Performance comparison of 4-Stroke Multi-

Cylinder CI-Engine using Neem Biodiesel and

Diesel as fuel
Nityam P. Oza
4th Semester PG student, Automobile Engineering, Government Engineering College, Bhuj
nityamoza@gmail.com

Dr. Pravin P. Rathod

Associate Professor, Mechanical Engineering Department, Government Engineering College, Bhuj
pravinprathod@gmail.com

Prof. Nikul K. Patel

Assistant Professor, Mechanical Engineering Department, Faculty of Engineering and Technology, The M S University of Baroda
nikulatmsu@gmail.com

ABSTRACT

Biodiesel made from non edible oil is good alternative to diesel fuel, which meets almost total demand of transportation and
agriculture industry. Biodiesel has advantages of renewability, less effect on environment and can be used in current diesel
engine without any modification. Experimental investigations have been carried out to examine properties, performance and
emission of B20 fuel (blend of 20% neem biodiesel and 80% petroleum diesel by volume) and compared to diesel fuel. A four
stroke, four cylinder indirect injection water cooled CI engine is used to measure the performance. Results are taken at six
different loads starting from no load to maximum 12 kW at constant speed of 1500 RPM. From the experiment it is found that
properties of biodiesel are comparative to diesel. Engine performance parameters are very close and sometimes found superior
to diesel. Pollutants emissions are less at all loads. Use of biodiesel relives problem of current degrading quality of
environment and further renewability will save foreign currency by reducing import of crude oil. Biodiesel can be produced
locally and current facility to transport and storage diesel fuel need not modify, further relives the problems associated with
other alternative fuel like ethanol, methanol, LPG, CNG, hydrogen.

KEYWORDS: Bio-diesel; Neem; CI Engine; Blend; Methyl
Ester
1. INTRODUCTION
In India, Around 32 million hectare of waste land suitable
for production of non-edible vegetable oil and comparable
property of this oil to diesel compelled many researchers to
investigate potential and performance of vegetable oil
using Compression Ignition engine (Biswas, 2002). It is
estimated that in India, yearly potential of neem oil is 500
million tonnes (Padhi and Singh, 2011). India imported
about 2/3rd of its petroleum requirements last year, which
involved a cost of approximately Rs. 80,000 crores in
foreign exchange. Even 5% replacement of petroleum fuel
by bio-fuel can help India save Rs.4000 crores per year in
foreign exchange (Oza - Patel and Rathod, 2012). It is
utmost important that the options for substitution of
petroleum fuels be explored to control this burgeoning
import bill. The degrading air quality in our cities further
warrants the quest for alternate cleaner fuels. Several
sources of energy, especially for driving the automotives
are being developed and tested. Bio-diesel is fatty acid
methyl or ethyl ester made from virgin or used vegetable
oils (both edible & non-edible) and animal fats. The main
commodity sources for bio-diesel in India can be non-
edible oils obtained from plant species such as Jatropha
Curcas, Karanj, Neem, Mahua etc.. Bio-diesel contains no
petroleum, but it can be blended at any level with
petroleum diesel to create a bio-diesel blend or can be used
in its pure form. Just like petroleum diesel, bio-diesel
operates in compression ignition engine; which essentially
require very little or no engine modifications because bio-
diesel has properties similar to petroleum diesel fuels. It
can be stored just like the petroleum diesel fuel and hence
does not require separate infrastructure. The use of bio-
diesel in conventional diesel engines results in substantial
reduction of unburned hydrocarbons, carbon monoxide and
particulate matters. Bio-diesel is considered clean fuel
since it has almost no sulphur, no aromatics and has about
10 %/wt. built in oxygen, which helps it to burn fully. Its
higher cetane number improves the ignition quality even
when blended in the petroleum diesel. Now a day, blending
of 10 to 20%/Vol. of biodiesel with diesel is more
favourable because of mainly two reasons. One is current
production of biodiesel does not meet present demand of

NCEVT’12 NITYAM OZA Page 1

diesel and other is better or similar engine performance as Fuel is supplied through 100 ml burette for good accuracy.
diesel can be obtained without any engine modification.

2. EXPERIMENTAL SETUP AND TEST

PROCEDURE

A four cylinder, four stroke, naturally aspirated, indirect

injection, water cooled CI engine have been used to carry
out experimental investigations. The specification of the
engine is given in Table 1.

Table 1 Engine Specification

Particulars Specification Figure 2. Exhaust Gas Analyser

Make & Model Stride Engine 1.5 E2 DSL make
Four stroke, Four cylinder, The eddy current dynamometer is used to load the engine.
General Details
Compression ignition, The load on engine is varied by changing excitation current
Bore 73 mm with the control panel. The water flow is measured with the
Stroke 88.9 mm help of rota meter. Data acquisition system is used to
Capacity 1489 cm3 measure temperatures of cooling water at inlet and outlet,
Compression Exhaust gas temperature before and after exhaust gas
23:1 calorimeter, inlet air temperature and load on the engine.
Ratio
Max. Power 26.6 kw@4000 rpm The data is recorded and stored at 5 seconds interval. The
Max. Torque 8.5 kg at 2250 rpm experiment are carried out with B20 fuel and compared
Clearance with diesel. Speed is kept constant at 1500 RPM and load
16.913 cm3 / cylinder is varied from no load to full load. With the help of burette
Volume
and stop watch, time taken for 10 ml fuel consumption is
measured at constant load and speed. From these data
brake thermal efficiency and brake specific fuel
consumption is calculated. Different temperatures and load
are recorded with data acquisition system. At the same time
emission data are recorded.

