Materials Today: Proceedings xxx (xxxx) xxx

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Materials Today: Proceedings

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A experimental test on 2-stroke spark ignition engine with gasoline and

methanol-gasoline blends using brass coated piston
P. Obulesu a,⇑, R. Siva Kumar b, B. Ramanjaneyulu b
a
Dept of Mechanical Engineering, Santhiram Engineering College, Nandyal, A.P, India
b
Dept Mechanical Engineering at JNTUA College of Engineering, Ananthapuramu, A.P, India

a r t i c l e i n f o a b s t r a c t

Article history: The Experiment was conducted on single cylinder two – stroke spark-ignition engine. Make it lesser
Received 13 June 2020 time in chemical delay in combustion process the catalyst material such as brass was coated on
Received in revised form 15 August 2020 piston crown with 300 mm thickness. The coated piston was tested with pure gasoline and
Accepted 25 August 2020
gasoline-methanol blends and compared performance and emission characteristics between conven-
Available online xxxx
tional piston and brass coated piston in trail- I. With pure gasoline coated piston given better results
than a conventional piston engine. The improvement of results the test was conducted with metha-
Keywords:
nol blends in the % volume 10%, 20%, and 30% named as M10, M20, and M30 in the trail-II. Out of
Single-cylinder 2-stroke spark ignition
engine
three different blends with M20 (20% of methanol and 80% of gasoline) given a better reduction in
Brass coated on piston crown exhaust emissions like hydrocarbons (HC), carbon monoxide (CO), carbon dioxide (CO2) and NOx.
Brass coating thickness 300 m Pure gasoline with brass coated piston enhanced performance results such as brake thermal
Exhausts emissions efficiency, specific fuel consumption, and mechanical efficiencies upon conventional two stroke
spark-ignition engine. Observing trail -II results with blends on coated piston 20% volume (M20)
given optimum values more than that it is noticed poor performance and emissions characteristics
on brass coated piston.
Ó 2020 The Authors. Published by Elsevier Ltd.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-
nc-nd/4.0) Selection and peer-review under responsibility of the scientific committee of ICAMMM 2020.

1. Introduction
Reviewing various research papers, it has been concluded that
in case of internal combustion engine, most of the heat generated
during combustion process is absorbed by piston and the walls of
the combustion chambers. This is the direct heat loss to the piston
and surrounding walls. This reduces the power generated and in
turns the performance of internal combustion engine. To overcome
this problem the thermal barrier coatings are used. Using the
coated piston the required temperature in the combustion cham-
ber will be maintained. This will reduce the heat loss to the piston.
This reduction in the heat loss will be used to burn the un-burnt
gases thereby reducing the polluted exhaust gases [1]. The TBC
(Thermal barrier coating) consist of a bond layer and a top coat.
The bond layer is typically used to improve coating adhesion
⇑ Corresponding author.
E-mail address: Obulesu.patturi@gmail.com (P. Obulesu).
between TBC and metal substrate. Extensive research has been
done on diesel engines; as the diesel engines are not susceptible
to knock. Through the literature review it is evident that limited
research is done on the spark-ignition (SI) engines [2]. The
researchers worked in this area and invented various TBCs coatings
which are thoroughly discussed in this paper. While selecting
any thermal barrier coating for any applications following factors
have to be taken into account: (1) high melting point, (2) no phase
transformation, (3) low thermal conductivity, (4) chemical inert-
ness, (5) thermal expansion match with the metallic substrate,
(6) good adherence to the metallic substrate and (7) low sintering
rate of the porous microstructure [3,4]. As they are known for their
low global warming potential. Methyl Alcohol (CH3OH), popularly
known as methanol is derived from organic compounds called
alcohols. Methanol can be produced from synthesis gas,
gasification of coal, biomass and many more ways. Methanol can
be easily produced as these raw materials are found in plenty
amounts [5,6].

https://doi.org/10.1016/j.matpr.2020.08.611
2214-7853/Ó 2020 The Authors. Published by Elsevier Ltd.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) Selection and peer-review under responsibility of the
scientific committee of ICAMMM 2020.

