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Effects of compression ratio on performance and emission of a modified

diesel engine fueled by HCNG

Article  in  International Journal of Hydrogen Energy · November 2015

DOI: 10.1016/j.ijhydene.2015.02.058

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Effects of compression ratio on performance and

emissions of a modified diesel engine fueled by
HCNG

€z a,*, Selahaddin Orhan Akansu b, Nafiz Kahraman b,

Selim Tango
Yusuf Malkoç c
a
Dept. of Airframe and Powerplant, Erciyes University Civil Aviation School, Kayseri, Turkey
b
Dept. of Mechanical Engineering, Erciyes University Engineering Faculty, Kayseri, Turkey
c
Air Logistics Command, Ankara, Turkey

article info abstract

Article history: In this study, the effects of compression ratio (CR) have been investigated engine perfor-
Received 2 December 2014 mance and emissions characteristics of a modified diesel engine fueled by HCNG (hydrogen
Received in revised form enriched compression natural gas) blends (100% CNG, 95% CNG þ 5% H2, 90% CNG þ 10% H2
2 February 2015 and 80% CNG þ 20% H2). The experiments have been carried out using a modified Isuzu
Accepted 15 February 2015 3.9 L diesel engine having 9.6, 12.5 and 15 different compression ratios at 1500 rpm under
Available online xxx full load conditions. Engine brake torque, brake specific fuel consumption, combustion
analysis and emissions parameters (CO, THC and NOX) have been realized at 10 CA BTDC
Keywords: ignition timing and different excess air ratios (l ¼ 0.9e1.3).
Compression ratio The experimental results showed that the highest brake torque and lowest BSFC values
Modified diesel engine were obtained at CR of 12.5 for all blends. When the CR value was 9.6, torque values
HCNG blends increased with addition of hydrogen to CNG and CNG lost the advantages at high excess air
Engine performance ratios and low compression ratio due to its low flame speed. In addition, the maximum
Engine emissions cylinder pressure (PMAX) and the rate of heat release (ROHR) values closed to top dead
center with increasing CR and addition of hydrogen to CNG. The THC emissions were
generally lower than Euro VI standards. NOX emissions increased with hydrogen addition
to CNG. Finally, experiments showed that a compression ratio of 12.5 was a reasonable
value for the modified engine.
Copyright © 2015, Hydrogen Energy Publications, LLC. Published by Elsevier Ltd. All rights
reserved.

But, the effect of compression ratio (CR) is not known very

Introduction clearly for HCNG fuels. For this reason, some researchers have
been studied for this item. For example, Lim et al. [1,2] and
It can be seen in many studies that increasing compression Park et al. [3], experimental studied in a heavy-duty SI engine
ratio advances the performance of gasoline and diesel engine. including 10.5 and 11.5 compression ratios fueled with CNG

* Corresponding author.
E-mail addresses: selimtangz@hotmail.com, stangoz@erciyes.edu.tr (S. Tango€ z).
http://dx.doi.org/10.1016/j.ijhydene.2015.02.058
0360-3199/Copyright © 2015, Hydrogen Energy Publications, LLC. Published by Elsevier Ltd. All rights reserved.

€ z S, et al., Effects of compression ratio on performance and emissions of a modified

