Report Major

A Major Project Report
On
PERFORMANCE TEST ON IC ENGINE BY USING

EDIBLE OIL BLENDED WITH DIESEL
By
PULIPAKA HARISH 160119736019
KASAM NIKHIL 160119736301
KANNOJU SHARATH BABU 160119736303
Under the Guidance of
Dr. Y. S. KANNAN
ASSISTANT PROFESSOR
TM
Department of Mechanical Engineering
CHAITANYA BHARATHI INSTITUTE OF TECHNOLOGY (A)
(Affiliated to Osmania University)
GANDIPET, HYDERABAD- 500 075
2022
i
PERFORMANCE TEST ON IC ENGINE BY USING EDIBLE OIL BLENDED
WITH DIESEL
A Thesis
Submitted in partial fulfilment for the award of degree of
BACHELOR OF ENGINEERING
in
MECHANICAL ENGINEERING
by
Under the Guidance of
DR. Y. S. KANNAN
ASSISTANT PROFESSOR
TM
Submitted to
Department of Mechanical Engineering
CHAITANYA BHARATHI INSTITUTE OF TECHNOLOGY (A)
(Affiliated to Osmania University)
GANDIPET, HYDERABAD- 500 075
2022
ii
Certificate
This is to certify that the thesis entitled “PEROMANCE TEST ON IC ENGNE BY

USING EDIBLE OIL BLENDED WITH DIESEL” by the following members in
partial fulfilment for the award of the degree of B.E. in Mechanical Engineering is a
bonafide record of project work carried out under my supervision. The contents
of this report, in full or in parts, have not been submitted to any other Institution or
University for the award of any degree.
Dr. Y. S. KANNAN
ASSISTANT PROFESSOR
Mechanical Engineering Department
iii
Declaration
We hereby declare that the work reported in this project report titled
“PERFORMANCE TEST ON IC ENGINE BY USING EDIBLE OIL
BLENDED WITH DIESEL” which is being submitted by us in partial fulfilment of the
award of Bachelor of Engineering in Mechanical Engineering, is a record work done by us
under the supervision of Dr. Y. S. KANNAN, and has not formed the basis for the award of
any other degree in this or any other Institution or University. In keeping with the ethical
practice in reporting scientific information, due acknowledgements have been made wherever
the findings of others have been cited.
Date: 10-04-2023
Place: Hyderabad
iv
Acknowledgement
We would like to express our deepest appreciation to all those who provided us the
possibility to complete this report.
Primarily, it is a genuine pleasure to express our deep sense of thanks and

gratitude to our guide Dr. Y. S. Kannan, Assistant professor, Chaitanya Bharathi
Institute of Technology. His dedication and keen interest to help us had been solely
and mainly responsible for completing our work.
Best of our words are for our Principal, Dr. P.V.R.Ravinder Reddy, and our
Head of the Department Dr. P.V.R.Ravindra Reddy, Professor, Mechanical
Engineering Department, also for Dr. M.V.S. Murali Krishna, Professor & Head,
Mechanical Engineering Department and all the assistant faculty of Thermal Lab,
Mechanical Engineering Department for providing us the opportunity to complete our
project.
We are also very much thankful to all the friends who supported and
encouraged us during different stages of the project. We would like to thank all the
members and employees of Mechanical Engineering Department of Chaitanya
Bharathi Institute of Technology for their everlasting support.
v
Abstract
• This study aims to investigate the effect of used cooking oil biodiesel blended with
diesel on performance and exhaust emissions of a diesel engine at different engine
loads. Blends of used cooking oil and diesel were prepared in volume percentages
of 10, 20, 30 and 40% as B10, B20, B30 and B40. Diesel engine was run at
different loads from zero to full load at a constant speed (1500 rpm) separately on
each blend and also on pure diesel.
• Break thermal efficiencies for UCO biodiesel blends were lower than diesel. Brake
specific fuel consumptions of biodiesel blends were higher than diesel fuel. Higher
exhaust gas temperatures were recorded for biodiesel blends compared to diesel.
CO₂ emissions for biodiesel blends were higher than diesel. CO, smoke capacity
and HC emissions for biodiesel blends were lower than diesel fuel. NOₓ emissions
for biodiesel blends were higher than diesel.
vi
TITLE PAGE NUMBERS
Certificate..........................................................................................iii
Declaration........................................................................................iv
Acknowledgement..............................................................................v
Abstract..............................................................................................vi
Chapter-1: Introduction 1-10
1.1. Internal Combustion Engine

1.2. Compression Ignition Engine
1.2.1. Working Of a 4-Stroke Compression Ignition Engine
1.3. Fuels used in I.C. Engines
1.3.1. Rating of CI engine fuels
Chapter-2: Literature Review 11-13
1.4. Research Gap

1.5. Problem Statement
1.6. Objective Of Research
Chapter-3: Methodology 14-25
1.7. Production Of B100 Biodiesel

1.7.1. Properties Of B100 Biodiesel
3.2. Production Of Sunflower Oil
3.2.1. Properties Of Sunflower Oil
3.3. Introduction of the equipment
3.3.1. Engine Specifications

3.3.2. Dynamometer Specifications
3.4. Parameters Considered
vii
3.5. Working Procedure
3.5.1. Making Of Blends
3.5.2. Operating the Engine
3.5.3 Precautions
Chapter-4: Observations
26-27
4.1. Diesel
4.2. Blend 1
4.3. Blend 2
4.4. Blend 3
Chapter-5: Sample Calculations 28-30
5.1 Calculation of Engine Load or Brake Power

5.2 Fuel Consumption
5.3 Brake Specific Fuel Consumption (BSFC)
5.4 Brake Thermal Efficiency
5.5 Mass of Air Consumed
5.6 Air-Fuel Ratio
5.7 Volumetric Efficiency
5.8 Brake Mean Effective Pressure (BMEP)
5.9 Cost Analysis
Chapter-6: Results And Discussions 31-40
6.1. Result Tables
6.2. Graphical Comparison

6.2.1 BTE VS BMEP
6.2.2 Nv VS BMEP
6.2.3 A-F VS BMEP
viii
6.2.4 BSFC VS BMEP
6.2.5 EGT VS BMEP
6.2.6 Smoke Percentage Comparison
6.2.7 Cost Analysis
Chapter-7: Conclusions 41
Chapter-8: Future Scope 42
Chapter-9: Reference 43-44
ix
NOMENCLATURE
BP = Brake power or Load applied on the engine
BMEP = Brake mean effective pressure in bars
BSFC = Brake specific fuel consumption of the engine kg/h.kw
BTE = Brake thermal efficiency in percentage
IP = indicated power of the engine in kw
𝜂𝑣 = volumetric efficiency
C = dynamometer constant
FP = friction power
I = ammeter reading in Amperes
kJ = kilo joules
kw-h = kilo watt hour
ma = mass of air intake
mf = mass of fuel intake
x
Chapter-1
Introduction
An automobile is a self-propelled vehicle that travels on land. It consist an
internal combustion engine which provides the power and the vehicle runs on the
wheels. The primary function of an automobile is to carries people and goods from
one place to another. All bikes, cars, truck etc. include in it.
An enormous increase in the number of automobiles in recent years has

resulted in greater demand for petroleum products. With crude oil reserves estimated
to last only for a few decades, therefore, effort are on way to research now
alternatives to diesel. Depletion of crude oil would cause a major impact on the
transportation sector.
Of the various alternate fuels under consideration, biodiesel, derived from

esterified vegetable oils, appears to be the most promising alternative fuel. A lot of
research work has already been carried out to use vegetable oil both in its pure form
and also in modified form. Studies have shown that the usage of vegetable oils in pure
form is possible but not preferable. The high viscosity of vegetable oils and their low
volatility affects the atomization and spray pattern of fuel, leading to incomplete
combustion and severe carbon deposits, injector choking and piston ring sticking. The
methods used to reduce the viscosity are pyrolysis, blending with diesel.
1.1. Internal Combustion Engine