Please cite this article as: P. Obulesu, R. Siva Kumar and B. Ramanjaneyulu, A experimental test on 2-stroke spark ignition engine with gasoline and metha-
nol-gasoline blends using brass coated piston, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2020.08.611
P. Obulesu, R. Siva Kumar and B. Ramanjaneyulu Materials Today: Proceedings xxx (xxxx) xxx

Now-a-days many researches are conducted on the consump- Table 1

tion of methanol or methanol gasoline for Spark Ignited engine Engine Specification.

as a fuel. There is a decrement in HC and CO emissions and Technical Specifications of TVS MAX 100
increment in the engine torque, brake power and volumetric effi- S. NO Type Motorcycle
ciency while using low content rates of alcohol gasoline (methanol
1 Engine Displacement 98.00 cc
and ethanol) when compared to the operation with pure gasoline 2 Engine Type 2 Stroke air cooled, single cylinder.
[7]. As the methanol content in the fuel blend increases there is a 3 Engine Starting Kick Start
decrement observed in the emissions of CO and NOx when con- 4 Maximum Power 7.8 bhp @ 5500 rpm
suming 10, 20, 85% methanol-gasoline blends in SI engines [8]. 5 Transmission 4 Speed
6 Top Speed 82 kmph
When the engine is tested with methanol and ethanol as substitute
7 Direction of rotation Clock wise
fuels there is increment in thermal efficiency and decrement in the 8 Bore diameter 50 mm
NOx and CO emissions [9]. Many researches were conducted on the
emissions in SI engine consuming methanol gasoline blends by
the addition of ethanol as a co-solvent depicts an increment in
HC emission for M25 (gasoline having 6 vol% ethanol and 19 vol% Table 2
methanol) and decrement in the emission of NOx when compared Fuel Properties: Diesel and various blends.
with those of gasoline and M10 (gasoline having vol % ethanol and
BLEND DENSITY IN CALORIFIC VALUE
8.5 vol% methanol) for various loads of engine. The CO emission (kg/m3) (MJ/kg)
was lower using methanol-gasoline blend than gasoline, for low
M10 = 90%Gasoline + 10%Methanol 773.7 42.248
and medium loads. But for higher loads, that of M25 was higher M20 = 80% Gasoline + 20% Methanol 777.3 40.470
[10]. The studies in comparison with two flex-fuel depicts decre- M30 = 70% Gasoline + 30% Methanol 780.9 37.904
ment in the emissions of CO and NOx while consuming methanol
[11].

2. Materials and methods Table 3

Metahnol Vs Gasoline.
A 2 stroke Single cylinder air cooled Spark ignition engine with S.No Character Methanol Gasoline
robe type mechanical load engine was modified into crown coated
1 Molecular weight 32.04 100–105
(brass material) piston along with Methanol with gasoline in the 2 Composition (O) = 50% (c) = 85% (H) = 15%
ratio of 10%, 20% and 30%. The catalyst material coated piston 4 Density 791.8 700–780
was shown in Fig. 1. And the engine details are listed in the Table 1. 5 Boiling Temp (0C) 64.5 27–255
The experiment was conducted at varying speeds at all engine 8 Air fuel ratio 6.42 14.7
9 Octane number 111 80–99
conditions.
10 Cetane number 55–60 0
Derived from natural gas, methanol is a hydrocarbon, com-
prised of carbon, hydrogen and oxygen. Its chemical formula is
CH3OH. Methanol is an alcohol and is a colorless, neutral, polar
2.1. Specifications of brass coating
and flammable liquid. It is miscible with water, alcohols, esters
and most other organic solvents. It is only slightly soluble in
 Coating thickness is 300 mm
fats and oils. The resulting synthesis gas mixture is circulated
 Coating process is thermal spray gun machine
under pressure and moderate temperature in the presence of a
 Coating powder is Brass
metallic catalyst and converted to crude methanol. The crude
 Powder size 25 mm above
methanol is distilled to yield commercial chemical grade metha-
nol. The properties of Methanol blends were determined using
the ASTM (American society for testing materials) method. The 3. Results and discussions
properties of pure gasoline and Methanol blends are listed in
the Table 2. By coating the brass catalyst material on piston In the present work by replacing the piston crown coating cre-
crown with 300 mm thickness. The coating was performed on ating catalyst combustion inside the combustion chamber and
piston crown by removing required thickness (300 m) of mate- along with Methanol-gasoline blends the performance and emis-
rial. The brass coating was performed on crown one of the ther- sion characteristics are compared with normal engine. In the
mal spray coating the high velocity oxy-fuel spray (HVOF) experiment the speed was varied and changing the loads from
process (Table 3). 0 kg to 8 kg with 2 kg difference.

