IPASJ International Journal of Mechanical Engineering (IIJME)

A Publisher for Research Motivation........

Volume 4, Issue 5, May 2016

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

Email: editoriijme@ipasj.org
ISSN 2321-6441

An experimental investigation of
performance characteristics of a
compression ignition engine using Sunflower
oil methyl ester and its diesel blends
Basiruddin khan1, Prof.Anangamohan Chattopadhyay2, Debabrata Roy3
1

Asst.Prof. Department of Mechanical Engineering, Birbhum Institute of Engineering and Technology, West Bengal, India

Professor Department of Mechanical Engineering, Birbhum Institute of Engineering and Technology, West Bengal, India
3

Asst. Prof. Department of Mechanical Engineering, NSHM Knowledge Campus, West Bengal, India

ABSTRACT
Due to increased environmental awareness and scarcity of conventional fuels and the crude oil, the price was going up day by
day and there will be no more conventional fuels in future, also increasing the environmental pollution by the usage of crude
oils, there is a need for the search of alternative fuel sources for the automobile applications. Biodiesel from vegetable oil is the
best alternative fuel as concern of less emission characteristics compare to conventional petroleum fuel. Therefore, in the
present investigation the oil taken is the sunflower bio-diesel made by transesterification process. The performance
characteristics of a single cylinder direct injection diesel engine test rig when running on Sunflower biodiesel of 20%, 30% and
40% blends with diesel fuel are investigated at varying loads and compared with standard diesel fuel. The suitability of
sunflower biodiesel as a biofuel has been established in this study. Experiment has been conducted at a constant engine speed,
operating on compression ratio of 17.5:1. It was found that B20 gives 7.37% higher Thermal efficiency and 6.25% lower Brake
specific fuel consumption was found than diesel fuel. It was concluded that Sunflower Oil Methyl Ester can be used as an
alternative for diesel fuel.

Keywords :-Sunflower biodiesel, Transesterification, Brake power, BSFC, BSEC

1. INTRODUCTION
In this century, it is believed that crude oil and petroleum products will become limited and expensive. Today it is very
essential to use alternative fuel because of energy security due to the world energy demand increases, Environmental
impact is concern because of exhaust emission from automobiles and industries is badly affected the ozone layer. Now
a days price of petroleum increases enormously day to day causes economic burden in importing countries. From few
decades, there has been an active research is carried out for alternative fuels which have been fulfilled the substituent of
petroleum.
Of the various alternate fuels under consideration, biodiesel derived from vegetable oils like Rice bran oil, Mahua oil,
Soybean oil, Jatropha oil, Tamanu oil, Karanja oil, Sun flower oil, Coconut oil, Pungam oil etc. Biodiesels is the most
valuable form of renewable energy are produced from vegetable oils by a process known as transesterification. Lots of
research work investigate and show that the use of bio-diesels resulted closer performance comparable to diesel fuel
with much lower of exhaust emission [1, 4].
As per A.S. Ramadhas et al [1] carried out the suitability of vegetable oil like Sunflower methyl ester, Cotton seed
methyl ester, Soya bean methyl ester, Corn oil , Rapeseed oil Blend diesel oil in a IC Engine investigate was shows
that thermal efficiency was little lower but emission reduction was improved. J.Narayana Reddy et al [2] carried out the
performance, emissions and combustion characteristics in a direct injection diesel engine operated on neat Jatropha oil
with little advancing injection timing & injection pressure compare to diesel fuel as a result a significant improvement
in performance and emissions was noticed.. Y.D. Wang et al [4] carried out to evaluate the performance and gaseous
emission characteristics of a diesel engine running on a vegetable oil 25%, 50%, and 75% with ordinary diesel fuel
separately at different loads respectively. Result shows the Performance almost same and emission reduced as compare
to diesel fuel. Avinash Kumar Agarwal et al [6] Experiment was carried out using 10%,20%, 50%, 75% &100% v/v of
Jatropha oil with mineral diesel. Observed that 10% blend give closer to the diesel performance. Emission such as
smoke opacity, CO2, CO, and HC were found to have increased with increasing the percentages. Deepak Agarwal et al

Volume 4, Issue 5, May 2016

Page 8

IPASJ International Journal of Mechanical Engineering (IIJME)

A Publisher for Research Motivation........

