1. Performance and Emission studies on unaltered
mahua-oil blends with varying injection pressure
in a diesel engine
PRESENTED BY-
Deepesh Sonar
DEPARTMENT OF MECHANICAL ENGINEERING
MALAVIYA NATIONAL INSTITUTE OF TECHNOLOGY
JAIPUR (INDIA)
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2. INTRODUCTION
Need of alternative fuels:
• Rising crude oil prices
• increasing environmental concerns
• long-term energy security reasons
Fuels of bio-origin can provide a feasible solution to the crisis.
Diesel engines play a major role in transportation, industries, power
generation and agricultural sector;
 they have high efficiency
 they consume less fuel and,
 they are reliable.
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3. VEGETABLE OIL AS DIESEL ENGINE FUEL
Vegetable oils as fuel –
• are renewable
• emit low levels of pollutants
• provide engine performances similar to that with diesel
fuels in diesel engines.
In rural and remote areas of developing countries, where
grid power is not available, vegetable oils can play a vital
role in decentralized power generation for irrigation and
electrification purposes.
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4. BUT VISCOSITY IS A MAJOR PROBLEM
High viscosity of vegetable oil is a major hindrance.
Various means to chemically process it by lowering its viscosity are-heating
-microemulsification
-pyrolysis
-transesterification ;
BUT, these are complicated and cost prohibitive, especially in rural
settings, due to logistics and other problems.
• Blending of vegetable oils with diesel, however, reduces
the viscosity drastically.
• Raw vegetable oil, even upto 100% blend with diesel,
can be used as fuel in diesel engines with some minor
modifications.
[1-8]
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5. ENGINE MODIFICATION
• Fuel injection pressure and timing (among various other parameters
like compression ratio, injection rate and air swirl level) are
fundamental in determining the overall efficiency of the engine.
• Injection pressure of the injected fuel has a significance effect on
the performance and formation of pollutants inside the engine.
• Higher injection pressure contributes to decreased fuel droplet size,
increased mixing with air, improved combustion and emission
reduction.
[9-13]
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6. MATERIALS AND METHODS
• Series of performance and emission tests were conducted with Diesel &
Mahua oil blends on single cylinder, water cooled, 5 HP diesel engine.
• Tests were conducted at rated fuel IOP of 200 kgf/cm2. Tests were also
performed at IOP of 190, 210, 220 and 230 kgf/cm2.
• Blends of Mahua oil(v/v) were tested over the entire range of engine
operation. Results were compared with baseline data of diesel fuel.
• Optimum blend and IOP for engine with Mahua-blends were evaluated.
NOx and smoke emissions were measured using INDUS exhaust gas analyzer,
PEA 205 and AVL Dispeed 492 smoke meter, respectively.
Injection pressure was varied by testing the injector assembly in a nozzle tester.

7. LINE DIAGRAM OF EXPERIMENTAL SET-UP
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8. FABRICATED AIR-BOX AND FUEL METERING ARRANGEMENT
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9. ELECTRICAL LOAD BANK WITH CONTROL PANEL
FABRICATED AND INSTALLED FOR THE CI ENGINE
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10. PROPERTIES OF CRUDE MAHUA OIL
AND DIESEL
Fuel
Specific Calorific Carbon Ash
Pour Flash Water Kinematic
gravity Value
residue content point point content viscosity
(MJ/kg) (%)
(%)
(oC) (oC) (%)
(cSt at
40oC)
Crude 0.9040
Mahua
Oil
38.863
0.4215
0.021
15
238
Trace
37.18
Diesel
45.343
0.0337
0.006
< -5
47
Trace
2.44
0.842
[2]
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11. PERFORMANCE CHARACTERISTICS
Brake Specific Fuel Combustion (BSFC)
• BSFC for CMO/blends are higher than diesel at 200 kgf/cm2 (rated).
• B20 shows marginally better BSFC than other blends.
• C.V. of mahua oil is less, so BSFC for higher blends were higher than
diesel. For B100 it is higher by 11–25% at rated engine parameters.
• Minimum BSFC was obtained at 230 kgf/cm2 IOP for all fuel blends.
• But, further increase in IOP deteriorated the BSFC.
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12. PERFORMANCE CHARACTERISTICS (cont’d)
Brake Thermal Efficiency (BTE)
• BTE in general, reduced with the increasing concentration of mahua
in the blends. In all cases, it increased with increase in load.
• Maximum thermal efficiency for B20 was comparable with diesel.
• Highest BTE, 28.9% occurred at 230 kgf/cm2 at full load due to
better atomization and mixing with air thus enhancing combustion.
• Too high IOP led to delayed injection and lower BTE.