In an internal combustion engine (ICE), the ignition and combustion of the
fuel occurs within the engine itself. The engine then partially converts the energy
from the combustion to work. The engine consists of a fixed cylinder and a moving
piston. The expanding combustion gases push the piston, which in turn rotates the
crankshaft. Ultimately, through a system of gears in the powertrain, this motion drives
the vehicle’s wheels.
Following are the major criteria and their subdivisions on which an IC Engine
is classified:
1. NUMBER OF STROKES PER CYCLE:

A) FOUR-STROKE CYCLE ENGINE:
This engine makes four piston strokes i.e. intake, compression, power
1
and exhaust to complete an operating cycle. The operating cycle
requires two crankshaft revolutions( 720 degrees). It is the most
common type of engine used in automotive.
B) TWO-STROKE CYCLE ENGINE:
As per the name, this engine requires two piston strokes to
complete an operating cycle. Those strokes are compression and
expansion strokes. Only one crankshaft rotation is required.
C) SIX STROKE CYCLE ENGINE:

This engine is introduced to make some advancements in
conventional two-stroke and four-stroke engines. It increases the
efficiency of fuel, reduces emissions, etc. In this engine, one of the
cylinders makes two strokes and others makes four strokes, in total
making six strokes per cycle.
2. NATURE OF THERMODYNAMIC CYCLE:

A) OTTO CYCLE ENGINE
Otto cycle is an idealized cycle for SI engines. It consists of
two quasistatic and isentropic processes and two isochoric processes.
The engine which follows this thermodynamic cycle for operation is
known as otto cycle engine.
B) DIESEL CYCLE ENGINE

Diesel cycle is an idealized cycle for a diesel engine which
consists of two isentropic processes, one isobaric and one isochoric
process.
C) DUAL CYCLE ENGINE

Dual cycle or mixed cycle or limited pressure cycle is the
combination of otto and diesel cycle. Heat addition is partially through
constant volume and constant pressure process. The internal
combustion engine which follows this cycle is called, dual cycle
engine.
3. TYPES OF FUEL USED

A) PETROL OR GASOLINE ENGINE
2
This engine generates power by burning gasoline (or other volatile
liquid fuel with similar properties) ignited by an electric spark. Generally, a
mixture of fuel and air is used as a charge.
B) DIESEL ENGINE
This engine makes use of diesel as fuel, where fuel ignition takes place
on its own, without any spark. Hence, compression of the inlet air mixture
takes place and then fuel is injected.
C) BI-FUEL ENGINE
This engine is a more advanced version of the otto engine. This
engine can run on either natural gas or gasoline which means it follows
the natural gas system and gasoline system i.e. dual fuelling system.
Hence these kinds of engines are known as bi-fuel or dual-fuel engines.
4. METHOD OF IGNITION
A) SPARK IGNITION ENGINE

In S.I engines, the ignition takes place with the help of a spark
plug. This mechanical device called spark plug ignites a mixture of air
and fuel( charge) which is compressed and combusted in the
combustion chamber.
B) COMPRESSION IGNITION ENGINE

A CI engine follows the auto-ignition or self-ignition process
where fuel charge is ignited by its own heat of compression. Here, the
air is inducted into the combustion chamber and compressed to
extremely high pressure. Hence the compression ratio of this engine is
high(up to 22).
5. NUMBER OF CYLINDERS
A) SINGLE-CYLINDER ENGINE
It is a basic piston-cylinder configuration of an engine in which
only one engine cylinder is used. The designing of this engine is
compact and simple.
B) MULTI CYLINDER ENGINE
3
Here, more than one cylinder system is used. It is used to
provide a more continuous flow of power. A popular multi-cylinder
engine contains four, six, and eight engines in various configurations.
6. ARRANGEMENT OF CYLINDER
A) HORIZONTALLY OPPOSED ENGINE:
These engines have the cylinders configured in two banks on
either side of a single crankshaft. Which means they share a common
crankshaft. The other names for this cylinder are Flat engines or
“boxer” engines.
B) VERTICAL ENGINE
The vertical engine is the engine in which the movement of the
piston is vertical viz. vertically up and down and the placement of the
crankshaft is below the cylinder.
C) V-TYPE ENGINE:
In this engine design, cylinders are placed at some angle. Due
to the presence of angle in between, it forms a “v- shape”. This angle
varies from 60 degrees to 90 degrees. Usually, even numbers of
cylinders are used in this design. These are used in high-end sports
bikes, high-end cars, etc.
D) RADIAL ENGINE
This is a reciprocating type IC engine. The configuration is like
“wheel and spokes” in which cylinders are placed outward from the
central crankcase. It resembles a star, hence called a “star engine”.
E) IN-LINE ENGINE:
In this engine, cylinders are placed in a straight line, hence it is
also called “straight engine”. These engines can have 2,3,4,5,6, or up
to 8 cylinders. This engine design is conventional and quite basic.
F) X ENGINE:
When two V engines are joined by a single crankshaft, we will
get an X engine. Thus, this engine is made from two V engines. This
engine has its own historical Significance as They were used in aircraft
during the Second World War.
4
G) OPPOSED PISTON ENGINE:
In this engine, pairs of pistons are co-axial which share a single
combustion chamber. The cylinder head is absent and the cylinder has
its piston at its both ends.
H) W ENGINE:
Like V engine, W engine resembles its name, i.e. like letter W
when viewed from the front. W engine is a type engine where more
than one (generally three or four) cylinder banks are used with the
common crankshaft.
7. COOLING SYSTEM
A) AIR COOLED ENGINE
This type of cooling engine depends on the amount of airflow
across their external engine surface to eliminate the heat dissipation.
We make thin cooling fins to increase the surface area.
B) WATER COOLED ENGINE
When water is used as a coolant in an internal combustion

engine, then it is called the water-cooled engine. This cooling system
works on the passing of water (as coolant) through provided passages
in engine blocks. We make water jackets, water pumps, etc for this
engine.
C) OIL COOLED ENGINE
It is another liquid-based cooling system engine where engine

oil acts as a coolant to reduce the heat dissipation. We make use of the
radiator (oil cooler) for this purpose where hot oil, after cooling the
engine, is passed through the heat exchanger.
1.2. Compression Ignition Engine