Volume 4, Issue 5, May 2016

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

Email: editoriijme@ipasj.org
ISSN 2321-6441

[7] was studied the performance and emission characteristics of linseed oil, mahua oil, rice bran oil and linseed oil
methyl ester (LOME) of 10%, 20%, 30%, and 50%, v/v with diesel, was observed that greater brake thermal efficiency,
slightly higher BSFC,20%blend gives lower BSEC &emission compare with mineral diesel. Avinash Kumar Agarwal
et al[9] Investigated performance, emission and combustion characteristics of diesel engine operating at 17.5
compression ratio for blends of preheated Karanja oil of 10%, 20%, 50% and 75% by volume basis with diesel. It was
found that Thermal efficiency of the engine with preheated oil blends is nearly 30% and emission improved. K.
Purushothaman et al [10] studied performance, emission and combustion characteristics of DI diesel engine operating
at 17.5 compression ratio for neat orange oil. It was found that Brake Thermal efficiency of the engine 2.4% greater,
1% Smoke emissions are reduced compared to diesel. GVNSR Ratnakara Rao et al [11] tested performance, emission
and combustion characteristics of diesel engine operating at different compression ratios 13.2:1, 13.9:1, 14.8:1, 15.7:1,
16.9:1, 18.1:1 and 20.2:1 using neat Mahua oil. It was noticed that at CR 15.7 gives high Thermal efficiency, where as
fuel consumption, smoke and the exhaust gas temperatures was marginally low. R.Anand et al [12] Investigated
performance, emission and combustion characteristics of diesel engine operating at different compression ratios of
15:1,17:1 and 19:1 for blends of methyl ester of cotton seed oil of 5%, 10%, 15% and 20% by volume basis. It was
observed that highest brake thermal efficiency, lowest specific fuel consumption and were observed for 20% biodiesel
blend for compression ratio of 19.
In the present work, refined sunflower oil was selected for the source of biodiesel. In this paper, experimental
investigations carried out with sunflower oil methyl ester blended with diesel on volume basis with compression ratio
17.5:1 at various loads for finding out the performance of a single cylinder 4-Stroke diesel engine. Sunflower oil has
closer calorific value 39.20 MJ/kg compare to diesel (43MJ/kg). After transesterification of sunflower oil viscosity also
improved, it is about 5 cSt which is closer to diesel fuel.

2. MATERIAL AND METHODS

2.1 Transesterification process
The transesterification of vegetable oils is so far the best known and the most widely accepted method for the
production of biodiesel. It is the chemical reaction between a triglyceride and an alcohol in the presence of a catalyst.
Transesterification is the best method as the physical characteristics of the methyl esters or ethyl ester produced closely
resemble those of petro-diesel and the production process is relatively simple.
In the preparation of Sunflower bio-diesel, methyl transesterification was adopted. Methanol is used as the alcohol in
the preparation of Sunflower biodiesel. Refined Sunflower oil was taken in a measuring beaker. The proportions were
1000 ml Refine Sunflower oil, 220 ml methanol and 1% KOH (9gm) pellets based on oil weight as the catalyst. The
pellets of KOH were dissolved in a methanol solution taken in a beaker. Once all the KOH pellets were completely
dissolved the solution could be called Potassium methoxide solution. The solution thus obtained was then added to the
refined Sunflower oil in the beaker and it was heated and stirred thoroughly for about 1 hour 15min. at 60oC
temperature. The stirring process was characterized by a change in the color of the mixture from clear yellow to reddish
yellow. The solution obtained was then poured in a separating funnel and allowed to settle down for about 24 hours.
Then glycerol would be settle down at the bottom of the separating funnel as a dark brown colored thick liquid and
methyl esters (coarse biodiesel) would be formed at the top. The glycerol was removed and unreacted KOH impurities
were removed by washing thrice with warmed distilled water (500ml) and washed ester was heated about 110oC and
maintained for 10-15 min for removing any untreated methanol and excess water. The cleaned biodiesel thus obtained
was the ethyl ester of Sunflower oil, simply known as Sunflower biodiesel. The various physical-chemical properties of
the obtained biodiesel were studied so as to find its suitability for use in diesel engines. The closeness in properties of
the proposed biodiesel with petro-diesel shows that it could be used as an alternative fuel with reasonable performance.
Fig.1 shows the biodiesel process flow diagram.