Please cite this article in press as: Tango
diesel engine fueled by HCNG, International Journal of Hydrogen Energy (2015), http://dx.doi.org/10.1016/j.ijhydene.2015.02.058
2 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y x x x ( 2 0 1 5 ) 1 e7
and 30% H2 enriched CNG. Their studies showed that thermal
efficiency improved and emissions out of NOX decreased with
an increased CR and with the increase of hydrogen fraction in
the CNG. In another study, Poompipatpong and Cheenkac-
horn [4], analyzed engine performances and emissions with 9,
9.5, 10 and 10.5 CR for CNG fuels in a modified diesel engine.
The study indicated that the highest thermal efficiency and
lowest specific fuel consumption showed at 9.5 CR and highest
torque values obtained with CR of 10:1 at low speeds. THC
emissions were proportional to the CR. NOX emissions
increased with increasing CR and then declined after 10 CR.
Zhao et al. [5] investigated the effect of CR (10, 12) at 1200 rpm,
manifold air pressure of 50 kPa and ignition timing of 160 CA
using 55% HCNG in an SI engine. Their studies displayed that
increasing the compression ratio could be improved fuel
consumption and engine power and torque within the normal
operation range (l less than 1.8). But the emissions didn't
improve with the increase of CR.
Because of rising oil prices and air contamination, many
researchers have been studied to improve engine perfor-
mance and emission parameters by using alternative fuels.
Especially, due to the fact that CNG has high octane number
and hydrogen has large limits of flammability and has high
flame speed, some studies have been carried out on hydro-
genenatural gas blends. For instance, Kahraman et al. [6]
experimentally studied on an SI engine fueled by H2/CH4 (0/
100, 10/90, 20/80 and 30/70) blends. They outlined that the
highest thermal efficiency was obtained at including 30% H2
into natural gas. Xu et al. [7] detected that addition hydrogen
led to higher cylinder pressure, rate of heat release, thermal
efficiency and NOX emissions and lower HC emissions.
Moreover, the tests by Refs. [8e10] obtained that adding
hydrogen in to CNG raised thermal efficiency and improved
CO, CO2 and THC emission values.
Recently, many researchers have investigated to improve
performance parameters and to prevent knock at HCNG fuel.
In the some experimental studies [11e14], it can be observed
that knock characterization and engine performance have
significantly changed with ignition timing. Huang et al. [12]
analyzed combustion characteristic in an SI engine fueled by
HCNG blends under lean mixture condition using different
ignition timing (20e44 CA BTDC). They stated that brake mean
effective pressure, effective thermal efficiency and NOX con-
centration increased and HC concentration decreased with
advancing the ignition timing. Also, many researchers have
studied to improve engine performance and emissions using
HCNG fuels. But, many of these studies occupied at low CR.
Only a few study [15e19] applied at high CR. Shrestha and
Karim [15] investigated effect of hydrogen addition to
methane for spark ignition engine having 8.5, 10, 12 and 14
compression ratios. They announced that the engine perfor-
mance was enhanced by addition of small amounts of
hydrogen to methane (around 20%). Also, they declared that
the maximum indicated power values were obtained at 14
compression ratio. While Thurnheer et al. [16] studied in an SI
engine with constant compression ratio of 13.5, Wang et al.
[17] experimental and numerical studied for constant 16
compression ratio fueled by HCNG blends. Zheng et al. [18,19]
analyzed effect of compression ratio on engine performance
and emission values of an SI engine having 8, 10, 12 and 14
€ z S, et al., Effects of compression ratio on performance and emissions of a modified
Please cite this article in press as: Tango
diesel engine fueled by HCNG, International Journal of Hydrogen Energy (2015), http://dx.doi.org/10.1016/j.ijhydene.2015.02.058
compression ratios fueled by pure natural gas. It can be seen
that the studies aren't adequate for understanding of the ef-
fects of compression ratio on engine performance and emis-
sion values using HCNG blends. For this reason, in the present
study, authors have aimed to analyze the effects of
compression ratio on engine performance and emission
values for low, medium and high compression ratios (9.6, 12.5
and 15) fueled by HCNG blends including hydrogen fractions
of 0, 5, 10 and 20%.
Experimental setup and test procedure
The experiments were conducted in a modified Isuzu 4BD1
3.9 L diesel engine. Fig. 1 shows the experimental set up.
Torque and speed values of the engine were measured using A
Cussons P8601 hydraulic dynamometer. In experiments, the
fuels (H2 and CNG) have been stored in 2 pressurized tanks.
The pressures of gas fuels have been regulated by pressure
regulators. The volumetric blending of H2 and CNG fuels has
been done in a Witt MM-Flex mixer unit. For gas flow mea-
surements, Alicat 1000 SLPM type flow meter has been used.
Ignition timing and mass flow of fuel have been controlled
using an engine control unit and a software program. Cylinder
pressure values have been measured with a PCB 112A05
pressure transducer, Cussons 4410 module charge amplifier
and Picoscope 4423 oscilloscope. Cylinder pressure values
have been digitized at each crank angle and indicated by
averaging 36 continues cycle. The emission values (CO, CO2,
THC and NOX) have been metered with a Capelec CAP 3200 gas
analyzer. Specifications and error range of the equipment and
sensors are given in Table 1.
The engine which had CR of 17.5 was modified to a natural
gas engine by replacing four spark plugs in place of fuel in-
jectors. And then, pistons were arranged for different
compression ratios (15, 12.5 and 9.6 CR). The combustion
chamber extended for CR ¼ 15 and 12.5. For CR ¼ 9.6, metal
seal was placed between cylinder block and piston head. The
properties of the modified engine are outlined in Table 2. In
the present study, experiments have been carried out using
CNG, HCNG5, HCNG10 and HCNG20 blends. The properties of
each HCNG fuels are outlined in Table 3. The ignition timing
has been selected as 10 CA BTDC. Because, the results of the
preliminary studies showed that the optimum values of tor-
que and specific fuel consumption generally obtained at the
ignition time.
Results and discussions
Engine brake torque and brake specific fuel consumption
Fig. 2 indicates engine brake torque at different H2 blends and
compression ratios. The maximum brake torque values are
found at 12.5 CR and stoichiometric conditions. When l is
around 1.0, brake torque values of 228, 229, 228 and 217 Nm;
232, 235, 233 and 226 Nm; 231, 231, 228 and 221 Nm are ob-
tained fueled by CNG, HCNG5, HCNG10 and HCNG20 for 9.6,
12.5 and 15 CR, respectively. When CR are increased from 9.6
to 12.5 torque values increase. But, the torque values reduce at
 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y x x x ( 2 0 1 5 ) 1 e7 3