Compression ignition engines are used in a variety of commercial and
consumer applications around the world, powering devices like large ships,
locomotives, commercial trucks, construction and farm equipment, power generators,
and even automobiles. Almost exclusively, these applications utilize diesel fuel for
5
combustion. A diesel engine relies upon the ease of auto-ignition of the fuel, a
chemical property
6
engineers call cetane number/index – an empirically derived metric that describes the
ease of auto-ignition of the fuel. Biodiesels are also used in many applications,
especially in rural areas and in developing countries. Biodiesels are generally made
from vegetable oils that have been chemically processed to remove glycerine
products, leaving a fatty acid methyl (or ethyl) ester (FAME). Biodiesels attempt to
mimic the properties of diesel fuel and, while they can be used as a neat fuel
substitute, they are generally used as a blending agent with petroleum diesel.
1.2.1. Working Of a 4-Stroke Compression Ignition Engine
A four-stroke compression ignition engine works by inducting air from the intake
manifold into the cylinder during the intake stroke, TDC to BDC, then the intake
valves close and the piston then moves back toward TDC while compressing the air to
elevated temperature and pressure. The injector sprays fuel into the combustion
chamber, ignition occurs and the piston is forced downward at high pressure due to
combustion in what is called the power stroke. Finally, the exhaust valves open and
the piston returns to TDC and forces the exhaust combustion products out in the
exhaust stroke. The cycle then repeats from here.
Figure 1.1: Schematic of a two-stroke compression ignition engine.
Regardless of whether the engine is two- or four-stroke, the intent is to create

high- pressure and high-temperature air near the end of the compression portion of the
cycle. The injected fuel is then exposed to the high-pressure and high-temperature
air and
7
auto-ignites very rapidly. The delay between the injection of fuel and the auto-ignition
is called as the ignition delay, which is typically a few crank angles. Fuel continues to
be injected as a jet, which has a reaction zone on the periphery of the jet and the
reaction is controlled by the diffusion of air into the reaction zone coupled with the
diffusion of fuel outward to the reaction zone. This diffusion process occurs in
milliseconds, while the actual reactions occur on the microsecond timescale, so the
fluid mechanics of diffusion are controlling the rate of reaction.
Significant research effort has been expended to study pathways to improve the
efficiency, emissions signature, reliability, and power output of CI engines.
Manufacturing companies, universities, and research laboratories have all lent their
expertise, equipment, and facilities to advancing CI engine technology. Some of these
advancements include direct injection (DI) to eliminate the need for prechambers and
reduce heat transfer, optical diagnostics to study pollutant formation in-cylinder,
advanced computational simulation capabilities to predict and optimize CI engine
performance, significant effort to understand fuel chemistry and composition to tailor
CI engine operation to locally available fuels. As engineers and scientists continue to
apply their expertise to the fundamental study of CI engine technology, there is little
doubt that additional advancements will be achieved.
1.3 Fuels used in I.C. Engines

In IC engines, the chemical energy contained in the fuel is converted into
mechanical power by burning (oxidizing) the fuel inside the combustion chamber of
the engine. As a result of the chemical reactions which occur inside the cylinder, heat
is released. The fuel-air mixture (the working fluid before combustion) must stay in
the cylinder for a sufficient time so that the chemical reactions can be completed.
The fuel must have certain physical, chemical and combustion properties in general
which are enumerated below:-
 High energy density.
 Good combustion qualities.
 High thermal stability.
8
 Low deposit forming tendencies.
 Compatibility with the engine hardware.
 Good fire safety.
 Low toxicity.
 Low pollution.
 Easy transferability and onboard vehicle storage.
These properties are elaborated by dividing the fuels for SI and CI engines. Fuels used
in IC engines should possess certain basic qualities which are important for smooth
running of engines. In this section the important qualities of fuels for CI engines are
shown.
Table 1.1: List of Different Types of Fuels Used in Vehicles
Fuel Type Best for Vehicles

Gasoline 4 wheeler cars, bikes
Diesel Trucks, trains, public buses
CNG Passenger cars, buses, vans, trucks
Diesel-powered vehicles, and specially manufactured vans,

Bio-Diesel
trucks and SUVs
Liquid
Light-duty bio-fuel vehicles
Petroleum Gas
Ethanol
Used in racing cars. It is blended with gasoline for use in
or
existing on-road vehicles
Methanol
Knock characteristics:- Knock in the CI engine occurs because of an ignition lag

in the combustion of the fuel between the time of injection and the time of actual
burning. As the ignition lag increases, the amount of fuel accumulated in the
combustion chamber increases and when combustion actually takes place, abnormal
amount of energy is suddenly released causes an excessive rate of pressure rise which
results in an audible knock. Hence, a good CI engine fuel should have a short ignition
lag and will ignite more readily. Furthermore, ignition lag affects the starting, warm
9
up, and
10
leads to the production of exhaust smoke in CI engine. The present day measure in the
cetane rating, the best fuel in general, will have a cetane rating sufficiently high to
avoid objectionable knock.
Volatility:- The fuel should be sufficiently volatile in the operating range of

temperature to produce good mixing and combustion.
Starting Characteristics:- The fuel should help in starting the engine easily. This
requirement demands high enough volatility to form a combustible mixture readily
and a high cetane rating in order that the self-ignition temperature is low.
Smoking and odour:- The fuel should not promote either smoke or odour in the
engine exhaust. Generally, good volatility is the first prerequisite to ensure good
mixing and therefore complete combustion.
Viscosity:- CI engine fuel should be able to flow through the fuel system and the
strainers under the lowest operating temperatures to which the engine is subjected to.
Corrosion and Wear:- The fuel should not cause corrosion and wear of the engine
components before or after combustion. These requirements are directly related to the
presence of sulphur, ash and residue in the fuel.
Handling Ease:- The fuel should be a liquid that will readily flow under all
conditions that are encountered in actual case. This requirement is measured by the
pour point and the viscosity of the fuel. The fuel should also have a high flash point
and a high fire point.
1.3.1 Rating of CI engine fuels
Rating of fuels is normally done for their antiknock qualities. The rating of fuels is
done by defining two parameters cetane number and octane number for diesel and
gasoline respectively. Here the detailed description of the rating is given.
There are many types of fuels used in vehicles (refer Table 1.1). The knock
resistance depends on chemical properties as well as on the operating and design
conditions of the engine. So the knock rating of a diesel fuel is found by comparing
11
the
12
fuel at a specific condition with primary reference fuels. The reference fuels are
normal cetane C16H34, which has been assigned a cetane number of 100 and alpha
methyl naphthalene, C11H10, with a cetane number of 0.
Def. Cetane number of a fuel is defined as the percentage by volume of normal