Volume 4, Issue 5, May 2016

Page 9

IPASJ International Journal of Mechanical Engineering (IIJME)

Web Site: http://www.ipasj.org/IIJME/IIJME.htm
Email: editoriijme@ipasj.org
ISSN 2321-6441

A Publisher for Research Motivation........

Volume 4, Issue 5, May 2016

Figure 1: Biodiesel formation flow diagram

2.2 Properties analysis
The physical properties of neat diesel fuel, Sunflower oil methyl ester (SOME) and its deferent types of biodiesel blends
B20, B30 and B40 are shown in Table-1. Some properties of sunflower methyl ester blends are close to diesel fuel. The
kinematic viscosity and specific gravity of SOME are higher than that of diesel. But heating value is lowered by 10%.
In this, viscosity plays a vital role on fuel injection. The above mentioned properties affect the engine
performances.Table-1 shows the properties of tested fuels used in a CI engine.
TABLE 1: Properties of tested fuels blend
Properties
3
o
Density (kg/m ) at 35 C
Kinematic o
Viscosity
(CSt) at 35 C
Calorific value (MJ/kg)
o

Flash point( C)
o

Fire Point( C)
o

Cloud point ( C)
o

Pour point( C )

Volume 4, Issue 5, May 2016

Diesel
830

SOME
861

B20
836

B30
839

B40
843

3.50

5.5

3.80

4.0

4.3

43.0

39.2

42.4

41.85

41.4

54

162

58

65

73

64

176

67

76

83

5
10

1
3

Page 10

IPASJ International Journal of Mechanical Engineering (IIJME)

A Publisher for Research Motivation........

Volume 4, Issue 5, May 2016

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

Email: editoriijme@ipasj.org
ISSN 2321-6441

3. EXPERIMENTAL SET UP
Experiments were carried out on a vertical single cylinder, 4-stroke direct injection diesel engine that has a bore of 87.5
mm, stroke of 110 mm and displacement of 661.45 cc. The pictorial view of experimental setup is shown in Fig.2. The
engine has a rated output of 3.72 KW at 1500 rpm with compression ratio 17.5:1, injection pressure 210 bar and
injection timing at 23 before top dead center, as set by the manufacturer. The engine was coupled to an electrical
dynamometer to provide the brake load with an electric load bank ranges from 200 to 1000 watts. Efficiency of the
dynamometer is 75% tested by the manufacturer. Engine performance was calculated at different loads. Specifications
of the test engine are given below in Table-2.
Table 2: Test engine specifications
Make
Kirloskar
Rated output
3.52 KW at 1500 rpm
No. of cylinder
1
No. of strokes
4
Compression ratio
17.5:1
Bore
87.5 mm
Stroke
110 mm
Swept volume
661.45 (cc)
Method of loading
Electric Dynamometer(7.5 KVA)
Load bank
200-1000 watt
Method of cooling
Water

Figure 2: Pictorial view of compression ignition engine with load bank.

Volume 4, Issue 5, May 2016

Page 11

IPASJ International Journal of Mechanical Engineering (IIJME)

A Publisher for Research Motivation........

