex-fuel automobiles and light trucks and 1.5 million
flex-fuel motorcycles that regularly use neat ethanol fuel (known as E100).The basic procedure for large
scale production of ethanol is: microbial (yeast) fermentation of sugars, distillation, dehydration, and
denaturing. Prior to fermentation, some crops require saccharification or hydrolysis of carbohydrates such
as cellulose and starch into sugars. Saccharification of cellulose is called cellulolysis (see cellulosic
ethanol). Enzymes are used to convert starch into sugar.
Ethanol is widely used to power automobiles, although it may be used to power other vehicles, such as
farm tractors, boats and airplanes. Ethanol (E100) consumption in an engine is approximately 51% higher
than for gasoline since the energy per unit volume of ethanol is 34% lower than for gasoline. The higher
compression ratios in an ethanol-only engine allow for increased power output and better fuel economy
than could be obtained with lower compression ratios. In general, ethanol only engines are tuned to give
slightly better power and torque output than gasoline-powered engines. Octane rating or octane number is a
standard method of the performance of a motor or aviation fuel. The higher the octane number, the more
compression the fuel can withstand before detonating. In broad terms, fuels with a higher octane rating are
used in high-compression engines that generally have higher performance. Conversely, fuels with lower
octane numbers but higher cetane numbers are acceptable for diesel engines. Use of gasoline with lower
octane numbers may lead to the problem of pinging.
Other measure of the performance of a vehicle in the Western countries is RON and MON. Both methods
are adopted and you have seen RON (Research Octane Number) and MON (Motor Octane Number) details
on your Vehicle if you are living in the first world.RON (Research Octane Number) is one of most
common type of octane ratings worldwide. RON is measured by running the fuel in a test engine with a
variable compression ratio under controlled conditions, and comparing the results with those for mixtures
of iso-octane and n-heptane. There is another type of octane rating, called MON (Motor Octane Number) ,
which is a good measure of how the fuel behaves when under load, since it is determined at 900 rpm engine
speed, instead of the 600rpm for RON. MON testing uses a similar test engine to that used in RON testing,
but with a preheated charge, higher engine speed, and variable ignition timing to further stress the fuel’s
knock resistance. Depending on the composition of the fuel, the MON of a modern gasoline will be about 8
to 10 points lower than the RON, however there is no direct link between RON and MON. Normally, fuel
specifications require both a minimum RON and a minimum MON.Some European countries and Australia
use other terminology called AKI (Anti Knock Index) that is nothing but the average of MON and RON,
AKI= MON +RON/2
RON is usually higher than MON, however in actual road condition, we use other term RdON (Observed
Road Octane Number).Road condition plays an important role in our octane rating, so we introduce this
term to account those parameters which is unknown to Manufacturers (http://www.runyard.org/
jr/CFR/OctaneExplanation.html, 2014).
2 Materials and Methods
2.1. Fuel Blends Materials and Preparations
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Int. Journal of Applied Sciences and Engineering Research, Vol. 3, Issue 1, 2014
Fuel properties are found by using mathematical tools and data is considered by literature review. After
using computation and applying some correlation, graphical variation of engine variables with respect to
other variable is found. Ethanol is a quasi-renewable energy source as while the energy is partially
generated by using a resource, sunlight, which cannot be depleted, the harvesting process requires vast
amounts of energy that typically comes from non-renewable sources. Creation of ethanol starts with
photosynthesis causing feedstock, such as sugar cane or a grain such as maize, to grow. These feed stocks
are processed into ethanol.
C6H12O6 2C2H5OH +2CO2 + Heat
During ethanol fermentation, glucose and sugar in the sugarcane or corn is converted into ethanol and
carbon dioxide .We can also form the ethanol from ethane by hydrolysis of double bond in the presence of
catalyst and high temperature,
C 2H 4 + H 2O C2H5OH
While combustion of ethanol in the presence of O2
C2H5OH + 3O2 2CO2 +3H2O +Heat
For the ethanol to be utilized as a fuel, the majority of the water must be removed. Most of the water is
driven off by distillation, but the purity is fixed to 95–96% due to the formation of a
lowboilingwater-ethanol azeotrope with maximum (95.6% m/m(96.5% v/v) ethanol and 4.4% m/m (3.5%
v/v) water). This mixture is called hydrous ethanol and can be used as a fuel alone, but unlike anhydrous
ethanol, hydrous ethanol is not miscible in all ratios with gasoline, so the water fraction is typically
eliminate in further treatment in order to burn in combination with gasoline in gasoline engines.
Transesterification is the process of exchanging the organic group R″ of an ester with the organic group R′
of an alcohol. These reactions are often catalyzed by the addition of an acid orbase catalyst. The reaction
can also be accomplished with the help of enzymes (biocatalysts) particularly lipases.
With increasing in percentage of ethanol, slugging of water in fuel line is happened, which get the engine
stalls. In order to prevent damage to the engine, single phase is to be required, so dehydration process is
used to separate out the water from our mixture. There are generally three dehydration processes to
eliminate the water from an azeotropic ethanol/water mixture. The first process, used in several early fuel
ethanol plants, is called azeotropic distillation and comprise of adding benzene or cyclohexane to the
mixture. When these components are added to the mixture, it forms a heterogeneous azeotropic mixture
invapor-liquid-liquid equilibrium, which when distilled produces anhydrous ethanol in the column bottom,
and a vapor mixture of water, ethanol, and cyclohexane/benzene. When condensed, this becomes a
two-phase liquid mixture. The heavier phase, poor in the entertainer (benzene or cyclohexane), is stripped
of the entertainer and recycled to the feed, while the lighter phase together with condensate from the
stripping is recycled to the second column. Another early method, called extractive distillation, consists of
adding a ternary component which will increase ethanol's relative volatility (Gasoline C made with
Hydrous Ethanol in Brazil 2008)
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2.2 Fuel properties
2.2.1 American Petroleum Institution gravity (API gravity)
Measure the lightness or heaviness of petroleum liquid fuel in comparison to water. If API gravity is
greater than 10 , it is lighter and will float on water , while value less than 10 ,implies it is heavier and sinks
.API gravity is inverse proportion to relative densities or specific gravity.API gravity is thus an inverse
measure of the specific gravity of a petroleum liquid, but it is used to compare the specific gravity of
petroleum liquids. For example, if one petroleum liquid float son another and is therefore less dense, it has
a greater APIgravity. Although mathematically, API gravity has no units, it is, nevertheless, referred to as
being in "degrees". API gravity is gradated in degrees on a hydrometer instrument. The API scale designed
so that most values would fall between 10 and 70 API gravity degrees. Mathematically,
API= (141.5/Sg) -131.5
Sg=Specific gravity
Specific Gravity or Relative Density (g=constant)
Ratio of weight density of liquid to weight density of standard liquid, i.e Water
Sg = ρfuel g/ρwater g = ρfuel /ρwater
For blending component,
Sg = A + B.T (1)
A and B are constants, which depend on different percentage of bio fuel blend.T is a temperature in Kelvin.
According to (B.Tesfa et al.2010), variation of specific gravity is given by Ist Degree linear equation (1) .
Sg=Σ Sgi Mi (2)
Sgi is a i component of blend, while Mi is a mass fraction of I component of blend. (Tate, M. et al.2000)
carried out the experiment and show the variation of specific gravity by equation (2)
(Alptekin, E. et al. 2008) perform the experiment on different blended bio fuel, viz soybean oil, waste palm
oil, sunflower oil, corn oil, canola oil and cottonseed oil. They suggested is degree empirical equation (3).
Which represent the relation of density of bio fuel blend with percentage of bio fuel.
ρb = Ax + B (3)
Where ρb is density in g /cm3 and A , B are the constant that depend on fraction of bio fuel blend .
Viscosity of bio fuel
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(Grunberg L, Nissan AH et al.1949) gave logarithmic relation between components of bio fuel and
provided a equation (4) of kinematic for mixture .However this law was originally given by Arrhenius.
Ln(ʋmixture) = x1ln(ʋ1) + x2 ln(ʋ2) (4)
ʋmixture is a kinematic viscosity of mixture in mm2/s.ʋ1, ʋ2 are the kinematic viscosity of component 1 and
component 2 respectively, while x1, x2 is the mass or volume fraction of component 1 and component 2 of
bio fuel.
Octane rating of bio fuel
An equation for gasoline blending is proposed by (Morris et al.1975). According to Morris Octane number
of non linear gasoline blending is given by equation (5)
(Octane Number)b = Σ aiXi + Σ aj Xj +Σbij Xi Xj (5)
ai , aj are the octane numbers of ith and jth components, whileXi , Xj are the mass or volume fraction of ith
and jth components.bij is binary interaction coefficient of components ith and jth .
2.3 Heat of Combustion
The heating value (or energy value or calorific value) of a substance, usually a fuel or food (see food
energy), is the amount of heat liberated during the combustion of a specified amount of it. The energy value
is a characteristic for each substance. It is measured in units of energy per unit of the substance, usually
mass, such as: kJ/kg, kJ/mol, kcal/kg, Btu/lb.
Heating value is commonly determined by use of a bomb calorimeter (For the gases, we use junket
calorimeter)
The heat of combustion (∆Hc◦) is the energy liberate as heat when a substrate undergoes complete
combustion with oxygen under standard conditions. The chemical reaction is typically a hydrocarbon
reacting with oxygen to form carbon dioxide, water and heat. The heat of combustion is generally measured
with a bomb calorimeter. It may also be calculated as the difference between
the heat of formation of the products and reactants.
∆Hc◦ =Σ (∆Hf◦ )P -Σ(∆Hf◦ )R (6)
3. Experiment/ tests conducted
3. 1 Mathematical Correlation of B.T.E
Brake thermal efficiency is one of important parameter to relate the heating value of fuel with BHP of
engine. This gives anidea of the output generated by the engine with respect to the heat supplied in the
form of fuel. Generally B.T.E is 28 % in modern engine, using gas and gasoline as fuel. Although, BTE
increase with higher compression ratio oil engines (V.Ganesan, Internal Combustion Engine Tata McGraw
Hill 2008) The BTE of the engine is depending on various parameters, while using blend fuels having
Alok dhaundiyal 133

different properties. The factors which may have significant influence on BTE are considered for
formulation of mathematical model for the present study and they are namely brake power, rotational
speed of engine, torque developed, mass of fuel consumed, mass of air required, calorific value of fuel,
densities of fuel and air, viscosity of fuel, heat carried away by cooling water, compression ratio, length of
stroke and diameter of piston and atmospheric pressure etc. In all 19 variables are identified, and by using
Buckingham π theorem concept, an attempt is made to develop a mathematical expression to study the
effect of these parameters simultaneously on BTE.
Using Buckingham π theorem(S.K Som,Gautam Biswas, Fluid Mechanics and Fluid Machines, McGraw
hill.2013), we derived the expression for brake thermal efficiency (B.T.E).Mathematical model for BTE is
derived using some important parameters, which may affect the BTE of engine someWhen physical
phenomenon is express by m variable as X1, X2,X3,………Xm . We may express the phenomenon
analytically by an implicit functional relationship of the controlling variables. Some of terms are
enumerated:
N = Speed [rpm]
F.P = Frictional power [KW] M L2T-3
ʋ =Kinematic Viscosity [mm2/s] M0 L2 T-1
L= Stroke length [m] M0 L T0
Ap =Area of piston [m2] M0L2T0
B.P =Brake Power [KW] M L2 T-3
r = Compression ratio =1+Vs/Vc
Pa = Atmospheric pressure[ Pa] M L-1T-2
g = Acceleration due to gravity [N /s2] M0 L T-2
(φ) = equivalence ratio
Mf = mass of fuel [Kg/s] M L-1 T0
ρ a = Density of air [Kg/m3] M L-3 T0
Ma = mass of air [Kg/s] M L-1 T0
MON =Motor Octane Number
RON = Research Octane Number
AKI = Anti Knock Index
Z=Mach Index
Vg= Velocity of gas[m/s] M0 LT-1
α= Sonic Velocity[m/s] M0 LT-1
Twi =Inlet water temperature [K]
ȠBTE = brake thermal efficiency
Cp g =Specific heat of exhaust gas [KJ/kgK]
Cpw = Specific heat of water [KJ/kgK]
Re = Reynolds Number
Fr =Froude’s Number
Two= Oulet water temperature [ K]
Tgi = Temperature of gas at inlet [K]
t =time
Q = 10 c.c
T =Torque [Nm] M L2T-2
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D= Diameter of Piston [m] M0 L T0

∆Hc◦ = Heating value of bio fuel [ KJ/Kg] M0 L2T-2
ρf = Density of fuel [Kg/m3] M L-3 T0
(φ)a= fuel air ratio
Ta = ambient air temperature [ K]
Tgo = Temperature of exhaust gas at outlet [ K]
Qw = Heat carried away from water per sec [KJ/s] MLT-3
Qg = Heat of exhaust gas [KJ/s] MLT-3
Vs = Stroke Volume[m3] M0 L3 T0
K = Number of Cylinders
Sp= Average piston speed [m/s] M0 LT-1
R = Gas constant
f(X1, X2,X3,………Xm) =0 (7)
Assume n be the number of fundamental dimensions ,such as length , mass and

time ,temperature ,etc.involved in equation (7) ,then according to Buckingham ‘s π theorem ,and
following the conditions of dimensional homogeneity of the variables, the phenomenon can be shown in
terms of (m-n) dimensionless group like π1, π2, π3, π4, …… πm-n. . The π terms represent the
dimensionless array or parameters consist of different combinations of a number of dimensional variables
out of the m variables defining the problem. We can group these terms as:
Ф (π1, π2, π3, π4, …… πm-n.)=0 (8)
The number of π terms is fixed by theorem. For determining the no dimensional terms, i.e π. Any group
of n (n= Number of fundamental dimensions) variables out of total m terms is first chosen. These n
variables are referred as repeating variables. Then the π terms are obtain by the product of repeating
variables raised to arbitrary unknown integer exponents and any one of the excluded (m-n) variables. Such
as :
Π1 = X1a1 . X2a2………..Xn an . Xn+1 (9)
Π2 = X1a1 . X2a2………..Xn an . Xn+2 (10)
-----------------------------------------------
Πm-n = = X1a1 . X2a2………..Xn an .Xm (11)
In selecting the repeating variables, we have to consider the few noting points as :
(1)The repeating variables must include among them all the n fundamental dimensions, not necessarily in
each one but collectively.
(2)The dependent variable or the output parameter of the physical phenomenon should be in corporate in
the repeating variables itself, i.e brake thermal efficiency.
Geometric property: Diameter of Piston

Flow property: N (speed of Engine)
Fluid property: Kinematic viscosity
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Ƞbte α B.P (12)
B.P α T , N (13)
Ƞbte α 1 / ∆Hc◦ (14)

So on,
f ( ƞbte ,ʋ, φ, Qw , ρf , D, N, T, B.P, ρa ,Ta , Tg , g , Pa , L, Ma, ,r, Mf , ∆Hc )=0 (15)
There is total 19 variables .Among them 19-3 = 16 variables are non dimensional variables, i.e π terms
Now all the π terms are solved and substituted. The physical phenomenon relation we obtain is ,
f (ƞbte , B.P/D5N3, T/N2D5 ρf , ∆Hc /D2 N2 ,Ma/ N ρf D3, Mf/ N ρf D3 , ρa / ρf ,φ , Qw /N3D5 ρf , φ,

Qw / D5N3 ρf , ʋ /ND ,r ,L/D, Pa / N2 D2 ρf , N2/D g , Ta , Tg ) =0
or
ƞbte = f (B.P/D5N3, T/N2D5 ρf , ∆Hc /D2 N2 ,Ma/ N ρf D3, Mf/ N ρf D3 , ρa / ρf ,φ , Qw /N3D5
ρf ,1/( φ )a , ʋ /ND ,r ,L/D, Pa / N2 D2 ρf , N2/D g , Ta , Tg ) (16)
N2/D g = (Froude ‘s Number)2
ʋ /ND = 1 / Re
After excluding the constant and insignificant terms.
Our expression will be,
BTE = Kc ( X1a1 , X2a2 , X3a3 , X4a4 , X5a5 ) (17)

X1 = B.P/D5N3
X2 = T/N2D5 ρf
X3 = ∆Hc /D2 N2
X4 = 1/ (φ)a
X5 = Qw /N3D5 ρf
After using Buckingham pie theorem,
a1 = - 449/1000; a2 = 1328 /1000; a3 = 255/1000; a4 = 653 /1000; a5 = - 18 /100
Value of Kc = 9.746E -6 (after using mathematical computation, value of constant has been found)
3.2 Additional Formulae
B.P = 2 π N T / 60000
Qw = Mw Cpw ( Two – Twi)
Qg = Mg Cpg ( Tgo – Tgi )
Mw = B.P / ρw.g
Mg = Mf ( 1 + 1/(φ)a )
Φequivalent ratio = (φ)a / φst
Bsfc = B.P / ∆Hc◦
Z = Vg /α
Pbmep[bar] = T . 4π/Vs
or ( 2 . ƞbte . ∆Hc◦ . 60000/ 105 .L.Ap .N. K)
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Re = Vg.DH / ʋ
DH = 4A/P
γmixture = ∑ γi .Ri . Xi/ ∑ Ri . Xi
ƞi.p = 1 – |1 /rγmixture -1|
Sp = 2. L . N/60
Ƞvolumetric % = 12000 . Ma . Ra . Ta / N .Pa . Vs
Φa = Mf/Ma
Φ st = ∑ Xi .φi
Φ equivalence = Φa / Φ st
Ƞm = B.P/ I.P
Mf = ρf . Q/t
Ma = ρa . (πd2/4) . Cd. √2gH
Emixture = ΣEi . Xi
α= √ Emixture / ρmixture
3.3 Engine Specification

Table 1: Engine Specification
Parameter BHP Compression ratio Stroke length Coolant Bore Cylinder CC. Rated rpm
Forced
Value 3KW 8:1 66.7mm 70mm 256.56 5200
water coolant
Table 2: Detailed description of fuel properties
Kinematic
Heating
Fuel API Specific Viscosity Octane Reynolds Anti
Value
Abbreviation gravity Gravity Rating number Knocking
mm2 /s
@30 ◦C
KJ/Kg
Index
Gasoline 59.72 0.7400 0.4872 48000 93.2 103.2 87
E10 58.46 0.7449 0.5366 46170 97.1 94.42 86.4
E15 57.84 0.7473 0.5632 45255 98.77 90.31 86.25

E20 57.22 0.7498 0.5910 44340 100.3 86.39 86.20
E25 56.60 0.7522 0.6203 43425 101.6 82.62 86.25
E30 55.99 0.7547 0.651 42510 102.7 79.02 86.40
E35 55.39 0.7521 0.6832 41595 103.6 75.57 86.65
4. Results and Discussion
4.1 Variation of BTE with N speed (Ethanol, Methanol and n-Butanol)
Using the equation 17 and increasing the speed of engine from1000 to 1500 rpm , we have derived the
results for different type of blends.
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Figure 1: Variation of B.T.E with speed of engine using ethanol

4.1.1 For Ethanol
In figure 1, taking sample of E10, E15, E20, E25, E30, E35, and pure gasoline to find the distinctive
variation of BTE with increase in engine speed. Increasing speed of Engine, BTE of engine decrease
relatively to pure gasoline. This is, however, noticeable that reduction of BTE for different vol % of
Ethanol is the very small of any other blending components used in this study. The curves of ethanol are
snugly overlap with gasoline and variation of slope is quasi constant.
Figure 2: Variation of B.T.E with speed of engine using methanol
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4.1.2 For Methanol
In figure 2, similarly, methanol blended fuel has been tested relatively to pure gasoline. Calorific value of
methanol is the lesser of other two different component, i.e ethanol and butanol. BTE in case of Methanol
is drastically decrease and the slope of methanol curve decreases with respect to gasoline curve .The
curves of different vol % of Methanol is scatter fitted ,however with increase in engine speed the
curves tends to merge with gasoline . It implies methanol blending behaves more likely as ethanol at
higher speed. This also shows methanol blending is suitable for high speed engines.
4.1.3 For n- Butanol
Figure 3 shows the behaviour of n- butanol curve with gasoline relatively. The different curves of n-
butanol having constant slope with respect to pure gasoline .This implies there is constant reduction of
BTE with speed. With increase in vol % of butanol , the BTE will be reduced constant amount.
Despite of having higher calorific value of butanol of Ethanol and methanol, blending of ethanol with
gasoline will be more advantageous than that of remaining two. Hence, we have focused our studies to
ethanol only.
Figure 3: Variation of B.T.E with speed of engine using n-Butanol
4.2 Octane rating of ethanol (including A.K.I, RON, and MON)
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Figure 4: Octane number versus vol % of ethanol
Octane number [1] defined for gasoline with respect to additive % and performance number is,
ON(>100)=100+[28.28A/(1+0.736A+√(1+0.736A-0.035216A2) ]
A =TEL [ (C2 H5)4 Pb ] in ml /gallon of fuel, while P N= Performance Number
Or
Octane Number = 100 +[ PN-(100 /3)]
O.N of blend component, ethanol, increase with vol % of ethanol in blended fuel. Octane number has
optimum value between E50 and E70. With increase in % blending, ON increase initially after attaining
optimum value slope of curve decrease with further increase in blending %. Although final value of ON is
relatively more than a pure gasoline.
Tendency of increasing in ON with vol % of ethanol reduce the knocking and lead to regular burning
with less emission of COx and HC . However with increase in Tg , % raise of NOx emission .
However using EGR and the catalyst converter alleviate the problem of NOx emission.
EGR = (MEGR / Mcyl ) .100
MEGR and Mcyl are in Kg/s
Figure 5: Variation of RON, MON, and AKI with vol % of ethanol
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In American continent, octane rating of fuel is done by research octane number of fuel at different
compression ratio. Unlike India, in fuel station you will find the RON in the USA and some other
countries . It is a measure used to measure a fuels knocking resistance in spark-ignition internal
combustion engines. Octanes are a family of the paraffin that is typical components of gasoline. They are
colourless liquids that boil around 125 °C . One member of the octane family, isooctane is used as a
reference standard to benchmark the tendency of gasoline/petrol or LPG fuels to resist self-igniting. In a
normal spark-ignition engine, the air-fuel mixture is heated due to being compressed and is then triggered
to burn (relatively) slowly by the spark plug and ignition system. If it is heated and/or compressed too
much, then it will explode when triggered (detonate), or even self-ignite before the ignition system sparks.
This causes much higher pressures built inside the cylinder than engine components are designed for and
can cause a "knocking" or "pinging" sound. Knocking can cause major engine damage if severe, such as
overheating and thermal stresses . It is possible for a fuel to have a Research Octane Number (RON) more
than 100, as Iso-octane is not the most knock-resistant substance available. Racing fuels, avgas, LPG and
alcohol fuels such as methanol may have octane ratings of 110 or significantly higher. Typical "octane
booster" gasoline additives include MTBE, ETBE, isooctane and toluene. Lead in the form of tetraethyl
lead was once a common additive, but its use for fuels for road vehicles has been progressively phased-out
worldwide, beginning in the 1970s.One of the main reason was emission problem with TEL(Leaded Gas
Phase out1995)There is a increment in research , motor octane number ,while in figure 4 octane
number increased till certain value of vol% of ethanol then decrease with further % increase of vol
of ethanol .Both Octane and research octane number measure the anti knocking quality of fuel except
RON , is measurement of fuel anti knocking quality at different compression ratio, which implies
variation of swept volume and mean effective pressure inside the cylinder , while octane number measures
the % of iso octane in sample with standard reference value of Iso octance, i.e 100 . Octane
number of n- heptane is assigned 0 ON.
AKI ( anti knock index ) is a average value of RON and MON.
There is another type of octane rating, called Motor Octane Number (MON), which is a fair measuremnt
of how the fuel behaves under loading condition, as it is determined at 900 rpm engine speed, instead of
the 600 rpm for RON. MON testing uses a similar test engine to that used in RON testing, but with a
preheated fuel mixture, higher engine speed, and variable ignition timing to further stress the fuel's knock
resistance. Depending on the composition of the fuel, the MON of a modern gasoline is about 8 to 10
points lower than the RON, however there is no direct link between RON and MON. Normally, fuel
specifications require both a minimum RON and a minimum MON.
The octane number measured is not an absolute number but rather a relative value based on accepted
standards. By definition, n-heptane has an octane number (RON and MON) of 0, while iso-octane
(2,2,4-trimethyl pentane) is 100. Linear combinations of these two components are used to measure the
octane number of a particular fuel. A 90%/10% blend of iso-octane/n-heptane has an octane value of 90.
Any fuel knocking at the same compression ratio as this mixture is said to have an octane number of 90.
In general, RON values are never less than MON, although exceptions to this rule exist. For pure
compounds the differences between RON and MON range from 0 to more than 15 numbers. Typical values
for gasoline range hydrocarbons having boiling points between 30° and 350° F go from less than 0 to
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greater than 100 with the extreme values being generated by extrapolation
(http://www.refiningonline.com/engelhardkb/crep/tcr4_29.html).
4.3 Variation of brake mean effective pressure ( Pbmep)
Variation of brake mean effective pressure with vol % can be seen at figure 6.
The definition of BMEP is: the average (mean) pressure which is developed, if imposed on the pistons
uniformly from the top to the bottom of each power stroke, would produce the measured (brake) power
output. Results have been taken at different speed 990 , 1530, 2040,2580 ,and 3000rpm.Brake mean
effective decrease with increase in speed and vol % of ethanol .With decrease in bmep , torque developed
by engine will also be decreased . Bmep is one of major parameters decides the operating condition of
engine , however excessive bmep may cause severe damage to piston and the cylinder head ,so its
value should be within operating limit. BMEP is another very effective yardstick for comparing the
performance of an engine of a given type to another of the same type, and for evaluating the
reasonableness of performance claims or requirements.
Figure 6: Variation of bmep with ethanol vol %
4.4 Variation of Frictional losses in the blended fuel
Frictional or unaccounted losses increase with ineffective heat dissipation through water circulation and
scavenging of exhaust gases through exhaust manifold.
F.P = I.P – B.P – Qw – Qg
Indicated and brake power is constant for a particular class of engine ,while heat carried away from
water and gas indirectly effect the brake thermal efficiency of engine . Due to ineffective scavenging of
exhaust gas enhance the heat loss through exhaust manifold; however some engines are equipped with
turbocharger or super charger to utilize the heat loss of exhaust gases. This increases the mass density,
which in turn increase the brake power of engine. With the increase of vol % blending, frictional losses
decrease linearly. Results are taken at different speed 990,1530,2040,2580 and 3000 rpm and results are
very much clear as speed of engine increase, it increases the brake power. Moreover temperature gradient
across the engine cylinder also assists the heat transfer rate through cylinder liners. Increasing rate of
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amount of coolant also reduce the frictional losses. Higher equivalence ratio helps to facilitate proper
scavenging of exhaust gases. Frictional losses generally increase with engine speed ,but if we increase
volumetric percentage of blending , we can somehow reduce the frictional losses which turn out to be
advantageous for using blend fuel with high speed engine ,where frictional losses are quite higher in
gasoline engine than that of bio fuel . An engine has many moving components that produce friction, as
big end bearing. Some of these friction forces remain constant (as long as external load is constant); some
of these friction losses increase as engine speed increases, such as piston side forces and connecting
bearing forces (due to increased inertia forces from the oscillating piston often at higher speed ). A few
friction forces decrease at higher speed, such as the friction force on the cam's lobes, higher pairs, used to
operate the inlet and outlet valves (the valves' inertia at high speed tends to pull the cam follower away
from the cam lobe). Along with friction forces, an operating engine has pumping losses, which is the work
required to move air into and out of the cylinders. This pumping loss is minimal at low speed, but increases
approximately as the square of the speed, until at rated power an engine is using about 20% of total power
production to overcome friction and pumping losses. Pumping losses also increase as air has low specific
volume which reduce the brake power and subsequently, increase the frictional losses. Although pumping
losses can be categories as: Exhaust Blowdown Loss, Exhaust Stroke Loss, and Intake Stroke Loss. The
leakage of product of combustion also lead to reduction of effective pressure and hence reduce the
Indicated power of engine, such type of losses are named as blow by losses.
Figure 7: Variation of frictional power with vol % of ethanol
4.5 Effect of brake power on BTE due to blending
In Figure 8 , this can be shown the influence of brake power over brake thermal efficiency . Brake
thermal efficiency reduces with increase in brake power of blended fuel. Study is carried out at constant
speed and torque. BTE is reduced linearly at constant slope, but after certain limit slope decreases
further ,hence percentage reduction of BTE also increase . This is, however, taken place for particular
chunk between 2000 KW and 3500 KW . After 3500 KW, slope is increased and reduction of BTE reduce
to some extent, as X5 increased with increase in Qw . Gasoline has the comparatively better BTE of any
other blended fuels may have.
4.6 Effect of brake power on brake specific fuel consumption
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Bsfc is a amount of charge will be used in an hour to produce a unit BHP. Fuel consumption of engine is
one of vital parameter to be discussed specially when you are talking about efficient working of alternative
fuel for the future engines. Bsfc variation in figure 9 with brake power shows how brake specific fuel
consumption of blended fuel demands increases with brake power than that of gasoline. Gasoline has the
least bsfc of any other fuel used in our study. In starting bsfc of fuel decreases linearly with brake power. In
between section 2000 KW and 2200KW, the bsfc of blended fuels decrease further as the slope of curves.
Comparatively, for producing same output as gasoline engine does, we will have to increase the mass rate
of blended fuel, Mf.
Figure 8: Variation of BTE with brake power
Figure 9: Variation of bsfc with brake power of engine
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4.7 Variation of volumetric efficiency with speed of engine
There is speed variation from 990rpm to 3000rpm and volumetric efficiency is noted at those points.
Seeing the graphical variation of volumetric efficiency with respect to speed of engine , it is
shown how volumetric efficiency decreases linearly with increase in speed .Slope of curve is
constantly changing ,so is volumetric efficiency. At the starting from 990 to 1500 rpm slope is constant,
but after 1500 to 2000rpm there is variation in slope of curve and slope decreases. Similarly from 2500 to
3000 rpm, the same trend of decrement is noted. Volumetric efficiency defines the aspiratory strength of
engine and with variation of volumetric efficiency; the AF ratio will be affected. Economy of engine
depends upon volumetric efficiency of engine. Many high performance cars use carefully arranged air
intakes and tuned exhaust systems that use pressure waves to push air in and out of the cylinders, making
use of the resonance of the system. Two-stroke engines are very sensitive to this concept and can use
expansion chambers that return the escaping air-fuel mixture back to the cylinder.
Figure 10: Variation of volumetric efficiency with speed of engine
A more modern technique for 4 stroke engines, variable valve timing, attempts to address changes in
volumetric efficiency with changes in speed of the engine: at higher speeds the engine needs the valves
open for a greater percentage of the cycle time to move the charge in and out of the engine. Forced
induction such as turbo charging or super charging increase aspiration of engine. Naturally
aspirated engines have 100 % volumetric efficiency, which is generally having DOHC technique.
4.8 Influence of blending on velocity of gas and torque generation
With change in the mass rate of charge, there is momentum change of gases takes place, resulting the thrust
force developed inside the engine cylinder. If we assume this thrust force is completely transmitted to
crank shaft without any frictional losses i.e as in ideal condition, torque, which is generated at crank ,can
be calculated when initially engine is at idle state .
Ftotal = FEXT + MF .Vg
As FEXT = 0
Thrust force = MF . Vg
Tgenerated = FT . L/2
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Figure 11: Torque generated and velocity of gas versus Ethanol vol %
In figure 11, We can see with increase in vol % of ethanol torque generated will increase
linearly ;whereas velocity of gas increase more linearly than torque generated at crank shaft . Mach
Index is assumed to be 0.6. In this case and sonic velocity has been determined using Newton
–Laplace formula for pressure waves.
α = √E/ρ
4.9 Effect of blending on equivalence ratio at different engine speed
Equivalence ratio is defined by ratio of actual F.A/A.F ratio to chemically correct or stoichiometric FA
ratio
Ф>1 ( rich mixture)
Ф<1 ( lean mixture)
Ф=1 ( chemically correct mixture)
As volumetric % of ethanol is increase with increase in speed , equivalence ratio will also be increased
in similar manner. This implies rich mixture is needed when engine speed increases with vol %, although
this increases the fuel consumption. Relatively to the gasoline engine, the blend fuel engine requires more
rich mixture than that of gasoline. For the similar rpm of engine, amount of gasoline would be less required
than blended fuel mixture of ethanol. This is one of demerit of ethanol, as heating value of ethanol is quite
less than gasoline, which in turn not sufficient to meet the need of engine at particular load and speed.
4.10 Variation in mechanical efficiency of engine with brake power
Blending has a few demerits over pure gasoline, but some engine parameter, which is essential, is
influenced greatly by the blending of bio fuel with gasoline. Mechanical efficiency of engine is augmented
with brake power. As brake power of engine increase, mechanical efficiency of engine increases linearly
after further increase in brake power, there is abrupt change in mechanical efficiency during short span of
increment in brake power. Blending will be beneficial, if mechanical efficiency is our designing factor for
the future engine. Gasoline has mechanical efficiency for the same brake power.
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Figure 12: Variation of equivalence ratio with ethanol vol %
Despite having higher heating value, gasoline doesn’t perform as better as ethanol does. Practically
mechanical efficiency demarcates real engine stats with ideal state . Mechanical efficiency measures the
effectiveness of a machine in transforming the energy and power that is input to the device into an output
force and movement. Efficiency is measured as a ratio of the measured performance to the performance of
an ideal machine.
Figure 13: Shows mechanical efficiency variation with brake power.
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4.11 Impact of external load on bsfc
Engine has subjected upon external loading 380, 472,448, 413,381, 336 N and varied speed. Brake specific
fuel consumption determined proportionally to each load& speed. As external load increases , bsfc of
engine increases proportionally ,although variation in bsfc is very small between 380 to 381 N ,
but as load is suddenly decrease to 336 N , the difference among different curves of different
volumetric % becomes wider and it shows gasoline can handle the same load at lower bsfc of
any other fuels . As show in figure 14 , bsfc is increasing rapidly , but sudden drop of bsfc due to
reduction of external load . Unlike other fuels, gasoline doesn’t succumb under loading; however E10
blending behaves much more like gasoline with increase in external loading. Blending is not advantageous
if external loading is primal concern. Any engine will have different BSFC values at different speeds and
loads. For example, a reciprocating engine achieves maximum efficiency when the intake air is unthrottled
and the engine is running near its torque peak. However, the numbers often reported for a particular engine
are a fuel economy cycle average statistic. For example, the cycle average value of BSFC for a gasoline
engine is 322 g/kW·h, translating to an efficiency of 25% . However, efficiency for that engine can be
lower or higher than this average statistic depending on the operating condition. In the case of a production
gasoline engine, the most efficient BSFC is approximately 225 g/kW·h, which is equivalent to a
thermodynamic efficiency of 36%.
Figure 14: Variation of bsfc with external load
4.12 Effect of blending % on the Reynolds number
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Reynolds number is an indicator of the range of scales in the flow regime. The higher the Reynolds number,
the greater the range of scales. The largest eddies will always be the same size; the smallest eddies are
determined by the Reynolds number. As the Reynolds number increases, smaller and smaller scales of the
flow are visible. Mach number, in compressible fluid, is required to define the scale of flow regime inside
the cylinder. We have fixed Mach Index to 0.6, so it also influences the turbulent flow of charge, owing to
velocity of gas. Viscous forces are dominant at low Re, and are characterized by smooth, constant fluid
motion; turbulent flow occurs at high Reynolds numbers and is dominated by inertial forces, which tend to
produce chaotic eddies, vortices and other flow instabilities. Turbulence created around fixed wall is wall
turbulence, which has been intensified with frictional forces created at confined walls of cylinder.Prantl
mixing hypothesis defines the fluctuating component that effect the shear stress developed in turbulent
boundary layer . Shear stress depends on root mean square of velocity of gas, which in turn influence the
velocity gradient. In Figure 15. Reynolds number decrease exponentially with volumetric % of ethanol.
Flame of propagation is greatly influence with turbulence inside the engine. As flow velocity increases and
turbulence is introduced, a flame will begin to wrinkle, then corrugate and eventually the flame front will
be broken and transport properties will be enhanced by turbulent eddies in the flame zone. As a result, the
flame front of a turbulent flame will propagate at a velocity that is not only a function of the mixture's
chemical properties but also properties of the flow and turbulence. Experiments have depicted that
turbulence increases flame propagation rates to a point, but sufficiently high turbulence intensities diminish
the propagation rates too and lead to flame extinguishment. This limits the utility of lean mixtures, which
thermodynamically promise higher thermal efficiencies and lower emissions, in practical combustion
devices. Neither theoretical models nor computational studies have yet been able to explain these
observations. In fact, the theoretical models do not agree with the experiments nor with each other.
Higher % of blending and increase in FA ratio with increase in speed of engine and vol % of ethanol ,
resulting flow of rich mixture , that cause reduction of turbulence and subsequently reduce the flame
propagation. However pre-ignition is reduced with increasing % of blending.
Figure 15: Variation of Reynolds number with ethanol vol %
4.13 Variation of bsfc with vol % of ethanol
There is a linear increment of bsfc with volumetric % of ethanol. Curves are more likely constant with
ethanol %, but at lower speed bsfc increases, while high speed of engine comparatively demanded less bsfc
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than low speed .Study is carried out between 890 to 3000 rpm of engine. The main reason of
declining quality of ethanol with increase in its percentage is % v/V increase of water and
solubility increase with increase in pressure and make the formation of positive azeotropic
mixture ,which cause reduction of mileage and life of engine .
Figure 16: Shows bsfc variation with ethanol vol %
However if we try some method to prevent formation of azeotropic mixture and keep it in
single phase , we may alleviate the problem to some extent . Distillation becomes tedious with
increasing % volume of ethanol, since azeotrope is a mixture of two or more liquids in such a way that its
components cannot be altered by simple distillation. This happens as, when an azeotrope is boiled, the
vapor has the same proportions of constituents as the unboiled mixture.Azeotrope are also called constant
boiling mixtures. Mixing and starting problem is also one of the problems nexus with increasing %
of ethanol in gasoline .In European and latin American countries , the percentage of
ethanol is fixed to 25 % . when water fuel emulsion is implemented with varying fuel injection
duration, and the water percentage is higher than 20%, a slight increase is observed in bsfc and soot
emissions, a fact owed to the significant increase of injection duration(E.G. Pariotis et al . 1989).
(K. Kannan et al.2009) were concluded in their study NOx and HC formation decreased with
increased in water % in the emulsified fuel. Emulsified fuel can be rather better alternative than blend
fuel . Allowing water into the combustion chamber has been around for some time, through water injection
systems and emulsification of water into fuel. Although water injection is a worthy subject, if we focus on
emulsification technology as it is a method of substantially reducing greenhouse emissions that could be
rapidly implemented as a fuel, in conventional autos, without the need for major engine modifications.
However both ethanol & water emulsion will increases the bsfc and decrease the BTE for
the constant brake power .
5. Conclusions
Engine performance can be evaluated on the basis of engine parameters that influence the performance of
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vehicle on the road. Blending is advantageous as alternative fuel, that is an indispensable need of today’s
quest . Quasi renewable sources are ample of amount in nature. It just needs to be tapped. There is a
possibility of better prospect than primitive fuels. This paper concluded that gasoline is over the edges,
relatively, to bio fuel in some points, especially specific fuel consumption. For the same output we have
got to be paid more if we use ethanol blended fuel , while it also enhance the costs of extra equipment
installation for keeping fuel line intact in case of ethanol ,as with increase in percentage of
ethanol ,water slugging may arise the complication in fuel supply line due to azeotropic behaviour
with increasing volumetric percentage of ethanol. Study carried out and found increasing percentage of
ethanol reduce the emission of COx and HC,as in equivalence ratio increases with ethanol blending i.e E 20
(20%vol ethanol) has less emission than normal gasoline, but some other factors bmep and bsfc will
reduce with ethanol blending % . Gasoline requires extra cost of refining and emission is one of the
major problem, especially COx and NOx ,which is facing by the world .Hence bio fuel blending is
necessary and we can increase the performance of bio fuel where they are lagging by adding some
additives to enhance qualitatively the bio fuel performance . If there is more than about 71% ethanol, the
remainder can be any proportion of water or gasoline and phase separation will not occur. The fuel mileage
declines with increased water content. Emulsified fuel can be an alternate to override the certain demerits
of blend fuel.
Acknowledgement
I would like to express my deepest appreciation to all those who provided me the possibility to completed
my paper. A special gratitude I give to my advisor ,Prof. Dr. Vijay Kumar Gupta , Department of
Mechanical Engineering , Govind Ballabh Pant University of Agriculture and Technology ;whose
contribution in stimulating suggestions and encouragement, helped me to coordinate my research paper.
6. References
1. Ganesan .Internal Combustion Engine Tata McGraw Hill (Third Edition).

2. Viral K. Pandya,Shailesh N. Chaudhary, Bakul T Patel, Parth D Patel,2011. Experimental Study on
the effect of Methanol-Gasoline, Ethanol-Gasoline and N-butanol-Gasoline Blends on the
performance of 2 Stroke Petrol Engine. International Journal of Advances in Engineering &
Technology.
3. Andrew J. Kean, Robert A. Harley and Gary R. Kendall, 2003.Effects of Vehicle Speed and
Engine Load on Motor Vehicle Emissions .American Chemical
Society,37(17) ,2003/Environmental Science & Technology.
4. Kheiralla A.F., Mohamed M. El-Awad, Mathani Y. Hassan, Mohammed A. Hussen, and Hind I,
2012. Experimental Determination of Fuel Properties of Ethanol /Gasoline Blends as Bio-fuel for
S.I engines. International Conference on Mechanical, Automobile and Robotics Engineering
(ICMAR'2012) Penang. Malaysia.
5. Tesfa B., Mishra R., Gu F., and Powles N .2010. Prediction Models for Density and Viscosity of
Biodiesel and their Effects on Fuel Supply System in CI Engines. University of Huddersfield
Repository.
6. Alptekin, E. and Canakci, M., 2008. Determination of the density and the viscosities of
biodiesel-diesel fuel blend. Renewable Energy, 33(12), 2623-2630.
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7. Al-Hasan M., 2002. Effect of ethanol–unleaded gasoline blends on engine performance and
exhaust emission. Energy Conversion and Management 44 (2003), 1547–1561.
8. Chorng H. Twu and John E. Coon , A Generalized Interaction Method for the Prediction of Octane
Numbers for Gasoline Blends. Simulation Sciences Inc., 601 South Valencia Avenue, Brea, CA
92621 (USA).
9. Morris, William E., 1975.The Interaction Approach to Gasoline Blending, NPRA Paper AM-7530,
National Petroleum Refiners Association annual meeting, March 1975.
10. Mehmet Kopac and Lutfi Kokturk, 2005. Determination of optimum speed of an internal
combustion engine by exergy analysis. International Journal of Exergy, 2(1), 2005.
11. Tao Huai, Thomas D,Durbin, J. Wayne Miller, John T. Pisano, Claudia G. Sauer, Sam H. Rhee, and
Joseph M. Norbeck Investigation of the formation of NH3 emissions as a function of vehicle load
and operating condition.
12. Yasar A. 2009. Effects of alcohol-gasoline blends on exhaust and noise emissions in small scaled
generators. ISSN 0543-5846 METABK 49(4) 335-338 (2010),UDC – UDK
502.72:628.512:661.72:621.431.36=111.
13. http://www.runyard.org/jr/CFR/OctaneExplanation.htm.
14. “Towards Sustainable Production and Use of Resources: Assessing Biofuels". United Nations
Environment Programme. 16 October 2009. Retrieved 24 October 2009.
15. "Accelerating Industry Innovation – 2012 Ethanol Industry Outlook". Renewable Fuels
Association. Retrieved 18 March 2012. See pp. 3, 8, 10 22 and 23.
16. "Gasoline Gallon Equivalent (GGE) Definition". Energy.gov. Retrieved 12 October 2011
17. "Gasoline C made with Hydrous Ethanol in Brazil". Delphi South America Technical Center –
Brazil. 30 July 2008.
18. Tate, M. & Garpen, J. The specific gravity of biodiesel and its blends with diesel fuel. JAOCS,
2000, 77(2), 115-119.
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Alok dhaundiyal 152


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Int. Journal of Applied Sciences and Engineering Research, Vol. 3, Issue 1, 2014 www.ijaser.

Influence of blending on the engine parameters and the Reynolds

AKI= MON +RON/2

2 Materials and Methods

2.1. Fuel Blends Materials and Preparations

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C6H12O6 2C2H5OH +2CO2 + Heat

While combustion of ethanol in the presence of O2

C2H5OH + 3O2 2CO2 +3H2O +Heat

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2.2 Fuel properties

2.2.1 American Petroleum Institution gravity (API gravity)

API= (141.5/Sg) -131.5

Specific Gravity or Relative Density (g=constant)

Sg = ρfuel g/ρwater g = ρfuel /ρwater

For blending component,

Sg=Σ Sgi Mi (2)

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Ln(ʋmixture) = x1ln(ʋ1) + x2 ln(ʋ2) (4)

Octane rating of bio fuel

(Octane Number)b = Σ aiXi + Σ aj Xj +Σbij Xi Xj (5)

2.3 Heat of Combustion

∆Hc◦ =Σ (∆Hf◦ )P -Σ(∆Hf◦ )R (6)

3. Experiment/ tests conducted

3. 1 Mathematical Correlation of B.T.E

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D= Diameter of Piston [m] M0 L T0

f(X1, X2,X3,………Xm) =0 (7)

Assume n be the number of fundamental dimensions ,such as length , mass and

Πm-n = = X1a1 . X2a2………..Xn an .Xm (11)

Geometric property: Diameter of Piston

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Ƞbte α B.P (12)

Ƞbte α 1 / ∆Hc◦ (14)

f ( ƞbte ,ʋ, φ, Qw , ρf , D, N, T, B.P, ρa ,Ta , Tg , g , Pa , L, Ma, ,r, Mf , ∆Hc )=0 (15)

f (ƞbte , B.P/D5N3, T/N2D5 ρf , ∆Hc /D2 N2 ,Ma/ N ρf D3, Mf/ N ρf D3 , ρa / ρf ,φ , Qw /N3D5 ρf , φ,

BTE = Kc ( X1a1 , X2a2 , X3a3 , X4a4 , X5a5 ) (17)

3.2 Additional Formulae

3.3 Engine Specification

Gasoline 59.72 0.7400 0.4872 48000 93.2 103.2 87

E10 58.46 0.7449 0.5366 46170 97.1 94.42 86.4

E15 57.84 0.7473 0.5632 45255 98.77 90.31 86.25

E30 55.99 0.7547 0.651 42510 102.7 79.02 86.40

E35 55.39 0.7521 0.6832 41595 103.6 75.57 86.65

4. Results and Discussion

4.1 Variation of BTE with N speed (Ethanol, Methanol and n-Butanol)

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Figure 1: Variation of B.T.E with speed of engine using ethanol

Figure 2: Variation of B.T.E with speed of engine using methanol

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4.1.2 For Methanol

4.1.3 For n- Butanol

Figure 3: Variation of B.T.E with speed of engine using n-Butanol

4.2 Octane rating of ethanol (including A.K.I, RON, and MON)

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Figure 4: Octane number versus vol % of ethanol

EGR = (MEGR / Mcyl ) .100

MEGR and Mcyl are in Kg/s

Figure 5: Variation of RON, MON, and AKI with vol % of ethanol

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AKI ( anti knock index ) is a average value of RON and MON.

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4.3 Variation of brake mean effective pressure ( Pbmep)