cetane in a mixture of normal cetane and alpha methyl naphthalene which has the
same ignition characteristics (ignition delay) as the test fuel when combustion is
carried out in a standard engine under specified operating conditions.
The knock should be directly related to the ignition delay as it is the major factor
in controlling of the autoignition in the CI engine. Knock resistance property of a
diesel oil can be improved by adding small quantities of compounds like amyl nitrate,
ethyl nitrate or ether.
13
Chapter-2 :
Literature Review
� According to Agarwal das and L.M Das (APRIL 2001) research on Bio
diesel development and characterization for use as a fuel in Compression
Ignition engines. They covered about the problems arise when neat vegetable
oil subjected to prolonged usage in CI engine
� gAccording to R.C. Singh et al., (2012) experimental study has been carried
out to investigate the performance of a single cylinder air cooled diesel engine
fuelled with neem oil-diesel blend (5%, 10%, 15% and 20% by volume) and
the results are compared with baseline data of diesel. Brake thermal efficiency
of the engine with 5% neem oil blend was found to be marginally higher than
neat diesel operation at all loads indicating better combustion due to dissolved
oxygen. However, with further increase in percentage of neem oil, brake
thermal efficiency of the engine reduced significantly at higher loads possibly
due to increased viscosity of the fuel impinging proper combustion. Brake
specific energy consumption happen to be the lowest for 5% neem oil blend at
all loads, however with subsequent increase in percentage of neem oil, full
load brake specific energy consumption became lower at part loads and higher
at full loads as compared to neat diesel operation. Smoke opacity of 5% blend
was comparable to baseline data of diesel, but it increased substantially at
higher blends.
� According to M.Ramalinga Reddy et al., (2019) Butyl ester of neem oil at

10% blend with diesel offers the most excellent performance in terms of
efficiency and emission. As per the fuel properties and exhaust emission
characteristics of neem oil butyl ester can be regarded as an alternative to
diesel fuel. Emissions of CO, CO2, and HC were found to be lesser for the
esterified
14
oil. The transesterification process, used for making biodiesel is simple and cost
effective to solve viscosity problems encountered with vegetable oils.
� According to Lovekush Prasad et al., (2012) Based on the result of this

study properties of neem oil suggest that it cannot be used directly as CI
engine fuel due to higher viscosity, density which will result in low volatility
and poor atomization of oil during oil injection in combustion chamber
causing incomplete combustion and carbon deposits in combustion chamber.
Biodiesel blends produce lower brake thermal efficiency and higher brake
specific fuel consumption then diesel because of low calorific value. The
properties results of all blends show that blends up to 20% straight neem oil
have value of viscosity and density equivalent to specified range for CI engine
fuel, therefore it can be concluded that up to 20% blends can be used to run the
CI engine at short term basis.
� According to N.Sucharitha et al., (2016)
i. As a CI engine fuel, B30(Sunflower 30%) blend results in an

average reduction of smoke density, CO emissions reduced, with a
marginal decrease in NOx emission when compared with diesel.
Brake specific fuel consumption is decreases in blended fuels.
ii. In B15(Sunflower 15%) fuel the BSFC is lower than the diesel and
Reductions in unburned hydrocarbon emissions were compared to
diesel.
� According to C. Arapatsakos et al., (2008) Regarding CO emissions, diesel

presents the least concern of all the mixtures of diesel-sunflower oil. The
diesel- sunflower oil mixtures (excluding SF10%), present lower HC
emissions compared to diesel. When the engine works in low turns (rpm),
diesel appears to have greater NO emissions than the diesel-sunflower oil
mixtures. The situation is reversed when the engine works in higher turns
(rpm). The SF10% and SF20% mixtures present less smoke emissions than
diesel.
15
2.1 Research Gap
From the above literature review it was observed that several researchers have
made an attempt to study the engine performance with used cooking oil(B100
Biodiesel) + Diesel , but no study was conducted to check performance of CI engine
with the blends of used cooking oil combined with Diesel at various percentages and
supplying them to the cylinder through fuel injector.
Hence it is proposed to conduct studies on the performance of single cylinder

stationary diesel engine at various percentages of used cooking Oil(10%, 20%) with
Diesel, at various magnitude of loads on the engine.
2.2 Problem Statement
Scientists have been constantly trying to improve the efficiency of IC

Engines. A typical diesel automotive engine operates at around 30% to 35% of
thermal efficiency. About 65-70% is rejected as waste heat without being converted
into useful work, i.e., work delivered to wheels. Hence, to observe if the efficiency of
the engine can be improved we have carried out this study.
2.3 Objective Of Research
� Our objective in this research is to study the performance test of IC engine

by using edible oil blended with diesel.
� After studying the characteristics of the engine, we will compare them with
the performance characteristics of diesel engine with conventional diesel
blend.
� Smoke percentage, BSFC, BTE, Overall efficiency etc., to be calculated to
evaluate the characteristics.
16
Chapter-3 :
Methodology
In this present chapter the various tools and components used for carrying out
the experimental work has been discussed along with their specifications and the
working procedure.
3.1 Production Of Biodiesel production from UCO
Waste cooking oil sample preparation.

Waste cooking palm oil was collected from café, restaurants and street fast food sellers in
Addis Ababa city which has been used for food frying. The waste cooking oil was settled for
4-6 days at room temperature and pressure and later filtered by sieves of hole size 100 nm to
remove any suspended food particles and inorganic residues and followed by heating at
110°C for water removal.
Nano-catalyst synthesis.
CaO nano-catalyst was prepared by thermal decomposition method following the procedure
of Zhen-Xing Tang and David Claveau. A nitrate solution was prepared by mixing 11.81 g
of calcium nitrate tetrahydrate (Ca (NO,),.4H,O) was dissolved in 25 ml of ethylene glycol
solution and 2.10 g of sodium hydroxide was added into above mixture under vigorous
stirring. In order to get uniform size nanoparticles, after it has been stirred for 10 min, the gel
solution was kept about 5 hours at static state. Then it was washed using distilled water
followed by vacuum drying. Finally, different sizes of CaO nano-particles were obtained
after calcination at 500°C.
Catalyst characterization.
The synthesized catalyst properties were characterized by X-ray diffraction (XRD) for
identification of major components and for the determination of crystallite size. XRD
analysis was performed with Mini Flex 600 x-ray diffraction (XRD) system with Ni filtered
Cukα radiation at X=0.154 nm and Scanning electron microscope (SEM) JSM-IT300 LV
was used to study the morphology of the synthesized catalyst.
17
Transesterification process.
Biodiesel is produced from triglycerides in the presence of alcohol with catalyst through
transesterification reaction.
The biodiesel production from waste cooking oil with methanol in the presence of nano-
sized calcium oxide nano-catalyst was done at a laboratory scale. Transesterification reaction
is carried out in a flask with overall volume of 300 ml flask was placed on a hot plate
equipped with a controlled magnetic stirrer and temperature sensor. Waste cooking oil was
preheated to the required reaction temperature before methanol and the catalyst were added
into the reaction flask. The calculated amount of methanol to oil ratio was poured into the
reactor. Then the CaO catalyst was added in a range between 0.5 to 5% by weight with
respect to mass of the WCO, and then the formed reaction mixture was mixed for 10
minutes. 100 ml of waste cooking oil was added and temperature of the mixture was set from
30 to 70°C, 5°C interval. Transesterification proceeded under continuous stirring of the
reaction mixture for a desired duration. All transesterification reactions were carried-out at
atmospheric pressure with stirring speed of 1500 rpm. Thermometer was inserted into the
flask to monitor the reaction temperature. After the completion of the reaction, the mixture
was transferred into a separating funnel and allowed to stand overnight. Three phases were
formed due to the solid catalyst and glycerol is denser than biodiesel.
18
Biodiesel characterization.
The separated biodiesel was heated above the boiling point of methanol (64.7°C) to remove
excess unreacted methanol. Moreover, very few suspended solid catalysts are removed by
settling it for two to three days then the Biodiesel viscosity, specific gravity, water and
sediment, total acidity, ash content, sulfur content, Flash Point and Cloud Point were
checked according to the American Society for Testing and Materials (ASTM D 6751).
Schematic of biodiesel processing
19
Fig 3.1: Schematic of biodiesel processing
The biodiesel we need was processed finally by drying the found methyl ester.
3.1.1 Properties Of UCO biodiesel