Volume 4, Issue 5, May 2016

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

Email: editoriijme@ipasj.org
ISSN 2321-6441

4. RESULTS AND DISCUSSIONS

4.1 Effect of load on Brake Power

Figure 3: Brake power of biodiesel blends versus loads

The brake power developed by the engine on different load conditions starting from no load to maximum load i.e.1000
watt is presented in above Fig.3. As the load increases the brake power developed by the engine increases for all blends
of biodiesel. It was observed that the engine was able to develop near about similar power on all fuel types at every
selected load condition. This could be due to the reason that volumetric fuel flow rate on bio diesel was higher thus
contributing energy supply near to diesel. At maximum load i.e 1000 watt, B20 developed maximum brake power of
1.77KW. For diesel, B30, B40 it was found to be 1.72KW, 1.65 KW and 1.63KW respectively. Brake power of blend
B20 developed 2.82%, 6.77% and 7.90% more BP when neat diesel, B30 and B40 were used. From the result, it is
concluded that the biodiesel blend B20 developed more BP at maximum loads.
4.2 Effect of load on Fuel consumption
The variation of fuel consumption with respect to load is presented in Fig.4

Figure 4: Fuel consumption of biodiesel blend versus loads

It is observed from the figure that fuel consumption of the engine gradually increased with increase in brake load and
was found to maximum on all selected fuel types.
The figure also reveals that except B20 the engine consumed more fuel than diesel on almost all the blends of SOME. It
may be due to the decrease in overall calorific value of fuel by increasing percentage of biodiesel blend. It is clear that

Volume 4, Issue 5, May 2016

Page 12

IPASJ International Journal of Mechanical Engineering (IIJME)

A Publisher for Research Motivation........

Volume 4, Issue 5, May 2016

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

Email: editoriijme@ipasj.org
ISSN 2321-6441

highest fuel flow is observed with blend B40 at all loads. It may be due to lowest calorific value about 41400 KJ/Kg. At
the maximum load i.e.1000 watt, B20 exhibits less fuel consumption than diesel fuel; it is about 0.58 kg/hr which is
3.44% lesser compare to diesel fuel and 13.79% and 20.68% lower than B30 and B40 respectively. It is clear that B20
gives less fuel consumption as compared to neat diesel, B30 and B40 respectively.
In overall prospect, fuel consumption is improved at maximum load for blend B20.
4.3 Effect of load on Brake specific fuel consumption
BSFC is defined as the ratio of the total fuel consumption of the engine to the brake power produced by the engine. The
variation of brake specific fuel consumption with respect to load is presented in Fig.5

Figure 5: Brake specific fuel consumption of biodiesel blends versus loads.

For neat diesel, B20, B30, B40 blends tested, brake specific fuel consumption is found to decrease with increase in load.
At the maximum load at 1000watt, B0 consumes 0.348 Kg/KW-hr, B20consumes 0.327 Kg /KW-hr, B30 consumes
0.400 Kg/ KW-hr, and B40 consumes 0.429 Kg/KW-hr. It is clear that B20 gives 6.25% less specific fuel consumption
as compared to diesel. This is due to the higher percentage increase in brake power with load as compared to the
increase in fuel consumption. But at initial condition the brake power produced is less for all blends. Hence, the BSFC
is more on that load for all blends.
Using lower percentage of Sunflower biodiesel blends i.e. B20, the brake specific fuel consumption of the engine is
lower than that of diesel (B0) for all loads. In case of B30 and B40, the brake specific fuel consumption is found to be
higher than of diesel (B0).
Hence, the brake specific fuel consumption of the higher percentage of biodiesel in blends increases as compared to that
of neat diesel.
4.4 Effect of load on Brake specific energy consumption
The variation in brake specific energy consumption (BSEC) with test fuels against the load is shown in Fig.6. The
BSEC measures the amounts of energy given as input to the brake power develop by the engine. The BSEC is an
important parameter rather than brake specific fuel consumption because it takes care of both mass flow rate and
calorific value of the fuel.