Fig. 1 e Experimental setup.

using CNG and HCNG5. When mixture conditions are lean, the
Table 1 e Specifications and error range of the
best values are obtained HCNG10, HCNG5 and HCNG5 at
experimental equipment and sensors.
9.6 CR, 12.5 and 15 CR, respectively. So, it can be said that CNG
Instrument Values Accuracies
losses the advantages at high excess air ratios. This can
Gas mixer unit 0e25% ±1% abs attributed to the low flame speed of CNG [6,21], as seen in
(Witt MM Flex) Table 3. Moreover, when the CR values are 9.6 and 12.5, torque
Cylinder pressure transducer 0e5000 PSI ±1%
values increase with addition of hydrogen (about 5e10%) to
(PCB 112A05)
Oscilloscope (Picoscope 4423) ±50 mV to ±100 V 1%
CNG. Fig. 3 shows the brake specific fuel consumption at
Mass flow meter 0e1000 SLPM 0.4% different HCNG blends and CR. The minimum BSFC is ob-
(Alicat 1000 SLPM) tained at 12.5 CR and l ¼ 1.1 as 205 g/kWh using pure CNG. The
Cussons P8601 hydraulic highest BSFC values are obtained fueled by HCNG20 for all CR.
dynamometer The BSFC values are measured as 270, 266, 263 and 298 g/kWh;
Speed range 0e7500 rpm 2 rpm
206, 209, 215 and 221 g/kWh; 207, 210, 223 and 255 g/kWh
Torque range 0e280 Nm 0%
fueled by CNG, HCNG5, HCNG10 and HCNG20 for 9.6, 12.5 and
Exhaust gas analyzer
(Capelec CAP 3200) 15 CR at l ¼ 1.15, respectively.
CO 0e15% 0.001% When CR value increases from 9.6 to 12.5, BSFC values are
CO2 0e21% 0.1% declined. And then, the BSFC values increase at 15 of CR.
O2 0e21.7% 0.01% Moreover, the minimum BSFC values are obtained at low l for
THC 0e20,000 ppm 1 ppm pure CNG than HCNG blends and all CR. As an example, the
NOx 0e10,000 ppm 1 ppm
minimum values of 207, 210, 215 and 247 g/kWh are gotten at
l ¼ 1.1, l ¼ 1.15, l ¼ 1.22 and l ¼ 1.27 fueled by CNG, HCNG5,
HCNG10 and HCNG20 for 15 CR, respectively. The low flame
15 of CR. By increasing the CR from 12.5 to 15, total volume of
speed and the poor lean-burn capacity of CNG led to CNG as
the cylinder is decreased. So the amount of fuel supplied to
favorable fuel at stoichiometric conditions [11]. In addition,
the cylinder and torque values decreases. In addition, the
due to high flame temperature and high flame speed of
torque values gradually increase and then decline with
hydrogen, HCNG is considered to be the favorable fuel at lean
increasing l. The maximum torque values of 221, 227 and
mixtures [10,11,22].
222 Nm; 229, 235 and 231 Nm; 215, 225 and 221 Nm are found at
l ¼ 0.95, l ¼ 1.0 and l ¼ 1.15 for 9.6, 12.5 and 15 CR fueled by
HCNG5, respectively.
It can seen that the higher torque values are obtained using
pure CNG under rich mixture conditions (l ¼ 0.9e0.95). At Table 3 e Properties of the CNG and HCNG blends.
stoichiometric conditions, the best torque values are observed Properties CNG HCNG5 HCNG10 HCNG20
using HCNG5 for CR of 9.6 and 12.5 and are found at 15 CR
% H2 [volume] 0 5 10 20
% H2 [mass] 0 0.583 1.224 2.712
Density [kg/m3] 0.748 0.715 0.682 0.615
LHV [Mj/kg] 46.81 47.24 47.71 48.80
Table 2 e Properties of the modified engine (for one LHV [Mj/m3] 35.016 33.805 32.594 30.173
cylinder). Stoichiometric A/F 16.64 16.74 16.86 17.12
Properties CR 9.6 CR 12.5 CR 15 Flame speed at 1 atm 40 48 56 72
[cm/s] [20]
Stroke volume [L] 0.964 0.964 0.964
Clearance volume [L] 0.1121 0.0838 0.069 Composition of CNG: 91.18% methane, 3.02% ethane, 1.45% pro-
Total volume [L] 1.0761 1.0478 1.033 pane, 0.59% butane, 2.98% nitrogen, 0.78% others.

€ z S, et al., Effects of compression ratio on performance and emissions of a modified

Please cite this article in press as: Tango
diesel engine fueled by HCNG, International Journal of Hydrogen Energy (2015), http://dx.doi.org/10.1016/j.ijhydene.2015.02.058
4 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y x x x ( 2 0 1 5 ) 1 e7

Fig. 2 e The brake torque values versus excess air ratio using different compression ratios and HCNG blends.

Fig. 3 e The BSFC values versus excess air ratio using different compression ratios and HCNG blends.

It is observed there is an advance in BSFC with the increase
of hydrogen fraction in natural gas for CR of 12.5 and 15. This
may be due to the combined effects of volumetric efficiency
and decreasing of volumetric heat value (as can be seen from
Table 3). But, for 9.6 CR, BSFC values descend by adding
hydrogen to CNG above l ¼ 1.1 out of HCNG20.
Combustion
The cylinder pressure and the rate of heat release versus
crank angle for different HCNG and CR around l ¼ 1.0 are
shown in Fig. 4. Moreover, Table 4 gives values of IMEP, PMAX,
qPMAX, ROHRMAX and qROHRMAX around l ¼ 1.0 for HCNG
blends and CR. The maximum pressure values of 57, 57.4, 57.6
and 56.6 bar are produced at 24.2, 22.4, 20.6 and 18.8 CA ATDC
for l ¼ 1.01 using CNG, HCNG5, HCNG10 and HCNG20 for CR of
9.6, respectively. It can be said that PMAX values are generally
obtained at lower crank angle by addition of hydrogen to CNG,
due to adding hydrogen causes an increase in flame speed of
blends [6,14]. The PMAX values of 57.4, 79.1 and 82.1 bar are
obtained at 22.4, 20.6 and 19.1 CA ATDC around l ¼ 1.0 using
HCNG5 for 9.6, 12.5 and 15 CR, respectively. As can be seen
from Table 4 and the figure, the PMAX values are closed to top
dead center with increasing CR. The flame speed of blends is
increased by CR.
It can be seen from the table and the figure, the PMAX values
are increase by CR, as in some studies [12,19,23]. But, IMEP
values of 7.4, 8.68 and 8.12 bar are obtained using CNG for 9.6,
12.5 and 15 CR, respectively. The same results are obtained
using the other fuels. However, it can be waited that IMEP
values increased with CR, IMEP values decreased for CR of 15
due to decreasing of cylinder air and increasing of BSFC. The
lean mixture or the decreasing CR results in a decrease in
cylinder temperature and so BSFC values increase. The

Fig. 4 e Cylinder pressure and rate of heat release values versus crank angle at stoichiometric conditions using.