The physical and chemical properties of UCO biodiesel are represented in Table:3.1
Table 3.1: Combustion properties of UCO biodiesel
Property UCO biodiesel

Density (kg/m3 ) 872
Kinematic Viscosity at 40°C (mm2/sec) 4.99
Flash Point (°C) 125
Fire Point (°C) 229

Calorific Value (MJ/kg) 37.2
Carbon (%, w/w) 74.86
Sulphur (%, w/w) 0
Price (per litre) Rs. 54/-
20
21
22
3.2 Introduction of the equipment
Figure 3.3: Schematic diagram of the set-up
The engine is coupled with electrical dynamometer for measuring the brake
power of the engine. Water rheostat wheel is used to apply the load on the engine. The
engine is provided with a pressure- lubrication feed system and no temperature
control is provided for measuring
Figure 3.4: Represents the photographic view of the experimental set-up.
23
the temperature of lubrication oil. The governor, which controls the speed of the
engine, is a pneumatic governor.
The exhaust temperature (EGT) of the engine is measured with an iron and
iron- constantan thermocouple. For measuring the fuel consumption of the engine,
burette method is used. Air-box method is used for measuring air-consumption of the
engine. Thermometers are provided for measuring inlet out and out let temperatures
of coolant.
3.2.1 Engine Specifications
Table 3.3: Engine Specifications
Engine make Kirloskar
No of Strokes 4
No of cylinders 1
Cylinder arrangement Vertical
Compression ratio 16:1
Bore 80mm
Stroke 110mm
Cooling arrangement Water cooled
Brake power 3.68 kW at the rated speed of 1500 rpm
24
3.2.2 Dynamometer Specifications
Table 3.4: Dynamometer Specifications
Make G.D Electrical Equipment
Type GGA
Frame 180
Capacity 3.68 kW
Voltage 230V
Maximum Current 13.7 amperes
3.3 Parameters Considered

The engine is tested with different fuels having different properties. Hence
brake thermal efficiency is a major parameter for comparing the performance of the
engine. Generally the performance evaluated for an engine is categorized into three
parts,
i. Performance parameters like brake thermal efficiency exhaust gas

temperature, brake specific fuel consumption, air fuel ratio, volumetric
efficiency,
ii. Measuring pollutants like smoke, oxides of nitrogen, carbon monoxide, and
iii. Combustion characteristics like peak pressure, time of occurrence of peak

pressure and maximum rate of pressure rise.
The aim of our study is to evaluate the Performance characteristics of the engine by
using various blends. Therefore, the parameters that we take into account are:
25
 Brake Thermal Efficiency
BTE is the ratio of the brake power obtained from the engine to the
fuel energy supplied to the engine.
 Brake Mean Effective Pressure

BMEP- It is defined as specific torque, which is torque produced per
unit volume. As BMEP does not depend on size of the engine, it is
generally taken as parameter for comparing the performance of the
engine.
 Air- Fuel Ratio
Air–fuel ratio is the mass ratio of air to a solid, liquid, or gaseous fuel
present in a combustion process.
 Volumetric Efficiency
The ratio of air or gas-air mixture drawn into the cylinder of an

internal- combustion engine to the volumetric displacement of the
piston is know as Volumetric Efficiency.
 Brake Specific Fuel Consumption
Brake Specific Fuel Consumption is a measure of the fuel efficiency of

any engine that burns fuel and produces rotational power output.
3.4 Working Procedure

3.4.1 Making Of Blends
Used cooking oil was procured from local dealers. The properties of this oils
are given in Tables 3.1 & 3.2. Diesel is acquired from an HP petrol station.
Table 3.5: Price of the fuels
Fuel Price (per litre)
Diesel Rs.110/-
UCO biodiesel Rs. 54/-
26
The blends are made by physically mixing all of the oils in various
proportions and we have created 3 blends to work with.
Figure 3.5: Sample Blends
The proportions of the oils in the blends are as follows:
Table 3.6: Proportions of Fuels in Blends
Blend % of USED % of Diesel

COOKING OIL
Blend 1 10 90
Blend 2 20 80
Blend 3 30 70
3.4.2 Operating the Engine
Initially, the engine is operated by using Diesel at various loading conditions.

Subsequently, Diesel is replaced by the different experimental samples/blends that are
mentioned in Table 3.5.
After recording the observations of Diesel, the fuel tank is emptied and Blend 1
is introduced. This process is carried out again for the succeeding samples/blends
27
When the Engine is at No-Load Condition.
(i). Start the engine after checking the water flow for the engine,
(ii). Ensure that the speed (N) of the engine is 1500 rpm with tachometer;
otherwise adjust the knob of the pneumatic governor.
(iii). Measure the density of fuel with hydrometer in gm/cc
(iv). Note down the time taken (t10) for 10 cc of the fuel in seconds with the
stopwatch.
(v). Note down the difference of water levels (h) of U-tube water manometer in
cm. (vi). Note down the exhaust gas temperature (TEO) in oC.
(vii).
Note down the atmosphere pressure in mm of mercury (Pa)with barometer
When the Load is Applied on the Engine.
(viii).
Apply the load (I) on the engine in amperes.
(ix).
Repeat the above similar steps from 1 to 5 and note down the
readings. (x). Repeat all of the above steps for the samples blends.
3.4.3 Precautions
While performing the experiment, the following should be taken care of :
i. Check the fuel level in the fuel tank.
ii. Check the lubricating oil levels in the sump with the dipstick provided.
iii. Check the injector openings.
iv. Crank the engine with the lever and remove it as the engine starts.
v. Check the tappet settings.
vi. Air bubbles should not present in the fuel circuit.
28
Chapter-4 :
Observations
After running the engine on different blends, the readings are recorded in the
observation tables. Observation Tables 4.1 to 4.4 for various blends and Diesel are
presented below:
4.1.1 Diesel
Table 4.1 Performance parameters of Diesel
S.No. Load % T10 sec Hhw Te0 Tw0

