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SAE TECHNICAL
PAPER SERIES
961846

EMA Durability Tests on High Oleic Sunflower and

Safflower Oils in Diesel Engines

Mariusz Ziejewski and Hans J. Goettler

North Dakota State Univ.

Howard Haines
Montana Department of Environmental Quality

Chor Huang
The Lubrizol Corp.

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EMA Durability Tests on High Oleic Sunflower
and Safflower Oils in Diesel Engines
ABSTRACT
This paper presents the evaluation results
from the EMA durability test on 25% high oleic
sunflower oil/75% diesel fuel and 25% high
oleic safflower oil/75% diesel fuel. The test
results from both fuels were compared to the
outcome for a standard diesel fuel. The fuels
were compared based on the performance and
emissions results including; power output, fuel
consumption, CO, CO2, NO and HC and the
carbon and lacquer residue formation on the
internal parts of the engine.
The results indicated no significant change
in engine performance for the tested fuels,
throughout the duration of the investigation.
The carbon and lacquer residue formations were
within a normal range for both fuels in
comparison to the results from the fuel for
standard diesel fuel.
INTRODUCTION
The desirability of developing alternative
fuels and decreasing the dependency on
petroleum-based fuels has been discussed by
many over the last few years (1-6). Vegetable
oils and derivatives are among the materials that
were extensively investigated as alternative
diesel fuels, however the possibility of achieving
acceptable engine durability by engine
modifications has not been sufficiently
investigated.
OBJECTIVES
To compare the high oleic safflower-diesel
and high oleic sunflower-diesel blends with a
standard diesel fuel based on durability test
results.
1
961846
Mariusz Ziejewski and Hans J. Goettler
North Dakota State Univ.
Howard Haines
Montana Department of Environmental Quality
Chor Huang
The Lubrizol Corp.
EQUIPMENT AND PROCEDURE
Test Fuels: Plant oils are chemically very
different from diesel fuels. Plant oils consist
predominantly of glycerol esters of fatty acids
(triglycerides), which are somewhat larger
(typically 57 carbon atoms per molecule for
sunflower oil) than compounds found in diesel
fuels (typically carbon atoms range from 10-24).
Triglycerides are esters composed of one
molecule of glycerol and three molecules of fatty
acids. Fatty acids comprise from 94% to 96% of
the total mass of a triglyceride molecule,
therefore the proportion of these acids
determines the physiochemical properties of an
oil, such as viscosity and calorific value. The
most common fatty acids in sunflower oil are
palmitic acid, stearic acid, oleic acid, and
linoleic acid. The quantity of free fatty acids
predominantly affects the flash point of a plant
oil and hence its ignition characteristics. The
types of fatty acids contained in a plant oil
depends on the plant species and on the growth
conditions of the plant. The degree of
unsaturation (number of olefinic double bonds)
determines the oxidation stability as well as the
melting temperature of oils. Both decrease with
increasing saturation.
It is the olefinic bonds that account for both
the favorable and the unfavorable features of
plant oils when used as diesel engine fuels.
Double bonds are chemically highly reactive,
particularly those that are located close together
in a given fatty acid chain. Although a plant oil
has very low volatility, it may quickly produce
volatile combustible compounds upon heating by
cracking at olefinic bond sites. This
phenomenon would account for observed
increases in premixed flame combustion in
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diesel engine tests (7) and the corresponding Table 2. EMA Break-In Procedure
increases in engine efficiencies (8,9) as
compared to engine operation with diesel fuel. Step Speed Power Time/Minutes
On the other hand, the olefinic nature of the 1 low idle idle 10
plant oils can also give rise to thermal and 2 1/2 rated idle 10
oxidative polymerization reactions, in a manner 3 3/4 rated 1/2 rated 15
suggested by Bacon, et al. (10). Once formed, 4 rated rated 55
these polymers can no longer volatilize, but may 90
deposit on available surfaces and, upon further
heating, char to form coke-like substances. After the fuel supply is switched from diesel
In this investigation, two different fuel fuel to test fuel, the engine was run for twenty
blends with the same concentration of plant oil minutes at full-load rated speed to allow for
fuel was used, namely: the 25% high oleic purging of the fuel system.
sunflower oil/75% diesel fuel and 25% high Warm-Up Procedure: Before the engine
oleic safflower oil/75% diesel fuel was started, the engine crankcase oil level,
Test Engine and Test Conditions: The dispersivity, and viscosity was checked. The
overall engine set-up is shown in Fig. 1. The engine was warmed up at full load, rated speed
specifications for the test engine, a one-cylinder for one hour on test fuel. During the warm-up
Petter engine, are presented in Table 1. period, all instruments were turned on and
checked. A morning barometer reading was
Table 1. Test Engine Specifications taken and recorded. The ambient air, intake
fuel, and coolant outlet temperatures were
stabilized within the limits suggested by SAE
Model Petter AC 2
Standard J1349.
Cylinders 1
Disp. (cc) 553 Test Cycle: The Engine Manufacturer's
Comp. Ratio 19:1 Association test cycle is shown in Table 3. the
Power (1500 rpm) 3.7 kW three-hour cycle was repeated five times to
Chamber Type DI accumulate 15 hours of continuous engine
Injection Timing 30 deg. btdc operation. Average cycle power was maintained
The engine was fully instrumented in at about 70%. After 15 hours on the cycle, the
accordance with the manufacturer's engine was shut down for nine hours. This
specifications for performance testing. The procedure was repeated until 200 hours of
instruments used in the test program meet the operation on the test cycle were completed.
limits of accuracy suggested by SAE Standard
J1349.
Break-In Procedure: Before the test, all
critical parts of the engine were replaced with
new ones and the engine was rebuilt in
accordance with manufacturer's specification.
Prior to testing, the engine was broken in on D-
2 diesel control fuel according to the Engine
Manufacturer's Association break-in procedure
outlined in Table 2.
Loads at the 100% level (full-load) was run
at maximum fuel delivery rate with the
dynamometer load adjusted to achieve the
desired engine speed. Loads less than 100%
will be achieved by adjusting the fuel delivery
rate and the dynamometer load.
Figure 1: Engine Test Set-up