3. RESULTS AND DISCUSSION

Fuel Properties

From figure 3 it is seen that calorific value of diesel fuel is

41807kJ/Kg and that of biodiesel is 37802kJ/Kg. Based on
above calorific value for B20 blend has been calculated and
Figure 1 Engine test setup it is 40947kJ/Kg. Lower calorific value of biodiesel is
mainly due to oxygen content of biodiesel and increases
A six gas Exhaust gas analyser is used to measure emission brake specific fuel consumption compare to diesel.
data of the engine. The specification of the exhaust gas
analyser is shown in Table 2. Measurement of HC, NO,
NO2, CO, SO2, Excess air and flue gas temperature can be
possible with the analyser. Data can be transferred to
computer and stored. Also printer port provided can print
the data also.

Table 2 Exhaust Gas Analyser Specification

Parameter Range Resolution

O2 0-25 % 0.1 %
CO 0-2 % 0.005 %
NO 0-4000 ppm 1 ppm
NO2 0-500 ppm 1 ppm
HC 0-2 % 0.1%

NCEVT’12 NITYAM OZA Page 2

 50000 0.025

40000 0.020

Sulpher Content ( % by Vol.)

Calorific Value (kJ/Kg)

30000 0.015

20000
0.010

10000
0.005

0
0.000
Diesel Biodiesel B20
Diesel Biodiesel B20
Fuel
Fuel

Figure 3 Calorific Values of Various Fuels

Figure 5 Sulphur Content of Various Fuels
8 From figure 5 it is seen that sulphur content of biodiesel is
0.01%w/w which is half of diesel that is 0.02%w/w. Due to
low sulphur content biodiesel can meet stringent euro
6 norms. Figure 4.4 shows specific density of diesel,
Kinematic Viscosity (cSt)

biodiesel and B20 fuel. Biodiesel has little higher specific

density compared to diesel. Specific density of biodiesel is
4 0.8308 where as diesel has specific density of 0.816. B20
has specific density of 0.8186. Due to higher specific
density specific fuel consumption will be less than diesel
2
but due to lower calorific value specific fuel consumption
will increase Table 3 compares the, water content and flash
point temperature for diesel, biodiesel and B20 fuel. Ash
0
Diesel Biodiesel B20
1.0
Fuel

0.8

Figure 4 Kinematic Viscosity of Various Fuels

Specific Demsity

0.6
Kinematic viscosity for pure biodiesel and B20 are 7.2 cSt
and 4.2 cSt respectively, where as for diesel kinematic
viscosity measured is 3.7cSt. This is shown in figure 4. 0.4

Due to higher kinematic viscosity bio diesel requires higher

injection pressure than diesel. 0.2

0.0
Diesel Biodiesel B20

Fuel

Figure 6 Specific Density of Various Fuels

Table 3 Other Properties of Various Fuels

Sr. No Property Diesel Biodiesel B20

1 Ash Content 0.02 0.05 0.026

(%w/w)

NCEVT’12 NITYAM OZA Page 3

 2 Carbon Residue 0.1 0.15 0.11
(%w/w) 0.35

3 Water Content 0.005 0.19 0.042 0.30 Diesel

B20
(%w/V) 0.25

Brake Thermal Efficiency

0
4 Flash Point ( C) 44 116 44 0.20

0.15

0.10
content and carbon residue value for diesel is 0.02% w/w
and 0.1% w/w respectively, which is lower than the 0.05

biodiesel. Flash point of diesel is 44˚C which is lower

0.00
compared to 116˚C of the biodiesel. Hence it is safer to
handle biodiesel during transport and storage. Water
0 2 4 6 8 10 12
content of biodiesel is higher than diesel which may
Brake Power (kW)
contribute to lower NOx emission and exhaust gas
temperature.

Engine Performance Parameters Figure 7 Variation in Break Thermal Efficiency with Brake
Power
Figures 7, 8 and 9 compares Brake thermal efficiency,
brake specific fuel consumption and exhaust gas
temperature with diesel and B20 at varying brake power. 0.50

Brake Specific Fuel Consumption ( Kg/kW-h)

BTE with B20 fuel is maximum 0.3272 at brake power of
9.60 kW. Maximum BTE with diesel fuel is measured 0.45 Diesel
0.318 at brake power of 9.85 kW. Higher brake thermal B20

efficiency of B20 fuel is contributed towards oxygen

content of biodiesel helps in complete combustion of fuel. 0.40

Reduction in CO percentage further strengthens above

reason. Minimum BSFC for diesel fuel is 0.2764Kg/kW-h 0.35
and minimum BSFC for B20 fuel is 0.2933Kg/kW-h. In
spite of higher specific density of B20, lower calorific
value of biodiesel results in higher value of brake specific 0.30

fuel consumption compared to diesel. EGT measured

maximum at full load for both fuel and is 351.12˚C and 0.25
355.56˚C for B20 and diesel fuel respectively. Reduction is 0 2 4 6 8 10 12

EGT is may be due to higher cetane number and more Brake Power (kW)
water content of B20 compare to diesel. Due to lower EGT
using B20 fuel, emission of NOX is less and losses due to
variable specific heat and dissociation are reduced. This is Figure 8 Variation in Break Specific Fuel Consumption
another reason of higher brake thermal efficiency of B20 with Brake Power
compared to diesel. Moreover, during part load operation
the EGT with B20 fuel is considerably less and hence it
results in 1-2% higher brake thermal efficiency than diesel
shown in figure 7.

NCEVT’12 NITYAM OZA Page 4

 range and approaches to diesel as load increases further.
400
There are two main property kinematic viscosity and
oxygen content of fuel which play significant role in
350 pollutant emissions. Biodiesel contains inbuilt oxygen
Exhaust Gas Temperature (0C)

Diesel which helps in complete combustion of biodiesel results in

B20
300 lower amount of CO emission compared to diesel.
However, higher kinematic viscosity of biodiesel results in
250
higher droplet diameter and hence incomplete combustion,
200
this reflects in as load increases CO emission using
biodiesel approaches that of diesel.
150

100 350

50
300
0 2 4 6 8 10 12
Diesel
Brake Power (kW) B20
250

NOx (PPM)
200
Figure 9 Variation in Exhaust Gas Temperature with Brake
Power
150

Engine Emission Parameters

100

Figures 10, 11 and 12 compare emissions of Carbon

50
monoxide, Oxides of Nitrogen and Hydrocarbon Emission 0 2 4 6 8 10 12
using diesel and B20 fuel at varying brake power. The Brake Power (kW)
maximum value of CO emission with diesel fuel is 0.051%
by Vol. found at brake power of 11.26kW. Figure 11 Variation in NOx Emission with Brake Power

Maximum value of NOx emission with diesel fuel is 301

0.08 PPM is found at brake power of 11.26kW. Biodiesel emits
maximum 292 PPM of NO at brake power of 11.41kW.
0.07
Diesel
This difference may be attributed towards lower maximum
B20 temperature during cycle using B20 as fuel compared to
0.06 diesel. Reduced emission of NOx may be attributed towards
CO ( % by Vol.)

the good ignition quality and higher water content of B20

0.05 fuel compared to diesel. Variation of HC with brake power
is shown in figure 12. Emission of HC is low using B20 as
0.04 fuel at all loads. Further, at part load difference in HC
emission is
0.03

0.02 0.06
0 2 4 6 8 10 12

Brake Power (kW) Diesel

0.05 B20

0.04
HC ( % by Vol.)

Figure 10 Variation in CO Emission with Brake Power

0.03
B20 fuel emits maximum 0.056% /Vol. of CO at brake
power of 11.41kW except no load. At no load condition 0.02
CO emission are 0.074% /Vol. with diesel and 0.050%
/Vol. with B20 fuel. The minimum value of CO emission 0.01
with diesel fuel is 0.032% /Vol. is found at brake power of
5.7kW. Biodiesel emits minimum 0.030% /Vol. of CO at 0.00
brake power of 5.43kW. Emission of CO is less with B20 0 2 4 6 8 10 12

fuel compared to diesel at all load as shown in figure 10. Brake Power (kW)

CO emission is considerable less with biodiesel in part load

NCEVT’12 NITYAM OZA Page 5

Figure 12 Variation in Hydrocarbon Emission with Brake
Power
considerable, which reduces as load increases further.
Reasons behind CO emission again set the trend.
4. Conclusions
From the above results it can be concluded that biodiesel
can be a good alternative for diesel fuel due to following
reason.
 Use of blended fuel results in higher brake
thermal efficiency compared to diesel.
 B20 has less impact on environment compared to
diesel. Emission of CO, NOX and SO2 is less with
B20 fuel compared to diesel. Moreover, biodiesel
is less volatile results in lower emission of
unburned hydrocarbons.
 Higher flash point of biodiesel increases safety
during transport and storage of fuel.
 Above all, biodiesel is renewable fuel and India
has tremendous potential for production of
biodiesel which may help India to emerge as
energy independent country.
However future research is required to solve problems of
high viscosity and less volatility of biodiesel compared to
diesel. Current potential of raw material for biodiesel
production is insufficient to completely eliminate use of
diesel demands for search of new kind of feed stocks to be
developed. Research should be carried out to find impact
on lubricating oil properties and wear of engine.
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