I(kW) LOAD H1 H2
1 0 0% 63.62 11 15 175 37.5
2 3.4 25% 44.61 11 15 240 40.2
3 6.8 50% 39.35 11 15 300 42.1
4 10.2 75% 31.2 11 15 375 44.4
5 13.7 100% 24.51 11 15 460 48
4.1.2 Blend 1 (UCO 10%)

Table 4.2 Performance parameters of Blend 1 with ρ=826 kg/m3

I(kW) LOAD H1 H2
1 0 0% 60 11 15 180 36.7
2 3.4 25% 46.36 11 15 265 41.5
3 6.8 50% 36.23 11 15 355 45.2
4 10.2 75% 28.24 11 15 450 49.4
5 13.7 100% 22.95 11 15 500 51.8
29
4.1.3 Blend 2 (UCO 20%)

I(kW) LOAD H1 H2
1S.No. 0
Load %0% T65
10 sec 11Hhw 15 Te
200
0 Tw
49.5
0
I(kW) LOAD H1 H2
12 03.4 25%
0% 49.1
69 11
11 15
15 260
190 53
45.2
23 6.8
3.4 50%
25% 37.9
47.33 11
11 15
15 350
250 59.8
48
34 10.2
6.8 75%
50% 27.54
36.89 11
11 15
15 450
340 61.3
49.5
45 13.7
10.2 100%
75% 22.95
27.58 11
11 15
15 500
450 64
56.4
5 13.7 100% 20.61 11 15 480 7
4.1.4 Blend 3 (UCO 30%)


I(kW) LOAD H1 H2
1 0 0% 70 11 15 180 51
2 3.4 25% 48 11 15 260 59.2
3 6.8 50% 37.45 11 15 340 62.3
4 10.2 75% 28.9 11 15 410 68.7
5 13.7 100% 20.85 11 15 460 72.6
30
4.1.1 Blend 4 (UCO 40%)
31
Chapter-5 :
Sample Calculations
5.1 Calculation of Engine Load or Brake Power
BP 
V I
----------------------------------(Equation-1)
1000   d
Where,
BP= Brake power in kilowatts, V= Voltmeter reading in Volts
I = Ammeter reading in amperes, d = Efficiency of dynamometer = 0.85
5.2 Fuel Consumption

 10 
mf =  ---------------------------(Equation-2)

 
 d
3600

 
  1000 
 t 
Where,
mf = Mass of fuel in kg/h,
t = Time taken for collecting 10 cc of fuel in seconds
d = Density of fuel in gm/cc
5.3 Brake Specific Fuel Consumption (BSFC)

m
(Equation-3)
f
BSFC 
BP
BP is obtained from Equation-1, while mf is obtained from Equation-2
5.4 Brake Thermal Efficiency
BTE-It is defined as the ratio of heat output to heat input
BP  3600
BTE  (Equation-4)
m f  C .V d
32
Where, C.Vd =Calorific value of diesel in k J/kg= 42000 k J/kg
33
5.5 Mass of Air Consumed
ma  Cd a
2  10  g  h   a  3600 --------------------------(Equation-5)
Where,
ma = Mass of air inducted in engine in kg/h

a = Area of the orifice in square meter
 d 2
= 4 -------------------(Equation 5.1)
d = Diameter of the orifice in metre = 0.02 m
h= Difference of water column in cm
 Pa 
a = 10
1
5
 ---- (Equation-5.2)
 
 750  R Ta
Where,
Pa =Atmosphere pressure in mm of mercury,
R= Gas constant for air = 287 J/kg-K
Ta = Room temperature in degree Kelvin
5.6 Air-Fuel Ratio

Air fuel ratio, A:F = m a ---------------------------(Equation-6)
m f
5.7 Volumetric Efficiency

 ma   1 
 2  1
v  





 --------------------(Equation-7)
 60   N  Vs
 
a
  
Where
ma = Mass of air in kg/h obtained from equation- 5
a = Density of air in kg/m3 obtained from equation-5.2
N= Speed of the engine in rpm = 1500 rpm
34
Vs = Stroke volume of the cylinder in m3
35
 D 2
=   L
(Equation.7.1)
 
 4 
D = Diameter of cylinder in metre = 0.080 m,
L= Stroke of the cylinder = 0.110 m
5.8 Brake Mean Effective Pressure (BMEP)
𝒏
𝑷×𝟏𝟎𝟓×𝑨×𝑳×( )×𝑲
𝟔𝟎 ---------------------------
𝑩𝑴𝑬𝑷 = (Equation-8)
𝟏𝟎𝟎𝟎
Where,
P= Brake mean effective pressure in bar
A = Area of the cylinder in square metre
 D 2
= 4 ,
D = Diameter of the cylinder = 0.080 m
L= Stroke of the cylinder = 0.110 m
n= Effective number of power cycles per minute
= N
for 4-Stroke engine,
2
N=Speed of the engine = 1500 rpm

K= Number of cylinders =1
Apply load on the engine at different percentages of full load like 10%, 20%, 40%,
60%, 80%, 90% and 100% and note down in the tabular form.
5.9 Cost Analysis
Cost of the blend = ∑ 𝑛𝑦
Where,
n = Percentage of Fuel (from table 3.6)
y = Price of 1 litre of fuel (from table 3.5)
36
Chapter- 6:
Results And Discussions

The results obtained from the experiments conducted with the diesel to study
the Performance characteristics of C.I. engine with blends of Diesel, sunflower and
Neem oils system are discussed in this chapter.
6.1 Result Tables

In this section, the results are shown in a tabulated manner. Performance
characteristics of Diesel and all the blends are indicated in their respective tables i.e.,
from Tables 6.1 to 6.4
6.1.1 Diesel
Table 6.1 Performance characteristics of Diesel
S.No. BP Mf BSFC BTE Ma A.F Nv BMEP

kW
(kg/hr) (Kg/KWh) % Kg/hr (Ma/Mf) % (bar)
1. 0 0.5266 0 0 20.554 40.13:1 76.65 0

2
2. 0.92 0.7308 0.79434 10.79 20.554 38.92:1 76.65 1.311

2
3. 1.955 0.8111 0.41488 20.65 20.554 26.09:1 76.65 2.8266

9 2
4. 3.0475 1.0664 0.3497 24.49 20.554 19.82:1 76.65 4.4093

4 2
5. 3.9387 1.3878 0.35241 25.01 20.554 15.23:1 76.65 5.698

5 2
37
6.1.2 Blend 1 (UCO 10)
Table 6.2 Performance characteristics of Blend 1
SNo. BP Mf BSFC BTE Ma A.F Nv BMEP

kW
1. 0 0.495 0 0 20.274 42.649 76.652 0
2. 0.92 0.64141 0.69718 12.44 20.274 32.954 76.652 1.311
3. 1.95 0.81 0.41432 20.93 20.274 26.4215 76.652 2.8286

