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PERFORMANCE AND EMISSION CHARACTERISTICS OF DIESEL ENGINE USING

KARANJA OIL METHYL ESTER AND EUCALYPTUS OIL FUEL BLENDS *

Article · January 2020

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 Procedia
Environmental Science,
Engineering and Management
http://www.procedia-esem.eu

Procedia Environmental Science, Engineering and Management 6 (2019) (4) 553-563

Environmental Innovations: Advances in Engineering, Technology and Management,

EIAETM, 23rd-27th September, 2019

PERFORMANCE AND EMISSION CHARACTERISTICS OF

DIESEL ENGINE USING KARANJA OIL METHYL ESTER
AND EUCALYPTUS OIL FUEL BLENDS *
Harikrishna Nagwan1∗∗, Naveen Rana1, Ashu Kumar1,
Pramod Chandra Tewari2
1Quantum University, School of Technology, Roorkee, Uttarakhand, India
2College of Technology, GBPUA&T, Pantnagar, Uttarakhand, India

Abstract

Due to the high demand for liquid fuel in industrial and transportation sectors, there is a rapid hike in
prices. In recent years, biofuels are gaining importance to meet the future demand for sustainable
energy, reduction in dependency on fossil fuels and global environmental pollution. In this research
work, different blends of Karanja oil biodiesel and Eucalyptus oil have been used as an alternative of
diesel. The Karanja oil is converted into biodiesel by using esterification and transesterification
reactions for enhancing its various properties. The performance and emission parameters such as brake
specific fuel consumption, brake thermal efficiency, smoke density and exhaust gas temperature of 4.4
kW single-cylinder 4-stroke diesel engine have been measured and the optimum blends which provide
the best output of these parameters are identified. 30% and 40% Karanja oil methyl ester with 70% and
60% of eucalyptus oil fuel blends respectively were marked as the best fuel blends for diesel engine
with full replacement of diesel. The results of this experiment have been analyzed and compared with
standard diesel also.

Keywords: biodiesel, Karanja, Eucalyptus, blends, diesel engine

1. Introduction

Energy is a primary requirement for both developing and developed countries. In the
mid-18th and early 19th century, the industrial revolution took place in the European
countries. The necessity of energy was identified and petroleum-based fuel became the major
source of energy. It was consumed by industrial as well as transportation sector majorly in a
parallel way which was the main cause of diminishing the petroleum sources. India is one

*
Selection and peer-review under responsibility of the EIAETM
∗∗
Corresponding author: email: hnagwan@gmail.com
 Nagwan et al./Procedia Environmental Science, Engineering and Management, 6, 2019, 4, 553-563

among the fastest-growing countries as far as industrialization is concerned, and crude oil is
the backbone of the industrial growth. Petroleum Planning and Analysis Cell, ministry of
petroleum reported 213.93 MMT of crude were imported by India during 2016-17 which is
worth Rupees 4.7 trillion and 82% of total oil requirement and this value is increasing
rapidly. So, it is necessary to explore renewable energy resources all over the world. In this
connection, the interest shown in oxygenated fuels such as Karanja oil, Eucalyptus oil,
Mahua oil and Tamanu oil as potential fuels for transportation and agriculture sector in India
needs serious and quick attention. These fuels are also called Triglyceride oils. Biodiesels are
full of energy contents but have high viscosity and density in comparison to commercial
diesel fuel. Thus it is not acceptable to use pure or virgin vegetable oil directly in CI engines
(Bruwer et al., 1991).
The High thickness of vegetable oils, affect engine performance and create some
problems such as gum deposition, flow atomization, high smoke, particulate emission,
carbon deposition, erosion of engine cylinder and reduced engine life. Thus, certain
treatments are required in vegetable oils to use it in CI engine. Keeping in mind the end goal
to defeat the problems of direct use of vegetable oils in diesel engine, it must be converted
into biodiesel by four different ways which are blending, pyrolysis, micro-emulsion,
esterification and transesterification for the smooth operation of the engine (Bhattacharyya
and Reddy, 1994). Two-step transesterification process is one the best method suggested by
various researchers and also has been used in this research work to prepare biodiesel from
Karanja oil. Today requires that there should be some modification in chemical processes to
increase the yield of ester produced after the treatment by these processes (Bobade et al.,
2012).
Biodiesel can be directly used in CI engines but have to compromise with some
performance characteristics due to the high density and thickness leads to difficulty in
atomization of the fuel. According to Dhar and Agarwal (2014) brake specific fuel
consumption is higher for the high content of biodiesel and it is also increased with speed.
The optimized value of BSFC was found at 1800 rpm. Gangil et al. (2016) reported lower
brake thermal efficiency for higher biodiesel blends comparing with lower biodiesel blends
as well as diesel. Srivastava and Verma (2007) also observed poor performance using a high
ratio of biodiesel because of lower calorific value and higher viscosity of KOME. Thus, it is
necessary to mix some other bio-oil with Karanja oil biodiesel which having approximate
similar physiochemical properties as diesel for complete replacement of diesel from the
diesel engine. Eucalyptus oil contained properties similar to diesel except for its lower cetane
number, which may results in higher knocking in a diesel engine by using it 100%. It has
been reported by Devan et al. (2008) that a low cetane number of Eucalyptus oil can be
compensated by the high cetane number of biodiesel. They also reported 2.4% increase in
brake thermal efficiency using Paradise oil methyl ester and Eucalyptus oil in equal
percentage due to the approximate equal delay time of engine using Eucalyptus oil
comparing with neat diesel and fast-burning too, better fuel economy and 49% lower smoke
emission than diesel have been reported too. Srinivas et al. (2016) used Palm kernel oil and
Eucalyptus oil fuel blends and reduced smoke intensity to 37.05% compared with diesel at
full load condition. Krishnasamy et al. (2011) have been reduced smoke emission to 96.4%
by using Karanja oil biodiesel and eucalyptus oil at 80% load.
The main aim of this research work is to reduce the emission caused by diesel
vehicles as well as stationary engines and full replacement of diesel fuel with alternative
fuels of improved efficiency. As we know that diesel vehicles are the main cause of
environmental pollution so it is the requirement of today to focus on green fuels. Two
different biodiesels are selected to prepare the blends so that the physical and chemical
properties of the fuel can be matched with diesel and it can be used smoothly in the diesel
engine without any modification in the design of the engine.

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 Performance and emission characteristic of diesel engine using karanja oil methyl ester and eucalyptus oil

This work is divided into the following steps:

• measurement and comparison of the properties of both fuels with diesel;
• improving the properties of biodiesel for a smooth run and to follow ASTM
standards of biodiesel;
• preparation of fuel blends (Karanja oil methyl ester and Eucalyptus oil) in different
ratios;
• run diesel with different fuel blends and to obtain the performance and emission
characteristics such as brake specific fuel consumption, brake thermal efficiency,
smoke emission and exhaust gas temperature on different torque (varying from 0 to
28 N-m);
• comparison of all the characteristics with diesel fuel.

2. Materials and methods

All the experimental tests were performed in the IC engine laboratory of Department
of Mechanical Engineering, College of Technology, G.B. Pant University of Agriculture and
Technology, Pantnagar, India. Karanja oil is extracted from Karanja seeds by mechanical
expeller. Eucalyptus oil extracted by leaves and twigs of Eucalyptus tree by the distillation
process. These two oils are chosen for the test because both oils having similar properties as
diesel and also under the limit prescribed by IS: 1460-1974. The method chosen is purely
physical method because it will provide actual data to analyze the important characteristics
of the engine so that these results can be used in future practical work. Different physical and
chemical properties of oils measured in the laboratory according to ASTM standards and the
outcomes are given in Table 1.

Table 1. Physical and chemical properties of Diesel, Eucalyptus oil and KOME

Properties Diesel Eucalyptus oil KOME

Density (kg m-3) 860 895 885
Viscosity at 400C (cSt) 3-4 2.0 5.72
Calorific value (kJ/kg) 42,490 43,270 37,425
Flash point (0C) 76 54 170
Fire point (0C) 78 57 175
Pour point (0C) -16 -5 -6
Cloud point (0C) -10 -1 -2

Karanja oil is not suitable for direct use in diesel engine due to its inappropriate
properties such as high viscosity, low pour point, longer molecular chain, low vapor pressure,
low calorific value, and higher flash-point. These negative attributes cause many problems in
the engine such as poor atomization, fuel injector damage, incomplete combustion, low
pressure, and unburned solid particle deposition. These factors result in poor engine
performance and reduce engine life. Thus, it is necessary to enhance the properties of oils so
that the engine could perform well and for a long period.
Eucalyptus oil’s properties are under the limit of ASTM, therefore it can be directly
used in the diesel engine without any pre-treatment and Karanja oil’s properties are not
within ASTM range, so it is necessary to convert it into Karanja oil methyl ester for smooth
and efficient operation. Two-step esterification method is used in this research work to
enhance the properties of Karanja oil.

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 Nagwan et al./Procedia Environmental Science, Engineering and Management, 6, 2019, 4, 553-563

2.1. Procedure used to prepare biodiesel

Methyl ester of Karanja oil produced from crude Karanja oil by chemical reaction of
crude Kanraja oil with alcohol and catalyst. H2SO4 (98% pure) used as an acid catalyst (0.5%
of oil weight) is mixed with preheated (50 °C) crude oil. After that 13% of methanol is added
with it and stirred at 500-700 rpm at 57 °C for 90 minutes inside a closed vessel. After 90
minutes, free fatty acid contents in oil separated and proceed to the second step which is
called transesterification reaction.
In this process, Sodium hydroxide is used as a catalyst in the amount of 1% of oil
weight is added to methanol (13% of oil weight) and prepared a solution called sodium
methoxide. This solution is further added to the oil obtained after esterification. The
temperature of the reaction is maintained at 60 to 65°C and stir at 500-700 rpm during 70
min (Jerry, 2016). This Solution is transferred into separating funnel and allowed to settle.
Two layers of oil formed inside the funnel after 5-6 hours. The upper layer which is biodiesel,
separated and contained in a separate flask. Biodiesel obtained by this process was 90% to
92% of the weight of crude Karanja oil used initially.
Fuel blends with 10% to 90% (v/v) of Karanja oil methyl ester and Eucalyptus oil
were prepared and found suitable to use in diesel engine after measuring the different
physiochemical properties.

2.2. Experimental setup and procedure

4.4 kW, single-cylinder, 4-stroke, constant speed diesel engine made by Kirloskar was
used as an experimental engine setup. Engine consist fuel consumption measurement unit (a
50mL burette) and eddy current dynamometer for loading which is connected with an
electronic controller. Detail specification of the engine is given in Table 2.

Table 2. Engine specifications

Parameters Specification
Made Kirloskar
Model TAFI
Rated BP (bhp/kW) 6/4.4
Rated Speed (rpm) 1500
Number of Cylinder 1
Bore x Stroke (mm) 87.5 x 110
Displacement volume (cc) 662
Compression Ration 17.5:1
Cooling System Air Cooled
Starting System Manual hand start (with handle)

To measure engine performance and emission characteristics load has been divided
into 0%, 25%, 50%, 75%, and 100%. Torque and volume flow rate of fuel was measured on
different load by using eddy current dynamometer, 50mL burette, and stopwatch. Smoke
emission and exhaust gas temperature are measured by exhaust gas monitor and placing
thermocouple on exhaust gas pipe. Then further engine brake power, brake specific fuel
consumption, brake thermal efficiency, smoke density, and exhaust gas temperature has been
calculated.
To measure Brake Power Engine was initially run to 20 minutes under no-load
condition for stabilization and smooth operations. Speed of engine is measured with the help
of non-contact digital laser tachometer which displayed speed in rpm. Fuel consumption
measurement unit has a fuel tank and graduated glass burette of 50 mL capacity. The fuel
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 Performance and emission characteristic of diesel engine using karanja oil methyl ester and eucalyptus oil

blend sample was filled in 50 mL burette and allowed to pass in the engine. The total time
required to consume 50 mL fuel is noted. The formula used to calculate different parameters
is given in Table 3. The same procedure is repeated for different loading condition to find out
the fuel consumption at every load. Smoke emission was measured using an automotive
exhaust gas monitor unit which is attached to the engine exhaust pipe. Exhaust gas
temperature was measured using a thermocouple wire with digital indicator connected in
exhaust gas pipe. All the measurements were made at a steady mode, not at the initial heating
of the engine.

Table 3: Formula used to calculate different parameters.

# Parameter Formula used Unit

1. Brake Power 2π × N × T N-m
B.P. =
60000
2. Fuel Consumption Vcc l/h
fc = ×C
t
3. Brake specific Fuel consumption rate Vcc × ρ × 3.6 f c × p kg/kW-h
fuel consumption BSFC = = =
Brake power bp × t bp
4. Brake thermal Brake power K %
η th = = s
× 100
efficiency Fuel power bsfc × HV

Where, T = torque in N-m and N = engine speed in rpm, Vcc= volume of the fuel
consumed in mL, t = time in s, C = unit constant i.e. 3.6, t = time taken to consume 50 mL
fuel in sec. Ks = unit constant i.e. 3600, HV = gross heating value in kW/kg.

3. Results and discussion

3.1. Brake specific fuel consumption

Fig. 1(a) and 1(b) show the variation in BSFC at different loads. BSFC was found
decreasing with increasing the load and get its minimum value at 75% load approximately.
BSFC of fuel blends decreased as the concentration of Karanja oil methyl ester increase from
10% to 30% at all loading conditions. Decrement was observed from 0.347 kg/kW-h to 0.326
kg/kW-h. This reduction in BSFC is because of rich oxygen content presence in KOME
which provides complete burning of fuel particles. K40EU60 and diesel showed
approximately equal BSFC at full load. BSFC increased continuously by increasing the
percentage of KOME from 40% to 90% at all load because of low heating value and high
viscosity of KOME. High viscosity leads to poor atomization and vaporization of fuel so
high fuel quantity is required to generate same brake power. It is also observed that BSFC of
all fuel blends is higher than diesel fuel under all the loading conditions. This may because
fuel consumption of all fuel blends (except K30EU70 and K40EU60 fuel blends) is higher
than diesel fuel due to lower calorific value than diesel.
This is also found that the engine is producing the maximum energy at full load,
which required more fuel energy thus, more fuel consumption will occur at high loads,
resulting in a slight increase in brake fuel consumption also shown at full load comparing to
75% load.

3.2. Brake thermal efficiency

BTE found increases with increasing the load for all fuel blends as well as diesel fuel
(except 75% load to full load). Variation of BTE of different fuel blends at different loads

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 Nagwan et al./Procedia Environmental Science, Engineering and Management, 6, 2019, 4, 553-563

shown in Fig. 2(a) and 2(b). Fuel consumption was increased Beyond 75% load thus BTE
remains constant or decreased beyond that load.

(a)

(b)

Fig. 1. (a). Load v/s BSFC of K10EU90, K20EU80, K30EU70, K40EU60 and diesel
(b). Load v/s BSFC of K50EU50, K60EU40, K70EU30, K80EU20, K90EU10 and diesel

BTE of high concentrated Eucalyptus oil fuel blends such as K10EU90 and K20EU80
found lower than diesel at all the loading condition. It may be due to the presence of a lower
amount of oxygen content in Eucalyptus oil which tends to incomplete combustion compared
to other fuel blends. BTE was improved for K30EU70 and K40EU60 blends due to optimum
oxygen content and comparable calorific value of fuel blends with diesel. It is 0.52% and
1.02% more than diesel fuel respectively. Although, the calorific value of these fuel blends
was lower than neat diesel but rich oxygen content in fuel take part in combustion and
compensated the fuel consumption rate.

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 Performance and emission characteristic of diesel engine using karanja oil methyl ester and eucalyptus oil

(a)

(b)

Fig. 2. (a). Load v/s brake thermal efficiency of K10EU90, K20EU80, K30EU70, K40EU60 and diesel
(b). Load v/s brake thermal efficiency of K50EU50, K60EU40, K70EU30, K80EU20, K90EU10 and
diesel

K50EU50 fuel blend shows approximately the same variation as mineral diesel at full
load. All blends from K50EU50 to K70EU30 shows lower brake thermal efficiency at lower
engine loads but it improves at 75% and 100% loads. This may because of improper fuel
combustion due to the higher viscosity of the fuel than diesel which tends to the higher
consumption rate of fuel. But at higher load brake thermal efficiency of these fuel blends was
comparable to diesel because of higher turbulence of fuel at higher load i.e. above 50%. BTE
of K80EU20 and K90EU10 decreased at all loading condition. Decrement was observed by
1.56% and 2.7% respectively comparing to diesel at full load condition because higher
viscosity of KOME results in poor atomization of fuel which leads to poor and incomplete
combustion so high amount of fuel was consumed by the engine to perform same work
output. Moreover, the calorific value of KOME is lower so, rich air-fuel mixture required to
produce the same brake power.

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 Nagwan et al./Procedia Environmental Science, Engineering and Management, 6, 2019, 4, 553-563

3.3. Smoke opacity

Variation of smoke emission using different fuel blends with torque is shown in Fig.
3(a) and Fig. 3(b). Smoke emission for all the biodiesel blends found lower than diesel
except K80EU20 and K90EU10 at a higher load (greater than 50% load).

(a)

(b)

Fig. (a). Load v/s smoke density of K10EU90, K20EU80, K30EU70, K40EU60 and diesel,
(b). Load v/s smoke density of K50EU50, K60EU40, K70EU30, K80EU20, K90EU10 and diesel

Diesel fuel is a non-oxygenated fuel. It contains very less amount of oxygen. Thus it
shows higher smoke emission than biodiesel at part load and full load. Smoke opacity of
K10EU90 blends also was found close to diesel because of lower oxygen presence in
Eucalyptus oil than KOME. It decreased continuously from K10EU90 to K50EU50. Fuels
blend K50EU50 produced the lowest smoke quantity among all the fuel blends i.e. 32.1 HSU
which is 22.06% lower than smoke produced by diesel fuel. This was because of higher
oxygen content present in the fuel which leads to proper and complete combustion of fuel.
Although, K70EU30 to K90EU10 contain enough oxygen content for proper burning,
however, the viscosity of these fuel blends is too higher than other blends as well as diesel so
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 Performance and emission characteristic of diesel engine using karanja oil methyl ester and eucalyptus oil

they cannot properly be atomized, which results in fuel drops remain unburnt and black
smoke particles produced in exhaust emission.

3.4. Exhaust gas temperature

The results show that EGT gradually increased with increasing load for all selected
fuel mixtures and diesel (Fig. 4, a, b). Increase in EGT may be due to the heating of fuel
inside the engine by engine cylinder heat and increasing the pressure of the combustion
chamber which results in advanced furl burning at the warmed-up condition of the engine.

(a)

(b)

Fig. 4. (a). Load v/s EGT of K10EU90, K20EU80, K30EU70, K40EU60 and diesel
(b). Load v/s EGT of K50EU50, K60EU40, K70EU30, K80EU20, K90EU10 and diesel

EGT of rich Eucalyptus contained fuel blends is higher than diesel due to higher
calorific value. Except this, rich amount of Karanja oil methyl ester fuel blends energy
conversion to work is not proper due to incomplete combustion of highly viscous and poorly
atomized molecules of KOME. Thus, the increase in EGT with respect to diesel also
observed during analysis.
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The variation of different parameters of engine performance and emissions like brake
thermal efficiency, brake specific fuel consumption, and exhaust gas temperature and smoke
emission at 75% load is shown in Fig. 5(a) and Fig. 5(b) to compare the results for all fuel
blends.

(a)

(b)

Fig 5. (a). BTE and BSFC variation for different fuel blends at 75% load
(b). EGT and Smoke emission for different fuel blends at 75% load

4. Conclusion

Performance and emission investigation were done using K10EU90, K20EU80,

K30EU70, K40EU60, K50EU50, K60EU40, K70EU30, K80EU20, K90EU10 and neat
diesel fuel. Different parameters of engine such as brake specific fuel consumption, brake
thermal efficiency, smoke density, and exhaust gas temperature were tested. Performance
and emission characteristics of diesel engine were checked as per IS:10000[P: 8]: 1980 and
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 Performance and emission characteristic of diesel engine using karanja oil methyl ester and eucalyptus oil

SAE: J255a standards respectively.

Based on current analysis, the following conclusions are drawn:
BSFC of fuel blends was found to decrease as the concentration of Karanja oil methyl
ester was increased from 10% to 30% at all loading conditions. K40EU60 and diesel show
approximately equal BSFC at full load which increases continuously at all loads with
increasing concentration of KOME. Thus it can be concluded that K30EU70 and K40EU60
are the best fuel blends among all selected fuel blends to obtain BSFC closer to diesel fuel.
• BTE was found to increase with increasing load for all fuel blends as well as diesel
fuel (except at full load). BTE of high concentrated Eucalyptus oil fuel blends such
as K10EU90 and K20EU80 was found to lower than diesel at all loading
conditions. K30EU70 and K40EU60 fuel blends show 0.52% and 1.02% higher
BTE than diesel.
• Smoke density was found to be lower than diesel for all fuel blends except
K80EU20 and K90EU10 blends. K50EU50 fuel blend produced minimum smoke
emission which is 22.06% lower than smoke produced by diesel fuel.
• EGT found using all biodiesel blends found higher than diesel except K50EU50.
So the mixture of Karanja oil methyl ester and Eucalyptus oil can be a full
replacement of diesel fuel. Moreover, results concluded that K30EU70 and K40EU60 fuel
blends are optimum mixtures for better performance and K50EU50 blend is the optimum
blend to obtain lower smoke emission of the engine.
Hence, K30EU70, K40EU60 and K50EU50 fuel blends can be recommended as
diesel engine fuel with better performance and emission characteristics without any engine
modification.

Acknowledgments

The authors express his deep sense of reverence and heartfelt gratitude to Dr. H. C.
Sharma, Dean, College of Technology, GBPUA&T Pantnagar, Uttarakhand, India to provide
all direct and indirect support for this study. Appreciations also extended to account
department of college of technology, Pantnagar to provide all the financial support (Grant
receipt number 1600, Date: 14-03-2018).

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