Figure 6: Brake specific energy consumption of biodiesel blends versus loads

Volume 4, Issue 5, May 2016

Page 13

IPASJ International Journal of Mechanical Engineering (IIJME)

A Publisher for Research Motivation........

Volume 4, Issue 5, May 2016

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

Email: editoriijme@ipasj.org
ISSN 2321-6441

Brake specific energy consumption was found higher at initially due to higher fuel consumption at no load condition.
As the load increases BSEC decreases gradually. It is well known that the calorific value of the fuel affects the engine
power. The lower heat content of the biodiesel and diesel blend causes some reductions in the engine power. For these
reasons, the effective power decreases with the increase in biodiesel content in the fuel mixture. Thus, the engine needs
more fuel consumption to maintain the same amount of output power. At maximum load Brake specific energy
consumption for B20 was found lowest, it is about 14297 KJ/KW-hr due to the less fuel consumption and better brake
power developed. Were for neat diesel it is about 14964 KJ/KW-hr. It is clear that at full load condition Brake specific
energy consumption is 4.66% less compare to neat diesel.
4.5 Effect of load on Brake Thermal Efficiency
Brake thermal Efficiency (BTE) indicates the efficiency of the engine to convert the chemical energy of the fuel into
useful output power. Fig.7 shows the variation of brake thermal efficiency with respect to load for different blends B20,
B30

,
Figure 7: Brake thermal efficiency of bio-diesel blends versus loads
B40 and neat diesel. Figure shows in all cases, brake thermal efficiency was having tendency to increase with increase
in applied load. This was due to the reduction of heat loss and increase in power developed with increase in load. But
due to poor mixture formation because of higher viscosity, higher density and low volatility, the thermal efficiency of
higher percentage of biodiesel blend oil is always lower than that of diesel. The brake thermal efficiency is higher by
about 7.91% for B20 than the diesel fuel at full load because of better evaporation and mixture preparation of the B20
resulting in rapid heat release rates. It can be seen that the improvement in brake thermal efficiency is more significant
at higher brake outputs. It is known that at higher engine brake outputs, the combustion chamber surface is relatively
hot and this might assist in better vaporization of the fuel and hence an improvement in the brake thermal efficiency.
The maximum brake thermal efficiency was obtained at 1000watt for B20 is 25.91%, where for B0, B30 and B40 is
23.86%, 21.50% and 20.24% respectively.

5. COST ANALYSIS
The costs of different fuels assumed in this study are given in Table-3. The cost was taken as on the year of 2015 fuel
price in India.
Table 3: Cost of diesel and biodiesel.
Fuel
Cost per Liter of fuel in
Indian market (Rs./liter)
Diesel
55
SOME(B100)
140
B20
65
B30
75
B40
85

Volume 4, Issue 5, May 2016

Page 14

IPASJ International Journal of Mechanical Engineering (IIJME)

A Publisher for Research Motivation........

Volume 4, Issue 5, May 2016

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

Email: editoriijme@ipasj.org
ISSN 2321-6441

From Table-3, it has been clear that, biodiesel blends is costly as compared to diesel fuel per liter. The cost of pure
biodiesel is higher than diesel because of the fragmented nature of vegetable oil market and unavailability of methanol
in a market. There are several middle-men involved which increase the cost of vegetable oils. The cost of diesel is
relatively lower because of the cross-subsidy offered by administered price mechanism of the government. If same
subsidy is given to vegetable oils or biodiesel to be used as substitute fuel then it can be near to that of mineral diesel.
As the engine performance point of view B20 blend can be recommended which is marginally costly compare to diesel
fuel. At all loads fuel consumption of B20 is lesser compare to diesel. At maximum load 1000watt brake specific fuel
consumption of B20 is 0.58 Kg/hr which is lesser compare to diesel 0.60 Kg/hr. Hence, running cost of the engine with
B20 will be Rs 37.70 and for diesel it is Rs33.0 per hour at maximum load condition, also the brake thermal efficiency
of blend B20 is about 7.91% higher than diesel. Hence, we can consider B20 fuel as alternative fuel in a diesel engine
and at subsidized rate running cost of B20 may be cheaper than diesel fuel.
Thus, use of SOME biodiesel oil to partially substitute mineral diesel will also make economic sense.
5.1 Economic impact
Biodiesel, given an adequate access to used vegetable oil exists locally, can be produced locally. It can reinforce
livelihoods through the creation of new jobs and business opportunities in the community. It can reduce dependence on
fossil fuel imports and vulnerability to fluctuation of fuel prices on the world market; a tremendous economic and
political advantage for any country especially an import-dependent country like India, Bangladesh, Pakistan, Sri Lanka.
The growth in biodiesel also helps significantly increase GDP.

6. SUMMARY AND CONCLUSIONS

A 3.52 KW at 15000 rpm, constant speed vertical single cylinder 4-stroke C.I. engine was tested on diesel and SOME diesel blends in 20:80(B20), 30:70(B30), and 40:60 (B40) ratios. The similarities of various physicslchemical
properties of Sunflower oil biodiesel with diesel show its suitability for use as an alternative fuel. The performance of
the engine was found to be satisfactory on the B20 blend. On the basis of the results obtained from the whole
experiment the following conclusion can be drawn:

1. The Engine was able to develop similar Brake power at maximum load. Blend B20 produced 2.82% higher than
that of diesel fuel and 6.77% and 7.90% compare to other two blends viz.B30 and B40 respectively.

2. Fuel consumption for B20 blend was found lowest compare to diesel and also for other two blends as well as. At
maximum load, fuel consumption was found for B20 is 3.44% lesser than diesel.

3. The Brake specific fuel consumption increases with increase of bio-diesel content in the fuel blend due to decrease
in calorific value of the blend. At all loads B20 gives about similar specific fuel consumption to diesel. But At
maximum load i.e. 1000watt, it was about 6.25% lesser specific fuel consumption compared to diesel.
4. At maximum load Brake specific energy consumption for B20 was found lowest, it is about 14297 KJ/KW-hr due
to the less fuel consumption and better brake power developed. Where for diesel it is about 14964 KJ/KW-hr. It is
clear that at full load condition Brake specific energy consumption is 4.66% less compare to diesel.
5. The Brake thermal efficiency was found lower compare to diesel as biodiesel percentage increases in the blend
except B20 blend. At maximum load, blend B20 gives 7.37% higher Brake thermal efficiency compare to diesel.
At 1000 watt, it was found about 25.91% and 23.86% for B20 and diesel respectively.
6. At economic point of view running cost is also viable.
Hence, from the above discussion, it is inferred that Sunflower oil methyl-ester B20 blend may be recommended as
an alternative fuel without modifications for compression ignition engine.

ACKNOWLEDGMENT
I wish to express our deep sense of gratitude to my project guide Prof(Dr.) Anangamohan Chattopadhyay, professor of
Mechanical Engineering Department, Birbhum Institute of Engineering and Technology (BIET) for his valuable
comments ,guidance and encouragement which led to the successful completion of this experimentation. I am also
thanks to Prof.Debabrata Roy, Asst .Professor, Mechanical Engineering Department, NSHM Knowledge Campus,
Durgapur for his valuable support. I sincerely acknowledge our technical assistants for helping me throughout the
experimentation.

Volume 4, Issue 5, May 2016

Page 15

IPASJ International Journal of Mechanical Engineering (IIJME)

A Publisher for Research Motivation........

Volume 4, Issue 5, May 2016

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

Email: editoriijme@ipasj.org
ISSN 2321-6441

REFERENCES
[1]. A.S. Ramadhas, S. Jayaraj, and C. Muraleedharan. Use of vegetable oils as I.C. engine fuels. Renewable
Energy29 (2004) 727-742.
[2]. J. Narayana Reddy and A. Ramesh. Parametric studies for improving the performance of a Jatropha oil-fuelled
compression ignition engine. Renewable Energy 31 (2006) 1994 -2016.
[3]. Hakan Bayraktar. Experimental and theoretical investigation of using gasolineethanol blends in spark-ignition
engines. Renewable Energy30 (2005)1733-1747.
[4]. Y.D. Wang *, T. Al-Shemmeri , P. Eames , J. McMullan , N. Hewitt ,Y. Huang , & S. Rezvani .An experimental
investigation of the performance and gaseous exhaust emissions of a diesel engine using blends of a vegetable oil.
Applied Thermal Engineering 26 (2006) 16841691.
[5]. Huseyin Serdar Yucesu *, Tolga Topgu, Can Cinar and Melih Okur. Effect of ethanolgasoline blends on engine
performance and exhaust emissions in different compression ratios. Applied Thermal Engineering 26 (2006)
22722278.
[6]. Deepak Agarwal and Avinash Kumar Agarwal. Performance and emissions characteristics of Jatropha oil
(preheated and blends) in a direct injection compression ignition engine. Applied Thermal Engineering 27
(2007) 2314-2323.
[7]. Deepak Agarwal, Lokesh Kumar and Avinash Kumar Agarwal. Performance evaluation of a vegetable oil
fuelled Compression ignition engine. Renewable Energy 33 (2008) 11471156.
[8]. M. Bahattin Celik. Experimental determination of suitable ethanolgasoline blend rate at high compression ratio
for gasoline engine. Applied Thermal Engineering 28 (2008) 396404.
[9]. Avinash Kumar Agarwal and K. Rajamanoharan. Experimental investigations of performance and emissions of
Karanja oil and its blends in a single cylinder agricultural diesel engine. Applied Energy 86 (2009) 106112.
[10]. K. Purushothaman and G. Nagarajan. Performance, emission and combustion characteristics of a compression
ignition engine operating on neat orange oil. Renewable Energy 34 (2009) 242-245
[11]. GVNSR Ratnakara Rao, V. Ramachandra Raju and M. Muraleedharan Rao. Optimizing the compression ratio
for a mahua fuelled C.I engine. ARPN Journal of Engineering and Applied Sciences. VOL. 4, NO. 3, MAY 2009
ISSN 1819-6608.
[12]. R.Anand, G.R. Kannan, K.Rajasekhar Reddy and S.Velmathi.The performance and emissions of a variable
compression ratio diesel engine fuelled with bio-diesel from cotton seed oil. ARPN Journal of Engineering and
Applied Sciences VOL. 4, NO. 9, November 2009 ISSN 1819-6608.
[13]. D.H.Qi*, L.M.Geng, H.Chen, Y.ZH.Bian, J. Liu, and X.CH. Ren. Combustion and performance evaluation of a
diesel engine fueled with biodiesel produced from soybean crude oil. Renewable Energy 34(2009) 2706-2713.
[14]. Ismet elikten, Atilla Koca, Mehmet Ali Arslan. Comparison of performance and emissions of diesel fuel,
rapeseed and soybean oil methyl esters injected at different pressures. Renewable Energy 35 (2010)814-820.
[15]. S. Jindal, B.P. Nandwana, N.S. Rathore and V.Vashistha. Experimental investigation of the effect of
compression ratio and injection pressure in a direct injection diesel engine running on Jatropha methyl ester.
Applied Thermal Engineering 30 (2010) 442448.
[16]. N.L. Panwar, Hemant Y. Shrirame, N.S. Rathore, Sudhakar Jindal and A.K. Kurchania. Performance evaluation
of a diesel engine fueled with methyl ester of castor seed oil. Applied Thermal Engineering 30 (2010) 245249.
[17]. D.H. Qi , H. Chen, L.M. Geng, Y.ZH. Bian, X.CH. Ren. Performance and combustion characteristics of
biodieseldieselmethanol blend fuelled engine. Applied Energy 87(2010) 16791686.

Volume 4, Issue 5, May 2016

Page 16