5
4. 3.04 1.05297 0.34548 25.09 20.274 20.0738 76.652 4.4093

75
5. 3.93 1.2956 0.32894 26.37 20.274 16.314 76.652 5.6988

875
6.1.3 Blend 2 (UCO 20)

kW
1. 0 0.46246 0 0 20.274 45.706 76.652 0
2. 0.92 0.6122 0.6654 13.19 20.274 34.5266 76.652 1.311
3. 1.955 0.7931 0.40569 21.64 20.274 26.651 76.652 2.8286
4. 3.0475 1.0915 0.35816 24.51 20.274 19.3652 76.652 4.4093
5. 3.9387 1.3098 0.3325 26.4 20.274 16.1377 76.652 5.6988

5
38
6.1.4 Blend 3 (UCO 30)

kW
1. 0 0.42994 0 0 20.274 49.163 76.65 0

2
2. 0.92 0.627 0.68521 13.032 20.274 33.7116 76.65 1.311

2
3. 1.955 0.80363 0.411202 21.592 20.274 26.3021 76.65 2.8286

2
4. 3.0475 1.04138 0.34171 25.974 20.274 20.29729 76.65 4.4093

0 7 2
5. 3.9387 1.43 0.3630 24.447 20.274 14.7812 76.65 5.6988

5 2
Blend 4(UCO 40)

kW
1. 0 0.42994 0 0 20.274 49.163 76.652 0
2. 0.92 0.627 0.68521 13.032 20.274 33.7116 76.652 1.311
3. 1.955 0.80363 0.411202 21.592 20.274 26.3021 76.652 2.8286
4. 3.0475 1.04138 0.34171 25.974 20.274 20.2972 76.652 4.4093

0
5. 3.9387 1.43 0.3630 24.447 20.274 14.7812 76.652 5.6988
39
6.1 Graphical Comparison
After conducting the experiment, and tabulating the results, the performance
analysis of diesel engine was found by comparing the five engine characteristics
graphically.
6.1.1 BSFC vs BMEP

When the engine speed is kept constant at 1500 rpm and the load on the
engine is varied by changing the current as presented in the tables
Following graph shows the variation of BTE with respect to BMEP .
Load against Break Specific Fuel Consumption

0.8
0.7
0.6
0.5
Diesel
BSFC(kg/KWH)
0.4
B10
0.3
B20
0.2 B30
0.1 B40
0
0.5 1 1.5 2 2.5 3 3.5
Load(KW)
Figure 6.1: Variation of BSFC with respect to LOAD
From the Figure 6.1 Break specific fuel consumptions for UCO biodiesel blends
are higher than that of diesel. BSFC of B20 blend has been found to be much nearer to
pure diesel as compared to other blends.
40
6.1.2 Nv vs BMEP
When the engine speed is kept constant at 1500 rpm and the load on the engine is
varied by changing the current as presented in the tables
Following graph shows the variation of Nv with respect to BMEP.
75.8
75.6
75.4
ηv
75.2
75
74.8
74.6
74.4
74.2
BMEP (bar)
74
0 1.354 2.709 4.069 5.459
ηv % 74.68 74.68 74.68 74.68 74.68
ηv 1 % 75.71 75.71 75.71 75.71 75.71
ηv 2 % 75.71 75.71 75.71 75.71 75.71
ηv 3 % 75.71 75.71 75.71 75.71 75.71
Figure 6.2: Variation of Nv with respect to BMEP.
From Figure 6.2 it can be observed that with the increase in the BMEP
the Nv is constant. The volumetric efficiency of the engine changes when fuel
other than Diesel is used. But the volumetric efficiency of the engine for all
the blends remains constant.
41
6.1.3 A-F vs BMEP
Following graph shows the variation of A-F with respect to BMEP .
60
50
40
A.F (Ma/Mf)
30
20
10
0
0 1.354 2.709 4.069 5.459
A.F A.F1 A.F2 A.F3 BMEP (bar)
Figure 6.3: Variation of A-F with respect to BMEP
From the above graphs it can be observed that with the increase in the BMEP
there is a gradual decrease in A-F ratio is observed. This A-F has highest value first
and then decreased with increase in BMEP. When compared with values of varying
BMEP at constant speed there is a significant difference observed ranging from 0 bar
to 5.425 bar. This difference in increase is observed with different blends is observed
due to the fact that the combination of the blends being different. At zero load highest
peak of A- F is observed in blend of combination of 80%diesel + 10% sunflower oil +
10% neem oil and lowest peak with the pure diesel.
6.1.4 BTE vs LOAD

42
Load against Break Thermal Efficiency
30
25
20 Diesel
B10
15 B20
BTE(%)
10 B30
B40
5
0
0 0.5 1 1.5 2 2.5 3 3.5
Load(KW)
Following graph shows the variation of BTE with respect to LOAD.
Figure 6.4: Variation of BTE with respect to LOAD.
• From the Figure 6. Break thermal efficiencies are slightly lower for biodiesel
blends as compared to pure diesel at all engine loads. BTE of B20 blend at full load
condition has been found to be much nearer to pure diesel as compared to other
blends.
6.1.5 EGT vs BMEP

When the engine speed is kept constant at 1500 rpm
and the load on the engine is varied by changing the current as
presented in the tables
43
Figure 6.5: Variation of EGT with respect to BMEP.
From Figure 6.5, it can be observed that with the increase in the BMEP
there is a increase in the EGT observed. This EGT has increased
proportionately with increase in BMEP. When compared with values of
varying BMEP at constant speed there is a significant difference observed
ranging from 0 bar to 5.425 bar. This difference in increase is observed with
different blends is due to the fact that the combination of the blends being
different. Highest EGT is observed with the blend of combination of
70%diesel + 10% sunflower oil + 20% neem oil. Least EGT is observed with
the blend of combination of 80%diesel + 10% sunflower oil + 10% neem oil.
44
6.1.6 Smoke Percentage Comparison
Smoke percentage of blends has been compared with smoke percentage of

pure diesel and this is shown in Figure 6.6.
% of smoke
92 90.6
90 88.2
88
85.4 Diesel
86
B10
84 82.3 B20
82
79.4 B30
80
B40
78
76
74
72
Full load condition
Figure 6.6: Smoke percentage of various blends compared with Diesel
Smoke percentage of diesel and blends has been compared. The variations are
due to the usage of different biofuels which are having different constitute elements
which produce smoke In this observations are made as followed. the least smoke was
observed in pure diesel fuel at 70.56% and highest smoke % was observed with the
blends of 70%diesel + 10% sunflower oil + 20% neem oil and of 70%diesel + 20%
sunflower oil + 10% neem oil at 85%.
45
6.1.7 Cost Analysis
Individual costs for all the fuels are given in Table 3.5
Comparison of costs of diesel and other blends is shown in the following
figure i.e., Figure 6.7
120
100 97.8 93.4