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Table 3. EMA Durability Test Cycle oleic safflower oil/75% diesel fuel for different
engine load/speed combinations is given below
Step Speed Torque Power Time/ in Tables 4 through 11. Note that the
Minutes independent variable (x) is the time of engine
1 rated - rated 60 operation.
2 85% maximum 95% 60 The results from the test performed on
3 90% 28% 25% 30 standard diesel fuel were reported previsously
4 low idle 0 0 30 (4).
180
Engine Deposits: At the conclusion of the test, Table 4
the engine was disassembled, visually inspected, Linear Regression for Carbon Monoxide (CO)
measured and rated to determine the extent of SUN
varnish and carbon formation. Extreme care Step Load Speed Linear Regression
was exercised during the disassembly so the [kW] [rpm]
deposits were not disturbed. The carbon, sludge 1 3.7 3000 y=15367.3-15.6x
and varnish deposits were rated using the 2 3.5 2550 y=12130.3-11.6x
Coordinating Research Council procedure (11). 3 0.9 2700 y=1519.0-2.2x
This rating system is a standardized system for 4 0.0 1100 y=1187.6-1.4x
rating diesel engines for deposits and wear.
Through this rating system, engine conditions
considered significant to performance and life Table 5
were defined. Engine deposits were rated on a Linear Regression for Carbon Dioxide (CO2)
scale of zero to ten where zero indicated a new SUN
part condition.
Step Load Speed Linear Regression
[kW] [rpm]
The CRC rating method employs different
1 3.7 3000 y=4.8-0.0x
procedures for different engine components.
The valve stem rating is a measure of the stem 2 3.5 2550 y=4.1-0.0x
portion covered with deposits, regardless of 3 0.9 2700 y=2.4-0.0x
deposit depth. The valve tulip rating is found by 4 0.0 1100 y=1.6+0.0x
comparison with photographs of valve tulips
covered with varying depths of deposits, pre-
rated by CRC from 0 to 10, All other CRC Table 6
ratings are found by designating zero as a clean Linear Regression for Nitric Oxide (NO)
engine part and ten as one having 3.175 mm SUN
thick deposits covering 100% of the engine part Step Load Speed Linear Regression
surface. [kW] [rpm]
1 3.7 3000 y=1065.7-0.7x
The following engine component part areas 2 3.5 2550 y=1136.1-0.8x
were rated: intake valve stems, intake valve 3 0.9 2700 y=1026.9-0.8x
tulips, intake ports, intake manifolds, exhaust 4 0.0 1100 y=1025.3-0.8x
valve stems, exhaust valve tulips, exhaust ports,
exhaust manifolds, the combustion area of the
cylinder head, the area above ring travel on the
liners, top piston land, second piston land, third Table 7
piston land, piston skirt, top piston ring groove, Linear Regression for Hydrocarbons (HC)
piston oil control ring groove, and piston SUN
undercrown. Step Load Speed Linear Regression
[kW] [rpm]
RESULTS 1 3.7 3000 y=4.37.5-0.3x
Engine Emissions: The data collected for 2 3.5 2550 y=230.5+0.0x
the engine operating on 25% high oleic 3 0.9 2700 y=166.8+0.0x
sunflower oil/75% diesel fuel and 25% high 4 0.0 1100 y=162.5+0.0x