€ z S, et al., Effects of compression ratio on performance and emissions of a modified

Please cite this article in press as: Tango
diesel engine fueled by HCNG, International Journal of Hydrogen Energy (2015), http://dx.doi.org/10.1016/j.ijhydene.2015.02.058
 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y x x x ( 2 0 1 5 ) 1 e7 5

Table 4 e IMEP, PMAX, qPMAX, ROHRMAX and qROHRMAX values at stoichiometric conditions for different CR and HCNG fuels.
Compression ratio Fuels IMEP (bar) PMAX (bar) qPMAX (0 CA ATDC) ROHRMAX (J/0 CA) qROHRMAX (0 CA ATDC)
9.6 CNG 7.40 57 24.2 84.00 17.0
HCNG5 8.03 57.4 22.4 88.19 15.3
HCNG10 7.45 57.6 20.6 85.18 13.4
HCNG20 7.07 56.6 18.8 78.06 11.6
12.5 CNG 8.68 70.1 22.4 89.56 13.4
HCNG5 10.38 79.1 20.6 102.06 13.4
HCNG10 9.38 75.7 18.8 90.69 11.6
HCNG20 8.55 72.1 18.8 80.36 9.8
15 CNG 8.12 82.6 20.6 86.00 13.4
HCNG5 8.10 82.1 19.1 90.30 10.0
HCNG10 8.00 80.8 17.0 87.59 9.8
HCNG20 7.50 75.3 15.2 78.26 8.02

cylinder temperature and thermal efficiency are increased by
adding hydrogen which has high flame temperature and high
flame speed for low CR [10,11].
It can be clearly seen from the figures that the curves of
rate of heat release are generally advanced with the increase
of CR and hydrogen fraction in the blends. Namely, the
maximum rate of heat release of 84, 88.19, 85.18 and
78.06 J/0 CA are gotten at 17.0, 15.3, 13.4 and 11.6 CA ATDC at
l ¼ 1.01 for 9.6 CR and the values of 89.56, 102.06, 90.69 and
80.36 J/0 CA are obtained at 13.4, 13.4, 11.3 and 9.8 CA ATDC at
l ¼ 1.0 for 12.5 CR for CNG, HCNG5, HCNG10 and HCNG20,
respectively. This is because the increase in CR and addition
hydrogen resulted in an increase burning velocity of blends
and this made the phase of ROHRMAX close to the top dead
centre [7,12,18].
Emissions
The THC emissions are shown in Fig. 5. THC emissions shown
a decreasing trend at between l ¼ 1.1 and l ¼ 1.15 and then
increased again. In general, THC emissions are lower than the
limit given Euro-VI standards [24] which is 0.5 g/kWh for a gas
engine. The THC values of 0.26, 0.22, 0.24 and 0.23 g/kWh; 0.33,
0.31, 0.29 and 0.3 g/kWh; 0.34, 0.35, 0.41 and 0.39 g/kWh are
obtained fueled by CNG, HCNG5, HCNG10 and HCNG20 for 9.6,
12.5 and 15 CR at l ¼ 1.15, respectively. THC values increase
with CR. This is because the increase in CR led to in an in-
crease in surface to volume ratio in the combustion chamber.
In addition, higher CR also has resulted in higher maximum
pressure, which pushed a higher fraction of unburned gas
mixture into the clearance volume. Therefore, THC values rise
from the relative increase in the combustion volume [4,
quoted in 25]. Overall, the effect of hydrogen addition on THC
emissions is not clear.
The CO emissions at different HCNG blends and CR are
shown in Fig. 6. When l value is above 1.1, the CO values are
lower than given a Euro-VI standard [24] which is 4.0 g/kWh.
With increasing l, the CO values dramatically decrease. The
lowest CO values are found for CR 12.5 below l ¼ 1.1. More-
over, the effect of adding hydrogen to CNG on CO emissions is
not clear. Fig. 7 gives the NOX emissions at different HCNG and
CR. Due to high flame temperature and high flame speed of
hydrogen, the increase of the hydrogen fraction in HCNG led
to increase the temperature of mixture and the residence time
of air in the hot zone. So, NOX increased by addition of
hydrogen to CNG [11].
The maximum NOX values of 18, 19.8, 21.5 and 25.5 g/kWh
are obtained at l ¼ 1.15 for 9.6 CR fueled by CNG, HCNG5,
HCNG10 and HCNG20, respectively. Similarly, the maximum
values of 18.4, 19.1, 20.7 and 22.1 g/kWh and 18, 19.2, 21.7 and
25.8 g/kWh are found at l ¼ 1.16 and ¼ 1.21 for 12.5 and 15 CR
fueled by the same fuels, respectively. As seen from the figure,
when the CR increases, the emission values arrive to
maximum values at higher l. Moreover, these NOX values are
higher than Euro VI standard (0.4 g/kWh) [24] for a gas engine.
Therefore NOx values should be decreased to reach the Euro
VI standard. As it can be observed from this figure, NOX
emission values reach to a maximum values and then reduce
with excess air ratios. The NOX emission values of 4, 21.5 and
16.7 g/kWh; 4, 20.5 and 17 g/kWh; 3.7, 21 and 18.6 g/kWh are