Brake power (kw) Vs Brake thermal efficiency (%) for GASOLINE

Brake thermal efficiency

30
25
20
(%)

15 B.P
10
C.P
5
0
0 0.5 1 1.5
Brake power (kw)
Fig. 1. Brake power Vs Brake thermal efficiency.

2
P. Obulesu, R. Siva Kumar and B. Ramanjaneyulu
3.1. Trail-I. Comparison between Basic piston and coated piston with
pure gasoline
3.1.1. Brake thermal efficiency (BTE)
In trail one with pure gasoline test results discussed between
basic and brass coated piston. In spark ignition engines main prob-
lem of incomplete combustion due to homogeneous mixture of Air
+ fuel and rich self ignition temperature of gasoline. Due to this
Chemical ignition delay take place, to avoid this reduction in igni-
tion delay the piston crown was coated with catalyst material
brass. With use of catalyst combustion in combustion chamber
leads to reduction in flame propagation time ? avoiding knocking
effect at high speed (3000 rpm) maximum load 8 kg. Because of
this complete combustion achieved in combustion chamber during
combustion stroke in engine ? reduction heat in combustion
chamber and avoiding sticking of HC on piston crown. Due to this
effect power on piston is increased and frictional power at crank
shaft is reduced ? from the definition brake thermal efficiency
was increased with petrol on coated piston compared with conven-
tional S.I engine. The variation was shown in graph No: (1)
3.1.2. Specific fuel consumption (SFC)
The variation of SFC with respect brake power the coated piston
SFC was reduced with increasing brake power (BP), SFC was
reduced by increasing the engine load in all testing conditions.
The similar thing was observed when we compared with normal
piston and brass coated piston. The SFC reduction graph was
shown in Fig. 2.
Because of catalyst combustion which was helped to chemical
reaction speedup at the time of combustion process ? Due to
reduction in chemical delay its avoid collapse between primary
flame which is given from spark plug and secondary flame (i.e.,
the hot spot created on piston crown due to in complete combus-
tion in previous cycle.). Because complete combustion with the
help of catalyst coating ? avoiding UN burnt particles stick on pis-
ton crown. This means coated piston working as scavenged free
engine. This catalyst piston given better SFC than basic piston.
3.1.3. Hydro carbon emission
The differentiation of Hydrocarbon (HC) emission was com-
pared along with break power between catalyst piston and normal
piston. The test results shown better reduction of HC on coated pis-
ton with increasing brake power as basic engine as sown in Fig. 4.
In conventional 2 Stroke S.I engine during suction stroke Air
+ fuel was entered as homogeneous mixture. After combustion
its produces un burnt HC due to more self ignition temperature
of gasoline. Because of brass coating ? Avoiding Sticking of Un-
burnt HC ? Break the bonding between fuel C- particles and piston
material C- particles ? Because of brass coating is free from Car-