13. PERFORMANCE CHARACTERISTICS (cont’d)
Exhaust Gas Temperature (EGT)
• EGT increased with load for all the fuels tested.
• EGT increased with increasing concentration of mahua oil.
• EGTs were higher for modified engine operated with higher IOP.
• Improved air motion and better mixing improved combustion and
increased the EGT.
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14. EFFECT OF IOP ON BSFC
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15. EFFECT OF IOP ON BTE
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16. EFFECT OF IOP ON EGT
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17. EMISSION CHARACTERISTICS
Nitogen Oxides (NOX)
• Increasing proportion of mahua oil in the blends increased NOx emissions
slightly (within 4 %) vis-a-vis diesel.
• NOx concentration varied almost linearly with load.
• As the load increases, the overall fuel–air ratio increases, so better
burning with higher temperatures leads to NOx formation.
• NOx level was directly related to the EGT, but inversely related to smoke.
• NOx level increases with increasing IOP due to faster combustion and
higher temperatures attained.
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18. EMISSION CHARACTERISTICS (cont’d)
Smoke
• Smoke increased sharply with increase in load for all fuels tested.
• Large difference in smoke levels between B100 and HSD at full load.
• Mahua and its blends produced less smoke than pure diesel.
• The smoke level of CMO gets decreased when the IOP increases.
The lowest smoke opacity is obtained for M100 with 240 kgf/cm2.
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19. EFFECT OF IOP ON NOx
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20. EFFECT OF IOP ON SMOKE
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21. PERFORMANCE AND EMISSION CHARACTERISTICS OF CMOBLENDS AT VARYING IOP AT FULL LOAD CONDITION
IOP
Kgf/cm2
190
200
(rated)
200
210
Fuel
BSFC
kg/kW-h
M10
M20
M30
M40
M100
M10
M20
M30
M40
M100
DIESEL
M10
M20
M30
M40
0.321
0.323
0.329
0.329
0.334
0.332
0.323
0.335
0.329
0.361
0.321
0.32
0.322
0.327
0.329
BTE
%
28.7
28.1
27.6
26.9
22.0
28.8
29.7
28.7
27.2
22.1
29.8
28.8
28.2
27.8
27.3
EGT
oC
NOx
ppm
Smoke
%
342
342
341
345
355
345
351
348
355
361
345
339
349
351
358
1532
1556
1586
1679
1763
1560
1591
1599
1623
1781
1690
1598
1615
1654
1688
28.6
29.8
29.5
26.3
25.8
27.9
27.7
27.3
25.4
20.3
39.4
25.7
24.0
22.5
18.7

22. PERFORMANCE AND EMISSION CHARACTERISTICS OF CMOBLENDS AT VARYING IOP AT FULL LOAD CONDITION (cont’d)
IOP
Kgf/cm2
220
230
240
M10
M20
M30
M40
M100
BSFC
kg/kW-h
0.320
0.325
0.328
0.332
0.339
BTE
%
28.8
28.6
28.7
27.3
23.5
EGT
oC
344
347
354
362
375
NOx
ppm
1645
1696
1700
1766
1815
Smoke
%
23.1
20.6
15.9
12.6
17.5
M10
M20
M30
M40
M100
M10
M20
M30
M40
M100
0.318
0.329
0.330
0.329
0.334
.320
.317
.323
.330
.339
28.8
28.8
28.9
27.5
23.8
28.8
28.8
28.6
27.5
23.6
348
351
359
366
378
349
349
358
369
385
1623
1667
1750
1782
1857
1645
1694
1764
1810
1867
22.3
18.3
16.2
14.3
12.2
25.6
17.3
14.3
10.1
5.9
Fuel

23. CONCLUSION
• CMO and blends can be used as alternative fuel. By optimizing IOP, performance
and emissions of engine can be improved significantly.
• B10 could be safely used at rated IOP, without significantly affecting engine
performance (BSFC, BTE, EGT) and smoke and NOx emissions.
• Increasing IOP from rated 200 kgf/cm2 to 230 kgf/cm2 increased the BTE and
NOx with reduction in BSFC and smoke. Beyond that, inverse trend was noticed.
• At 230 kgf/cm2 IOP, optimum BTE and BSFC were obtained. BSFC improves by 10%
and BTE by 9%. Smoke was reduced. NOx emission increased only marginally.
Use of B10, even at rated IOP, and B20 and B30 at 230 kgf /cm2
results in minimum loss of efficiency and generates higher
environmental benefits.

24. REFERENCES
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25. REFERENCES (cont’d)
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26. Malaviya National Institute of Technology
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