Fig. 5 e The THC emission values versus excess air ratio using different compression ratios and HCNG blends.

€ z S, et al., Effects of compression ratio on performance and emissions of a modified

Please cite this article in press as: Tango
diesel engine fueled by HCNG, International Journal of Hydrogen Energy (2015), http://dx.doi.org/10.1016/j.ijhydene.2015.02.058
6 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y x x x ( 2 0 1 5 ) 1 e7

Fig. 6 e The CO emission values versus excess air ratio using different compression ratios and HCNG blends.

Fig. 7 e The NOX emission values versus excess air ratio using different compression ratios and HCNG blends.

obtained at l of 0.96, 1.15 and 1.3 for 9.6, 12.5 and 15 CR fueled
by HCNG10, respectively.
Conclusions
In this study, the emission and performance characteristics in
a modified Isuzu 3.9 L diesel engine have been investigated at
1500 rpm using 9.6, 12.5 and 15 different compression ratios
fueled by pure CNG, HCNG5, HCNG10 and HCNG20. The main
results are outlined from the investigation;
- The maximum torque values were obtained fueled by
HCNG5 at the stoichiometric levels using CR of 12.5. For CR
of 15, the maximum torque values were measured using
CNG and HCNG5 at the same conditions.
- The lowest BSFC values were obtained at CR of 12.5 for all
blends. For a given excess air ratio, the BSFC values at
12.5 CR were about 23e30%, 19e27%, 20% and 23e32%
lower than with 9.6 CR fueled by CNG, HCNG5, HCNG10 and
HCNG20, respectively. The BSFC values were about 0.5e8%,
0.5e6%, 0e4% and 5e11% lower than with CR ¼ 15fueled by
CNG, HCNG5, HCNG10 and HCNG20, respectively.
- As CR decreased, torque values increased by adding of H2 to
CNG and CNG lost the advantages at high excess air ratio
and low CR.
- The maximum pressure values were increased by addition
of hydrogen to CNG for all CR.
- The PMAX and ROHRMAX values were closed to top dead
center with increasing CR and adding of hydrogen.
- The THC values were lower than Euro VI standards. The CO
values were generally lower than Euro VI standards. The
NOX emissions were increased by hydrogen addition for all
CR and the lowest NOX values were commonly obtained at
CR of 12.5. Euro-VI standards have been achieved without
catalytic converters for CO and THC emissions.
Consequently, it can be suggested that when CR value is
9.6, 5% and 10% H2 enrichment of CNG can be used interest in
performance and emissions for the modified diesel engine. In
addition, 0% and 5% hydrogen enrichment of CNG can be
suggested for 12.5 and 15 CR. HCNG blends have some positive
properties such as high heating value, wider flammable limits,
high octane number, high flame speed and low emission
capability. For this reason, in transportation sector, HCNG
blends have been used as alternative fuel to some industrial
projects such as Ford F-150 [26], CATA HCNG bus [27] and
ENEA Iveco Daily [28] using SI engines producing brake power
values range from 50 to 350 HP.
Acknowledgments
This study was founded by the Unit of the Scientific Research
Projects of Erciyes University (project no: FBD-11-3493 and
FBY-11-3496).

€ z S, et al., Effects of compression ratio on performance and emissions of a modified

Please cite this article in press as: Tango
diesel engine fueled by HCNG, International Journal of Hydrogen Energy (2015), http://dx.doi.org/10.1016/j.ijhydene.2015.02.058
 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y x x x ( 2 0 1 5 ) 1 e7 7

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€ z S, et al., Effects of compression ratio on performance and emissions of a modified

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diesel engine fueled by HCNG, International Journal of Hydrogen Energy (2015), http://dx.doi.org/10.1016/j.ijhydene.2015.02.058
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