bon molecules ? helped for complete combustion with sufficient
Brake power (kw) Vs Specific fuel consumption(kg/ kw-sec x 10-4)
consumption(kg/ kw-sec
for GASOLINE
2.5
2 B.P
Specific fuel
x 10-4)
1.5
1
0.5
0
0 0.2
Fig. 2. Brake power Vs Specific fuel consumption.
Materials Today: Proceedings xxx (xxxx) xxx
spark from spark plug ? HC formation on piston crown is less ?
Even though incomplete combustion no problem with brass coated
piston. Because coated piston act as scavenged free engine. From
graph it was shown HC emission was gradually reduced along with
increased break power on coated piston.
3.1.4. Carbon monoxide (CO)
The variation CO emission along with brake power was shown
in Fig. 3. With increasing load Co emissions produced from coated
piston was minimum than basic engine. Generally CO was pro-
duced from the partial oxidation of carbon containing compounds,
when it forms when there was not sufficient oxygen to produce
carbon – dioxide (CO2). With pure gasoline operation on basic
engine, petrol having carbon molecules during combustion due
to less amount of oxygen it produces CO emission in exhaust emis-
sion. Whereas on coated piston during combustion the chemical
chain reaction during combustion helped to make complete com-
bustion with in minimum time. The results were given best reduc-
tion of CO on catalyst combustion engine than conventional
engine.
3.1.5. NOx emission
As compared C.I engine, S.I engine produced less amount of NOx
emission because of less amount of temperature after combustion.
Basically NOx is formed at high temperatures. Higher temperatures
are produced due to incomplete combustion in normal engine.
Because of brass coated piston the heat transfer rate is more from
combustion chamber to fins through cylinder walls. Quick heat
transfer ? less temperatures in combustion chamber ? reduction
in NOx emission. The graph (e) drawn between NOx emission
and brake power.
3.2. Trail- II
For the extension of research, improvement of performance and
reduction in emissions the experiment was conducted with Metha-
nol – gasoline blends on coated piston. The test was performed
with three different % volumes of blends named as M10, M20
and M30. Practically emissions are reduced due to complete com-
bustion. For complete combustion fuel required more octane num-
ber and better Oxygen. Methanol gasoline blends having better
combustion properties than pure gasoline as shown in Table No: 3.
3.2.1. Brake thermal efficiency (BTE)
The variation of BTE was improved along with break power,
maximum BTE noticed at full load and maximum speed. BTE was
reduced with pure gasoline on coated piston compared to M10,
M20 and M30. Because excess of Oxygen presented in methanol
blends helped for complete combustion during combustion. From
graph (f) BTE better improved with M20 than others. During Com-
C.P
0.4 0.6 0.8 1 1.2 1.4
Brake power (kw)
3
P. Obulesu, R. Siva Kumar and B. Ramanjaneyulu Materials Today: Proceedings xxx (xxxx) xxx

Brake power (kw) Vs CO in % vol for GASOLINE

3

CO in % vol
2

1 B.P
C.P
0
0 0.4 0.76 1.05 1.3
Brake power (kw)

Fig. 3. Brake power Vs CO.

Brake power (kw) Vs HC in ppm for GASOLINE

HC in ppm

3000

2000

1000 B.P
C.P
0
0 0.4 0.76 1.05 1.3
Brake power (kw)

Fig. 4. Brake power Vs HC.

Brake power (kw) Vs NOx for GASOLINE

4
NOx emission

3
2
B.P
1
C.P
0
0 0.4 0.76 1.05 1.3
Brake power (kw)

Fig. 5. Brake power Vs NOx.

Trail- II

40
Brake power (kw) Vs Brake thermal efficiency (%)
30
Brake thermal
efficiency (%)

20
M 10 M 20
10
M 30 Gasoline
0
0 0.5 1 1.5
Brake power (kw)

Fig. 6. Brake power Vs Brake thermal efficiency.

4
P. Obulesu, R. Siva Kumar and B. Ramanjaneyulu Materials Today: Proceedings xxx (xxxx) xxx

Brake power (kw) Vs CO in % vol

2.5

CO in % vol
2
1.5 M 10
1 M 20
0.5 M 30
0
Gasoline
0 0.4 0.76 1.05 1.3
Brake power (kw)

Fig. 7. Brake power Vs CO.

bustion of Air + M20 spark coming from spark plug was enough to
complete combustion of mixture ? increased BTE in M20. With
M30 noticed poor BTE than gasoline on coated piston engine. All
these for better results of BTE on coated piston engine M20 was
optimum % of volume blended with gasoline.
3.2.2. Specific fuel consumption (SFC)
From Trail –I results in addition of excess O2 and increased
octane number of Methanol added to gasoline was given better
SFC with Methanol blends. The variation of test results drawn
between gasoline and methanol blends with brake power as shown
in Fig. 5. The Graph expressed reduction of SFC was better in M20
other than M10, M30 and gasoline. The optimum reduction of SFC
in Trail –II was noticed in M20 and M10 results in between
gasoline and M30 on brass coated piston engine.
3.2.3. Hydrocarbon (HC) emission
The coated piston with methanol gasoline blends the HC emis-
sion results given better than conventional engine. Addition of
methanol to gasoline improved performance and emission charac-
teristics. With the help of methanol, blend contains additional oxy-
gen and more octane number than pure gasoline. High octane
number ? low knocking ? lesser time in chemical delay. More
oxygen ? helped in complete combustion during combustion
stroke ? reduction in HC emission. Out of three ratio’s of blends
maximum emission reduction in blend M20. The variation of
results was shown in graph (9). More than 20% of blend shows
increased HC emissions on coated piston. Even though M10 given
better than pure gasoline the optimum values attained with M20
only. The HC emission of M30 noticed richer than pure gasoline
with coated piston. The discussion leads to M20 better then petrol,
M10 and M30 on brass coated piston (Fig. 6).

Brake power (kw) Vs Specific fuel consumption(kg/ kw-sec x 10-4)

Specific fuel consumption(kg/

2.5
M 10
2 M 20
kw-sec x 10-4)

M 30
1.5
Gasoline
1

0.5

0
0 0.2 0.4 0.6 0.8 1 1.2 1.4
Brake power (kw)
Fig. 8. Brake power Vs Specific fuel consumption.

Brake power (kw) Vs HC in ppm

2000
1500
M 10
HC in ppm

1000
M 20
500
0 M 30
0 0.4 0.76 1.05 1.3 Gasoline
Brake power (kw)

Fig. 9. Brake power Vs HC.

5
P. Obulesu, R. Siva Kumar and B. Ramanjaneyulu
Fig. 10. Experimental setup.
Fig. 11. Mechanical rope load.
3.2.4. Carbon monoxide
As long as Trail –I results noticed that CO emissions are reduced
on coated piston engine. In addition methanol to gasoline better %
of oxygen helped to complete combustion at the end of compres-
sion. With M10 and M30, emissions are lesser than pure gasoline
on coated piston. Because of better combustion properties of
M20 blend reduction of CO is lesser than other two blends. The
graphical representation was shown in Fig. 7. With pure gasoline
and Methanol blends verses brake power.
4. Conclusion
From Trail – I the test results shows brass coated piston engine
is more suitable for better performance and lower emissions with
methanol blends than conventional engine. The SFC is noticed to be
reduced by 0.9 kg/KW-sec for engine with brass coated piston due
to complete combustion of fuel when compared with conventional
engine when operating at 8 kg load (Figs. 8–12).
Materials Today: Proceedings xxx (xxxx) xxx
Fig. 12. Brass Coated piston. *The above graphs represent B.P indicated as Basic
Piston and C.P indicates as Coated Piston.
From Trail – II experiment results the optimum blend for
improved BTE and SFC, reduction in Exhaust gas emissions like
HC and CO are with Methanol blends. The brake power is found
to be higher by 3.55% in case of M 20 with brass coated piston to
that of pure gasoline. The maximum reduction of HC emission in
M20 was 1356 ppm at 8 kg of load where as 1609 ppm and
1548 ppm for M10 and M30 respectively. For better performance
and lower emissions on brass coated spark ignition engine 20% of
volume blend i.e., M20 is suitable.
Declaration of Competing Interest
The authors declare that they have no known competing finan-
cial interests or personal relationships that could have appeared
to influence the work reported in this paper.
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