89 84.6
Cost in rupees
80.2 Diesel
80
B10
B20
60 54
B30
40 B40
UCO Biodiesel
20
Figure 6.7: Comparison of costs of sample blends
From the figure 6.7, it can be observed that the costs incurred for different
blends used for the study of performance characteristics are different. It can be
observed that among all the blends the least cost incurred is for the blend 3, that is
80% diesel+10% sunflower oil+10% neem oil. It can also be observed that the highest
cost incurred is for the blend 2, that is 70% diesel+20% neem oil+10% sunflower oil.
The least cost incurred among all the fuels is for pure Diesel .
46
Chapter-7 :
Conclusions
The following conclusions were drawn after conducting studies by varying
different parameters as discussed.
B20 blend gave better BTE as compared to other blends and BSFC of B20
blend was found to be nearer to that of pure diesel.
Higher exhaust gas temperatures were recorded for UCO biodiesel blends
compared to that of pure diesel.
Least smoke percentage was recorded at full load condition for B30 blend
among all the fuels.
CO and HC emissions were lower for UCO biodiesel blends compared to that
of pure diesel.
Noₓ and CO₂ emissions were increased with the increase in percentage of
biodiesel in the blends.
In conclusion, the project’s primary objective was to study the Performance

characteristics of C.I. engine with blends of Diesel, sunflower and Neem oils with the
stationary diesel engine setup without making any changes to the existing C.I. Engine.
By performing the experiments/conducting the studies, use of neem oil and sunflower
oil as fuel has been achieved. The project gave an insight into the application of
biofuels in the commercial sector. It is believed that this method of using blends has a
lot of unknown potential which needs to be tapped in and there is an immense scope
for research in utilising the different combination of blends available and working on
the to devise the new methods to make them more economical , more efficient and
less polluting.
47
Chapter-8 :
Future Scope
(i). In nearby future, fossil fuels are going to exhaust soon and at present we are
facing acute scarcity of fuel due to which prices are rising day by day. On the
other hand, sunflower and neem oil are biofuels and easily available in the
nature which is in abundance and are easily biodegradable.
(ii). Many countries are developing other alternative forms of fuels in order to
decrease the dependency on fossil fuels replacing them with biofuels.
(iii). Design aspect: Another advantage of this experiment is that there is no need to
change the existing design of the engine which makes this study economical
and less tedious.
(iv). These blends can be used when there is an urgent need of an alternative fuel.
(v). Many experiments can be conducted to study the emissions and possible ways
to reduce the smoke percentage emitted during the combustion of these blends.
(vi). These blends are little more costly when compared to the pure diesel fuel.
Studies can be carried on making these fuels more economical.
(vii). These blends can be used in industrial applications to power the generators
and machinery.
(viii). Even though there is slightly more cost incurred for blends than pure Diesel,
the cost reduction can be achieved when the blends can be acquired from a
wholesale dealer. The efficiency of the engine with the blends is on par with
pure Diesel.
48
Chapter-9 :
References
1] E. Crabbe, C. Nolasco - Hipolito, G. Kobayashi, K. Sonomoto and A. Ishizaki. 2001.
Biodiesel production from crude palm oil and evaluation of butanol extraction and fuel
properties. Process Biochemistry.
[2] G. Knothe and K.R. Steidley. 2005. Lubricity of components of biodiesel and
petrodiesel: The origin of biodiesel lubricity. Energy and Fuels.
[3] S. Bari, C.W. Yu and T.H. Lim. 2002. Performance deterioration and durability issues
while running a diesel engine with crude palm oil. Proc. Instn. Mech.Engrs. Part-D J.
Automobile Engineering.
[4] F. Ma and M.A. Hanna. 1999. Biodiesel production: a review. Bioresource Technology.
[5] K.R. Kaufman and M. Ziejewski. 1984. Neem methylesters for direct injected diesel
engines.
[6]M.S. Rahman, M.N. Nabi and M.R.A. Beg. 2004. Performance Study of a Diesel
Engine with DieselVegetable oil Blends as Alternative Fuel. 2nd BSME-ASME
International conference on Thermal Engineering, 2-4 January, Dhaka, Bangladesh.
[7]. Anbumani and A.P. Singh. 2009. Experimental investigations on the use of vegetable
oils as biofuelfor compression ignition engine. Journal of ARISER.
[8]J. Connemann and J. Fischer. 1998. Biodiesel inEurope. International Liquid Biofuels
Congress. Curitiba-Parana-Brazil, July 19-22.
[9]J. Cognomen and J. Fischer. 1999. Biodiesel in Europe 2000. Symposium-Biodiesel fuel
from vegetables oils for compression-ignition engines
49

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A Major Project Report

PERFORMANCE TEST ON IC ENGINE BY USING

PULIPAKA HARISH 160119736019

KASAM NIKHIL 160119736301

KANNOJU SHARATH BABU 160119736303

Under the Guidance of

Department of Mechanical Engineering

CHAITANYA BHARATHI INSTITUTE OF TECHNOLOGY (A)

(Affiliated to Osmania University)

GANDIPET, HYDERABAD- 500 075

Submitted in partial fulfilment for the award of degree of

PULIPAKA HARISH 160119736019

KASAM NIKHIL 160119736301

KANNOJU SHARATH BABU 160119736303

Under the Guidance of

Department of Mechanical Engineering

CHAITANYA BHARATHI INSTITUTE OF TECHNOLOGY (A)

(Affiliated to Osmania University)

GANDIPET, HYDERABAD- 500 075

This is to certify that the thesis entitled “PEROMANCE TEST ON IC ENGNE BY

PULIPAKA HARISH 160119736019

KASAM NIKHIL 160119736301

KANNOJU SHARATH BABU 160119736303

PULIPAKA HARISH 160119736019

KASAM NIKHIL 160119736301

KANNOJU SHARATH BABU 160119736303

Primarily, it is a genuine pleasure to express our deep sense of thanks and

PULIPAKA HARISH 160119736301

KASAM NIKHIL 160119736301

KANNOJU SHARATH BABU 160119736303

Chapter-1: Introduction 1-10

1.1. Internal Combustion Engine

Chapter-2: Literature Review 11-13

1.4. Research Gap

Chapter-3: Methodology 14-25

1.7. Production Of B100 Biodiesel

3.3. Introduction of the equipment

3.3.1. Engine Specifications

3.4. Parameters Considered

3.5.1. Making Of Blends

3.5.2. Operating the Engine

Chapter-5: Sample Calculations 28-30

5.1 Calculation of Engine Load or Brake Power

Chapter-6: Results And Discussions 31-40

6.1. Result Tables

6.2. Graphical Comparison

Chapter-8: Future Scope 42

Chapter-9: Reference 43-44

BP = Brake power or Load applied on the engine

BMEP = Brake mean effective pressure in bars

BSFC = Brake specific fuel consumption of the engine kg/h.kw

BTE = Brake thermal efficiency in percentage

IP = indicated power of the engine in kw

I = ammeter reading in Amperes

kw-h = kilo watt hour

ma = mass of air intake

mf = mass of fuel intake

An enormous increase in the number of automobiles in recent years has

Of the various alternate fuels under consideration, biodiesel, derived from

1.1. Internal Combustion Engine

1. NUMBER OF STROKES PER CYCLE:

C) SIX STROKE CYCLE ENGINE:

2. NATURE OF THERMODYNAMIC CYCLE: