1099

A publication of

CHEMICAL ENGINEERING TRANSACTIONS

VOL. 94, 2022 The Italian Association
of Chemical Engineering
Online at www.cetjournal.it

Guest Editors:Petar S. Varbanov, Yee Van Fan, Jiří J. Klemeš, Sandro Nižetić
Copyright©2022, AIDIC ServiziS.r.l.
DOI: 10.3303/CET2294183
ISBN978-88-95608-93-8;ISSN 2283-9216

A Review of Performance and Emission Characteristic of

Engine Diesel Fuelled by Biodiesel
Lai Fatt Chuaha,*, Awais Bokharib, Saira Asifc, Jiří Jaromír Klemešd, Daniel Joe
Dailine,f, Hesham El Enshasye,f,g, Abdul Halim Mohd Yusoff
a
Faculty of Maritime Studies, Universiti Malaysia Terengganu, 21300 Kuala Terengganu, Terengganu, Malaysia.
b
Department of Chemical Engineering, COMSATS University Islamabad, Lahore Campus, 54000 Pakistan
c
Faculty of Sciences, Department of Botany, PMAS Arid Agriculture University, Murree Road, Rawalpindi, Punjab, 46300
Pakistan.
d
Sustainable Process Integration Laboratory, SPIL, NETME Centre, Faculty of Mechanical Engineering, Brno University of
Technology, VUT Brno, Technická 2896/2, 616 69, Brno, Czech Republic
e
Institute of Bioproduct Development, Universiti Teknologi Malaysia, 81310, Skudai, Johor, Malaysia.
f
School of Chemical and Energy Engineering, Universiti Teknologi Malaysia, 81310, Skudai, Johor, Malaysia.
g
Bioprocess Development Department, City for Scientific Research and Technology Applications (SRTA), New Burg Al Arab,
Alexandria, Egypt
lfchuah@umt.edu.my

Research into biodiesel as a greener fuel alternative derived from renewable resources has been increased due
to the depletion of fossil-fuel reserves, as well as growing environmental concerns. It is a cleaner alternative fuel
that may be utilised in diesel engines without requiring any modifications to the engine. This document provides
a synopsis of key research on the engine performance and exhaust emission characteristics of diesel engines
that are fuelled with biodiesel blends, as well as the results of those investigations. Based on the engine
performance tests, biodiesel blends exhibited greater brake specific fuel consumption and exhaust gas
temperature than diesel fuel, but poorer braking power, torque, and thermal efficiency. When comparing engine
emissions from biodiesel blends to diesel fuel, it was found that carbon dioxide and nitrogen oxides were greater,
but that carbon monoxide was surprisingly lower. The most significant advantage of biodiesel is that it is carbon
neutral and does not contribute to the emission of greenhouse gases. It contributes to a reduction in pollution
by minimising the release of dangerous and hazardous compounds into the atmosphere, as well as significantly
improving the performance of the engine.

1. Introduction
A multitude of industries, including transportation (Chuah et al., 2021a) and construction, use diesel engines as
prime movers because of their great thermal efficiency. Diesel fuel consumption has skyrocketed as a result of
this. Diesel engines' high emissions of nitrogen oxides and particulate matter raise serious issues (Chuah et al.,
2016a). Reducing nitrogen oxides and particulate matter in a conventional diesel engine is a challenging task.
It is crucial to improve the fuel efficiency and towards lower carbon dioxide emissions by minimising nitrogen
oxides and particles in diesel exhaust. The researchers looked at a variety of alternative fuels (Asif et al., 2021),
including alcohol and its derivatives, dimethyl ether, and biodiesel fuels (transesterified from non-edible oils)
(Chuah et al., 2015), among others. Non-edible oil is a sustainable energy source (Chuah et al., 2017),
biodegradable (Ali et al., 2019), and non-toxic (Bokhari et al., 2015) alternative to petroleum-based diesel fuel.
Among the several alternative fuels, biodiesel is one of the most well-suited for use in diesel engines (Chuah et
al., 2021b).
Biodiesel made from edible oils accounts for about 95 % of global production. As a result of a food dispute, it
has been aggressively criticised by non-governmental organisations around the world (Bokhari et al., 2016).
Biodiesel's primary cost driver is the price of raw materials, accounting for 75 to 88 % of the total (Bokhari et al.,
2017). By utilising the non-edible oil as a raw material in biodiesel production can significantly reduce total

Paper Received: 14 May 2022; Revised: 01 June 2022; Accepted: 03 June 2022
Please cite this article as: Chuah L.F., Bokhari A., Asif S., Klemeš J.J., Dailin D.J., Enshasy H.E., Yusof A.H.M., 2022, A Review of Performance
and Emission Characteristic of Engine Diesel Fuelled by Biodiesel, Chemical Engineering Transactions, 94, 1099-1104
DOI:10.3303/CET2294183
1100

biodiesel processing cost (Asif et al., 2019). The number of publications related to biodiesel, its diesel engine
emissions and performances increased exponentially in the last 20 years, which revealed the increasing interest
of the biodiesel and its environmental concern (Bokhari et al., 2019). Poor storage and cold flow properties, poor
spray characteristics, and a lower heat content are only a few of the downsides of biodiesel fuel. Chuah et al.
(2016b) stated that selection of the raw material oils is dependent on the critical parameters of the biodiesel,
such as cetane number (≥ 51), iodine value (≤ 120 g I2/100 g), cold filter plugging point (-10 – 0 ‫ﹾ‬C) and oxidation
stability (≥ 6h). By properly selecting the raw materials for biodiesel production, could possible to avoid these
drawbacks altogether. It has also been observed that the use of biodiesel causes an increase in nitrogen oxide
emissions. The presence of fuel bound oxygen leads to many implications for the increase in nitrogen oxides
emission, including injection advancement, higher flame temperature, fuel property alterations in terms of
increased density, lower volatility, higher iodine number, and a quicker burn rate. Because of the absence of
sulphur and aromatics, as well as the presence of fuel-bound oxygen, biodiesel fuels have been demonstrated
to lower soot emissions from internal combustion engines. Biodiesel fuels must be thoroughly investigated in
order to be used as a substitute fuel for diesel engines. Its performance, combustion, and emission properties
must all be investigated. As a result, the authors put up a concerted effort in this study to comprehensively
analyse experimental research on biodiesel fuels from a variety of sources. To keep things short and simple,
this research provides a fuel-vice summary of the performance and emission characteristics of biodiesel fuel.

2. Performance and emission characteristic of engine diesel

Several different types of diesel engines were examined by the researchers, with the majority of the engines
being direct injection (DI) turbocharged and four-cylinder diesel engines. The performances and emissions of
diesel engine fuelled biodiesel-diesel are influenced by biodiesel properties, e.g. viscosity, density, cetane
number, calorific value, oxygen and sulphur content. High viscosity of biodiesel significantly affects the
performance of the engine in terms of fuel spray, evaporation and atomisation process, which attributed to slow
burning and longer combustion duration. When testing an engine on a test bench, equivalent performance
requires attaining same engine speed and torque, regardless the fuel used. A meaningful comparison of
emissions and fuel consumption is only possible if the test is carried out under the same operation mode, e.g.
engine speed and brake mean effective pressure, the latter being proportional to the effective torque. Driver
declared not noticing any power loss and it may be due to the infrequent demand of full load, in which low load
is usually observed in a vehicle except when in highway express road (Lapuerta et al., 2008).
Pure biodiesel almost does not emit sulphur oxide during the combustion in a diesel engine as sulphur content
can be ignored (Alpekin and Canakci, 2008). Sanjid et al. (2013) have reviewed papers of diesel engine
performance fuelled by biodiesel derived from different feedstock oil compared to diesel fuel. They found that
most researchers claimed brake specific fuel consumption and exhaust gas temperature increased, whereas
the brake thermal efficiency, torque and brake power decreased when using biodiesel compared to diesel fuel
during combustion in a diesel engine.
Kalam et al. (2011) carried out 5 wt.% blend of waste palm oil and waste coconut oil in four-cylinders naturally
aspirated indirect injection (IDI) engine. Diesel fuel (B0) was used for comparison purposes. The engine
operated from 1500-3500 rpm at a constant 85 % of throttle position. The engine operation showed good stability
and safe at 85 % rather than 100 % throttle position. The brake power reached a maximum at 3000 rpm for all
the tested fuel, e.g. 36.7, 36.1 and 36.2 kW for diesel fuel, 5 wt.% waste palm oil (P5) and 5 wt.% waste coconut
oil (C5) blends. An average of engine power with all test biodiesel blends was lower than diesel fuel over the
entire engine speed range at full load and was found as 28.28 kW (B0), 27.94 kW (P5) and 28.08 kW (C5). In
comparison with diesel fuel, about 1.2 and 0.7 % reduction of brake power were found for P5 and C5. Moreover,
reduction of exhaust emissions, e.g. unburned hydrocarbon, smoke and carbon monoxide offered by the
blended fuels. In terms of nitrogen oxides, C5 reduced by 1 % and the P5 increased by 2 % compared to diesel
fuel. Many studies have investigated the impact of biodiesel on nitrogen oxides emissions, and according to Xue
et al. (2011), around 65 % of 69 number of references claimed that nitrogen oxides emissions rose as the
biodiesel mix ratio increased.
For the experiments, the researchers (An et al., 2013) used a Euro IV diesel engine (in-line four cylinder, four
stroke, turbocharged and direct injection diesel engine) to evaluate the performance, combustion, and emission
characteristics of pure biodiesel derived from waste cooking oil as well as its blended fuels. Four different engine
speeds of 800 - 3600 rpm under different loads of 25-100 % were tested. Using biodiesel mix fuels resulted in
greater brake specific fuel consumption, particularly at low engine speeds and under partial load situations The
brake thermal efficiency of biodiesel blend fuels was found to be slightly higher compared to diesel fuel at 50
and 100 % load and the opposite trend was found at 25 % load. When comparing the combustion characteristics
of biodiesel and diesel fuel when the engine is working at full load, it was discovered that biodiesel had a slightly
shorter ignition delay and a lower peak heat release rate. When it comes to exhaust emissions, the usage of
 1101

biodiesel was shown to result in a modest reduction in significant pollutants, such as unburned hydrocarbons
and nitrogen oxides. The opposite tendency was seen at low engine speed, indicating that low engine speed
has a substantial impact on the combustion and emission production processes within the engine. Utlu and
Kocak (2008) have carried out an experiment on a TDI 110 Turbo-Inter Cooler with In-line four cylinder,
turbocharged and direct injection diesel engine to evaluate the emission and performance characteristics of
pure biodiesel and diesel fuel under full load at various engine speeds of 1750 to 4400 rpm. The results showed
that the waste frying oil methyl ester resulted in higher brake specific fuel consumption with 14.34 % increase
in average compared to diesel fuel due to a lower heating value, higher density and viscosity of waste frying oil
methyl ester. With respect to emissions, an average value of carbon monoxide, nitrogen oxides and smoke
intensity was decreased by 17.14, 1.45 and 22.46 % for the utilisation of waste frying oil methyl ester compared
to diesel fuel.
Nantha Gopal et al. (2014) have conducted the experiments on a single cylinder 4 stroke and vertical air-cooled
DI diesel engine designed for agriculture purpose to evaluate the performance, combustion and emission
characteristic of pure biodiesel derived from waste cooking oil and its blend fuels. An engine was run at 1500
rpm and the load was varied from no load to maximum load in 5 steps. The brake thermal efficiency, carbon
monoxide, unburned hydrocarbon and smoke opacity were found to be lower in the case of biodiesel blend fuels
compared to diesel fuel. Specific fuel consumption and nitrogen oxides of biodiesel blends fuel were observed
to be higher than diesel fuel. For combustion characteristics, all biodiesel blends showed similar trends
compared to diesel fuel. Ghobadian et al. (2009) studied artificial neural network (ANN) modelling of a diesel
engine fuelled by the biodiesel blend fuels to predict the brake power, torque, specific fuel consumption and
exhaust emissions of the engine. To acquire data for training and testing the proposed artificial neural network,
they have conducted the experiments on a RD270 Ruggerini diesel engine of two cylinders and four strokes to
evaluate the performance and emission characteristic of pure biodiesel derived from waste vegetable oil and its
blend fuels ranging from B0 to B50. Seven different engine speeds of 1200, 1600, 2000, 2400, 2800, 3200 and
3600 rpm at 100 % load were studied. The results showed that the artificial neural network model can predict
the engine performance and exhaust emissions well with a correlation coefficient (R2) of 0.9487 (torque), 0.999
(specific fuel consumption), 0.929 (carbon monoxide) and 0.999 (hydrocarbon). The torque, brake thermal
efficiency, carbon monoxide and unburned hydrocarbon were found to be lower in the case of biodiesel blend
fuels compared to diesel fuel. Specific fuel consumption of biodiesel blends fuel was observed to be higher than
diesel fuel.
Ong et al. (2014) have conducted the experiments on a TF120M Yanmar diesel engine of single cylinder, four
strokes and direct injection diesel engine to evaluate the engine performance and emission characteristic using
Jatropha curcas (JC), Ceiba pentandra (CP) and Calophyllum inophyllum (CI) biodiesel and its blended fuels
(B10-B50). The engine was tested at 100 % throttle opened wide at various speeds from 1500 to 2400 rpm with
an interval of 100 rpm. The torque, brake power, carbon dioxide and smoke opacity were found to be lower in
the case of all different sources of biodiesel blend fuels compared to diesel fuel. On the other hand, specific fuel
consumption, exhaust gas temperature, unburned hydrocarbon, carbon monoxide and nitrogen oxides were
observed to be higher using biodiesel blends fuel compared to diesel fuel. From the view point of the engine
performance, B10 was the best blending ratio among the others.
Superior physicochemical properties of mustard biodiesel (MB) derived from waste mustard oil have been
investigated by Ahmed et al. (2014) using an Inline four-cylinder Mitsubishi Pajero diesel engine to evaluate
emission and performance characteristics compared to diesel fuel. The engine was operated between 1000 and
4000 rpm at 500 rpm intervals under 100 % load condition. For engine performance test, 10 and 20 wt.%
mustard biodiesel blends showed 8-13 % higher mean brake specific fuel consumption and 7-8 % less mean
brake power compared to diesel fuel. Engine emissions characteristics showed 9-12 % higher means nitrogen
oxides, 24-42 % lower mean hydrocarbon and 19-40 % lower carbon monoxide compared to diesel fuel. They
concluded that the both MB10 and MB20 without antioxidants addition can be used in diesel engines without
any modifications.
Liaquat et al. (2013) have conducted the experiments on a single cylinder diesel engine of four strokes and
direct injection diesel engine to evaluate the engine performance and emission characteristic using coconut
biodiesel (CB) and its blend (CB5 and CB15). The engine was tested at 100 % throttle wide opened at various
speeds from 1500 to 2400 rpm with an interval of 100 rpm. The engine performance experiments indicated that
CB blend fuels caused a slight increase in brake specific fuel consumption values, while a slight decrease in
torque and brake power values over the entire range compared to diesel fuel. Exhaust emission tests revealed
that hydrocarbon and carbon monoxide emission values decreased, while nitrogen oxides and carbon dioxide
emission values increased with coconut biodiesel usage compared to diesel fuel. Both CB5 and CB15 can be
utilised in diesel engines without the need for any engine changes.
Table1: Overview on diesel engine performance and emissions from different feedstock and diesel fuel
Engine make,
Fuel properties Torque BP BET BSFC BSEC EGT HC CO CO2 NOx
Author Source model and
(Nm) (kW) (%) (g/kWh) (MJ/kWh) (°C) (ppm) (vol.%) (vol.%) (ppm)
type
CN-51, HV-46 MJ/kg
Diesel 22.2 5.1 - 282 - 270 18 0.8 3.34 400
Liaquat et CN-52, HV-45 MJ/kg 4 stroke DI
Coconut oil -B5 22 5 - 287 - 278 16 0.7 3.4 410
al., 2013 diesel engine
CN-53, HV44 MJ/kg
Coconut oil -B15 21.6 4.9 - 290 - 280 14 0.64 3.46 420
OS-59h, HV-45 MJ/kg
Diesel - 35.1 - 385 17 - 19 0.65 - 203
OS-73h, HV-44 MJ/kg 4 cylinder, 4
CIME-B20 - 34.6 - 405 17.5 - 15 0.45 - 212
Rizwanul OS-96h, HV-44 MJ/kg
stroke,
Fattah et CIME-B20 + BHA indirect - 34.7 - 400 17.3 - 16 0.52 - 203
al., 2014 OS-94h, HV-44 MJ/kg injection
CIME-B20 + BHT - 34.7 - 395 17.2 - 17 0.54 - 210
CIME-B20 + OS-93h, HV-44 MJ/kg diesel engine
TBHQ
- 34.8 - 393 17.1 - 18 0.55 - 206
HV-45 MJ/kg
Diesel - - 29 280 12.5 - 38 0.42 - 600
HV-43 MJ/kg One cylinder,
WCOME- B20 - - 28 320 13 - 22 0.17 - 620
Nantha Four stroke,
HV-42 MJ/kg
Gopal et WCOME - B40 vertical air - - 27 340 13.5 - 21 0.26 - 640
al., 2014 HV-40 MJ/kg cooled diesel
WCOME - B80 - - 26 350 14 - 18 0.27 - 670
HV-39 MJ/kg
engine
WCOME - - 25 380 15 - 16 0.29 - 710
CN-52, HV-45 MJ/kg
Diesel Euro IV, in- - 50 39.3 225 - - 8 50 ppm 8.9 850
CN-53, HV-43 MJ/kg line four
An et al., WCOME-B10 - 49 36.5 - - - - 100 ppm 8.8 840
CN-55, HV-41 MJ/kg cylinder,
2013 WCOME-B50 - 47 38.1 - - - - 105 ppm 8.4 835
turbocharged,
WCOME CN-58, HV-38 MJ/kg DI - 44 33.0 250 - - 6 110 ppm 7 790
CN-49, HV-43 MJ/kg TDI 110
Diesel 220 72.4 - 229.59 - 539 - 876 ppm 10.6 482
Turbo-inter
Utlu and
Cooler, four
Kocak,
WCOME CN-52, HV-39 MJ/kg cylinder, 216.8 72 - 258.66 - 499 - 665 ppm 10.2 465
2008
direct
injection

Note: Method process = Mechanical stirring; B = Percentage of biodiesel mixed with percentage of diesel; ME = methyl ester, CI = C. inophyllum, WCO = waste cooking oil
1102
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3. Conclusions
Biodiesel blends demonstrated a lower level of brake thermal efficiency (1.0–13.8 %). According to the findings
of the tests, the braking power of biodiesel blends is likewise a little bit lower than that of pure diesel (0.9–12.5
% less than diesel fuel). According to the trend, the proportion of biodiesel used in the blends has an effect on
the amount of braking power that is produced. In the same vein, this also holds true for the torque. When
increasing the proportion of biodiesel in the fuel blend (0.6-8.1 %), the torque values see a decrease due to its
lower calorific value, biodiesel and its blends increase fuel consumption and decrease brake power and torque.
The majority of the authors reported that the increase of brake specific fuel consumption while using biodiesel
may be attributed by higher density, viscosity, and calorific value of the biodiesel compared to pure diesel (1.8–
35.7 %). Even though biodiesel and its blends have a lower heating value compared to diesel fuel, they have a
net heat release rate that is slightly lower, as well as lower thermal efficiency and higher brake specific fuel
consumption. In diesel engines, utilising biodiesel as a fuel has been shown to significantly reduce hydrocarbon
emissions (by 10.5-77.4 %) and carbon monoxide emissions (by 2.0-59.5 %). Because of its higher cetane
number and enriched oxygen content, biodiesel produces less carbon monoxide, hydrocarbon, and particulate
matter than diesel. A large number of scientists have arrived at the conclusion that the higher oxygen contents
of biodiesel are to blame for the increases in carbon dioxide (1.1–21.3 %) and nitrogen oxide (4.5–20.5 %) that
occur as a result of utilising biodiesel. The increased oxygen contents will contribute to the completion of the
combustion process, which will result in a higher temperature for the combustion process. Despite the fact that
biodiesel produces more carbon dioxide, it is regarded as carbon-neutral. Biodiesel does not contain any sulphur
and aromatic compounds and hence does not emit any sulphurous components. Because of the varied tested
engines, operating circumstances or driving cycles, kind of biodiesel, measuring procedures or equipment, and
other factors, there have always been inconsistencies in the performance and emissions of biodiesel engines.
In addition to this, the earlier injection timing that was achieved by the engine when it was fuelled with biodiesel
contributed to a reduction in the overall amount of hydrocarbon emissions. This convergence of tendencies is
beginning to take shape. It is possible to utilise biodiesel blends of up to 20 % as an alternative fuel in diesel
engines with little or no modification. Developing the optimum biodiesel blend, the optimum blend ratio (up to
50 %), and the most cost-effective green additive is the focus of further research. It is not now economically
possible to use biodiesel. For biodiesel to be competitive with other traditional sources of energy, improved
technological advancements and supportive legislation are required. More study on long-term difficulties such
as engine deposits, injector choking, and contamination of the engine is required in order to enhance the
performance of a biodiesel-powered diesel engine.

Acknowledgements

The authors would like to acknowledge the support from the project “Sustainable Process Integration Laboratory
– SPIL” funded by EU CZ Operational Programme Research and Development, Education, Priority1:
Strengthening capacity for quality research (Grant No. CZ.02.1.01/0.0/0.0/15_003/000045). The authors
gratefully acknowledge the Ministry of Higher Education (MOHE), Universiti Malaysia Terengganu (UMT) and
Universiti Utara Malaysia (UUM). Heartfelt appreciation to the Chief Engineer Kevin Chin Ket Vui, Chief Mate
Lim Poh Keong, Jenna Tan Ying Min, Dr. Loy Kak Choon, Tan Lee Chwin, Chew Kuan Lian, Teh Bee Bee, Loh
Chong Hooi, Timmy Chuah Tim Mie and Ong Shying Weei for their support. The authors would also like to thank
Research Management Center at Universiti Teknologi Malaysia (UTM), Malaysia for the support through grant
No. Q.J130000.3651.03M30.

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