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Cylinder Head, Intake and Exhaust Valves:

Table 8
The combustion area of the cylinder head
Linear Regression for Carbon Monoxide (CO)
showed light, uniform, flat carbon build-up.
SUN
The manifold and combustion side of the
Step Load Speed Linear Regression
exhaust port, as well as the intake port, appeared
[kW] [rpm]
clean. No differences in the conditions of the
1 3.7 3000 y=12308.1-7.4x intake and exhaust valve seats were detected for
2 3.5 2550 y=6684.5+7.8x the tested fuels and D-2 Diesel. The seating was
3 0.9 2700 y=2185.8+2.2x satisfactory, but a light layer of carbon was
4 0.0 1100 y=1063.2+1.5x distributed over the circumference of the seats.
The valve seats, as well as the valve faces,
showed light peening caused by hard particles
Table 9
released from combustion chamber deposits.
Linear Regression for Carbon Dioxide (CO2)
The exhaust valve tulips displayed no significant
SAFF
deposits. The intake valve stem deposits ratings
Step Load Speed Linear Regression for the sunflower oil, safflower oil and diesel
[kW] [rpm] fuel were 0.30, 0.38 and 0.30, respectively. For
1 3.7 3000 y=4.6-0.00x the exhaust valve stem, the ratings were 1.10 for
2 3.5 2550 y=3.8+0.0x sunflower oil, 1.10 for safflower oil and 1.00 for
3 0.9 2700 y=3.1+0.0x diesel fuel. The deposits on the intake valve
4 0.0 1100 y=1.6+0.0x tulips were greater for the sunflower oil and
safflower oil in comparison to the diesel fuel.
The CRC ratings were 2.2, 2.2 and 2.0 for the
sunflower oil, the safflower oil, and the diesel
Table 10 fuel, respectively.
Linear Regression for Nitric Oxide (NO) Pistons: The inspection of the piston crown
SAFF revealed evidence of a denser fuel spray core.
Step Load Speed Linear Regression Carbon buildup on the piston combustion
[kW] [rpm] chamber wall corresponding to point of fuel
1 3.7 3000 y=1026.0-1.1x impact from the multi-hole nozzle were not
2 3.5 2550 y=969.6+1.0x uniform. As expected, the impingement points
3 0.9 2700 y=910.1+0.8x were surrounded by larger areas where the fuel
4 0.0 1100 y=902.8+1.2x vapor and the flame were reflected from the
combustion chamber wall.
For both tests, pistons showed carbon
Table 11 buildup just above the ring groove on the top
Linear Regression for Hydrocarbon (HC) land. The CRC rating from the sunflower oil
SAFF was 1.50, 1.44 for the safflower oil, and 1.46 for
Step Load Speed Linear Regression the diesel fuel. No lacquer deposits on the top
[kW] [rpm] land were observed for either of the fuels. The
1 3.7 3000 y=455.9-0.9x situation was similar for the deposits on the
second piston land. The CRC ratings were:
2 3.5 2550 y=257.6+0.3x
1.20 for sunflower oil, 1.15 for safflower oil, and
3 0.9 2700 y=174.0+0. x
1.27 for diesel fuel. On the third land the
4 0.0 1100 y=159.3+0.1x
sunflower oil and the safflower oil showed a
visible carbon buildup (CRC Rating of 0.20),
while no carbon residue was observed for diesel
Engine Deposits: The summary of the CRC fuel; however, some lacquer deposits were
ratings for the selected areas of the engine are present for diesel fuel (CRC Rating of 1.69) and
given in Table 12. The results from the tests on no deposits were present for the sunflower and
plant oil mixtures are compared to the results safflower oils. The piston skirt and the
from the investigation on a four cylinder engine undercrown showed only minimum lacquer
fueled with D-2 diesel fuel (4). deposits for the diesel fuel with a CRC Rating of
0.00 and 0.85, respectively. For the piston skirt,
Z

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Table 12
Carbon and Lacquer Deposits Rating

LOCATION 25% HIGH OLEIC 25% HIGH OLEIC

SUNFLOWER SAFFLOWER D-2 DIESEL
OIL 75% DIESEL OIL 75% DIESEL
FUEL FUEL
Cylinder Head Deposits:
Combustion Chamber 0.00 0.00 0.00
Intake Passages 1.75 1.80 1.35
Exhaust Passages 0.20 0.20 0.20
Intake and Exhaust Valves:
Intake Valve Stem 0.30 0.38 0.30
Exhaust Valve Stem 1.10 1.10 1.00
Intake Valve Tulip 2.20 2.20 2.00
Exhaust Valve Tulip 0.00 0.00 0.00
Cylinder Liner:
Cylinder Liner Above Top Ring 1.20 1.15 1.10
Piston Deposits:
Top Land, Carbon 1.50 1.44 1.46
Top Land, Lacquer 0.00 0.00 0.00
nd
2 Land, Carbon 1.20 1.15 1.27
2nd Land, Lacquer 1.40 0.90 0.88
rd
3 Land, Carbon 0.20 0.20 0.00
3rd Land, Lacquer 0.00 0.00 1.69
Piston Skirt 0.20 0.20 0.00
Piston UnderCrown 2.00 2.00 0.85
Piston Ring Grooves:
Piston 1st Ring Groove Filling, % 75.50 70.21 82.75
nd
Piston 2 Ring Groove Filling, % 40.10 38.00 36.00
Piston 3rd Ring Groove Filling, % 5.00 3.50 0.00
st
Piston 1 Ring Groove Top 0.15 0.15 0.16
Piston 2nd Ring Groove Top 0.18 0.18 0.19
Piston 3rd Ring Groove Top 0.20 0.20 0.16
Piston 1st Ring Groove Bottom 0.00 0.00 0.00
nd
Piston 2 Ring Groove Bottom 0.00 0.00 0.00
Piston Rings:
1st Piston Ring Top 0.00 0.00 0.00
1st Piston Ring Bottom 0.00 0.00 0.00
st
1 Piston Ring Back 0.00 0.00 0.00
1st Piston Ring Front 0.00 0.00 0.00
nd
2 Piston Ring Top 0.17 0.15 0.17
2nd Piston Ring Bottom 0.00 0.00 0.00
nd
2 Piston Ring Back 0.00 0.00 0.00
2nd Piston Ring Front 0.10 0.10 0.10
3rd Piston Ring Top (Lacquer) 0.15 0.15 0.17
rd
3 Piston Ring Bottom (Lacquer) 0.15 0.10 0.26
3rd Piston Ring Back (Lacquer) 0.60 0.51 0.53
3rd Piston Ring Front (Lacquer) 0.10 0.10 0.07

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both the sunflower oil and the safflower oil had
a CRC rating of 0.20. For the undercrown both
the sunflower oil and the safflower oil had a
CRC Rating of 2.0.
The carbon buildup in the 1st piston ring
groove for diesel fuel was 82.75%, 70.21% for
the safflower oil, and 75.50% for the sunflower
oil. The situation was very similar for the 2nd
and 3rd piston ring grooves. For the 2nd piston
ring groove the filling was 40.10%, 38.00% and
36.00% for the sunflower oil, safflower oil and
diesel fuel, respectively. For the 3rd piston ring
groove, the filling was 5.00%, 3.50% and 0.00%
for the sunflower oil, safflower oil, and the
diesel fuel, respectively. No carbon deposits on
the bottom of the 1st, 2nd or 3rd grooves were
noted for either of the fuels and only a small
amount of carbon on the top of the grooves.
Throughout the tests, no sign of cracking of
the pistons were detected. The piston for the
safflower oil did show only slightly greater
carbon and lacquer deposits in comparison to
the diesel fuel.
All deposits formed during the tests with
the alternative fuels were hard, shiny and did
not flake off as was found with the dry carbon
build-up formed during the run on diesel fuel.
Piston Rings: Piston ring operation must be
considered in terms of complete ring packs, so
condition and function of the piston and all
piston rings will be considered jointly.
Similar findings as those described for the
piston deposits have been observed for the piston
ring carbon residues. The analysis showed the
deposit formations on the top, back and front of
the 1st and 2nd compression rings for the
sunflower oil and the safflower oil were not
significantly different from those of the
reference diesel fuel.
For the oil-control ring, no carbon residue
was noted and only lacquer build-up was noted
for all fuels. For the sunflower oil and the
safflower oil, the lacquer deposits were similar
in comparison to the diesel fuel.
Cylinder Liner: The amount of carbon
formed on the cylinder sleeve for the sunflower
oil and, the safflower oil appears to be greater in
comparison to the diesel fuel. For all three fuels
there was evidence of carbon deposits breakage.
CONCLUSIONS
1. During the 200 hours of EMA cycle no
deterioration in engine emissions was
detected for the 25% high oleic sunflower
6
oil/75% diesel fuel and 25% high oleic
safflower oil/75% diesel oil.
2. No significant differences for carbon
deposits were observed for the 200 hours of
EMA cycle on 25% high oleic sunflower
oil/75% diesel fuel in comparison to the D-2
diesel fuel.
3. No significant differences for carbon
deposits were observed for the 200 hours of
EMA cycle on 25% high oleic safflower
oil/75% diesel fuel in comparison to the D-2
diesel fuel.
4. No significant differences in carbon deposit
formations were observed for the 25% high
oleic sunflower oil/75% diesel fuel blend in
comparison to the 25% high oleic safflower
oil/75% diesel fuel blend.
REFERENCES
1. Bruwer, J.J., B.V.D. Boshoff, F.J.C. Hugo,
J. Fuls, C. Hawkins, A.N. v.d. Walt, A.
Engelbrecht and L.M. duPlessis, "The
utilization of sunflower seed oil as a
renewable fuel for diesel engines,"
Agricultural Energy, Vol. 2, ASAE, Publ.
481, pp. 391, 396, 1981
2. Barisic, N.J. and A.L. Humke,
"Performance and emission characteristics
of a naturally aspirated diesel engine with
vegetable oil fuels," SAE Paper 810262,
1981.
3. Baranescu, R.A. and Joseph J. Lusco,
"Sunflower oil as a fuel extender in direct
injection turbocharged diesel engines," SAE
Paper 820260, 1982.
4. Ziejewski, M., "The effect of the level of
unsaturation and of alcohol modifications of
plant oil fuels on the long term performance
of a direct injected diesel engine," Ph.D.
dissertation, North Dakota State University,
Fargo, ND, 1985.
5. Proceedings of the EPA Interim Symposium
on Health Effects of Diesel Engine
Emissions, 1 and 2, Ohio, 1979 (EPA-
600/9-80-057 a/b).
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Andres, "The relation between PAH in
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Vol. 65, pp. 1118-1150, 1986.
7. Zubik, J., S.C. Sorenson and C.E. Goering,
"Energy release rates for sunflower oil fuels
in a diesel engine," ASAE Transactions, 27
(5) 1984.
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8. Ziejewski, M., H.J. Goettler, and G.L. Pratt,

"Comparative analysis of the long-term
performance of a diesel engine on vegetable
oil based alternate fuels," SAE Paper
860301, 1986.
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