**3. Result and discussions**

The trial engine was examined for the performance and emission individuality using PJ biodiesel blend with additive and the same was judge against the diesel. 5 ml Rudraksha bio additive was put in to the PJ biodiesel blends for civilizing the performance individuality of biodiesel. The emissions of blended biodiesel such as CO, CO2, HC, and NO was hardnosed using five-gas analyzer. The smoke opacity proportion was studied with AVL 437C Free accelerometer Smoke meter. The performance of the engine was also investigated for brake specific fuel consumption and brake thermal efficiency.

*Characteristics Analysis of Performance as Well as Emission of Elaeocarpus Ganitrus Additive… DOI: http://dx.doi.org/10.5772/intechopen.102924*

#### **3.1 Performance characteristics**

**Figure 3** shows the comparison of Brake Thermal Efficiency (BTE) for mixed biodiesel used in the test engine. At maximum load (100%) the BTE was observed to be 27.83% for diesel, 42.02% for PJB20 + R5 blend that shows, PJ biodiesel with Rudraksha additive results in higher BTE and good thermal performance with B20 blend compared to other blends. The BTE improvement of about 51% for PJB20 blend with Rudraksha additive compared to diesel was noted. When the load exceeds the maximum limit, the efficiency tends to decrease for both diesel as well as biodiesel blends.

**Figure 4** shows the comparison of Specific Fuel Consumption (SFC) for mixed biodiesel used in the test engine. At maximum load (100%) the SFC was observed to be 0.307 kg/kW-h for diesel, 0.206 kg/kW-h for PJB20 + R5 blend that shows, PJ biodiesel with Rudraksha additive results in lower SFC with B20 blend compared to other

**Figure 3.** *BTE vs. load variations for PJB + R5 biodiesel blend.*

**Figure 4.** *SFC vs. load variations for PJB + R5 biodiesel blend.*

**Figure 5.** *EGT vs. load variations for PJB + R5 biodiesel blend.*

blends. The SFC decrement of about 33% for PJB20 blend with Rudraksha additive compared to diesel was noted. When the load exceeds the maximum limit, the fuel consumption was observed to increase for both diesel as well as biodiesel blends.

**Figure 5** shows the comparison of Exhaust Gas Temperature (EGT) for mixed biodiesel used in the test engine. Lower engine temperature was observed when PJ biodiesel is used with Rudraksha and this improves the combustion process due to excess amount of oxygen present in additive. At maximum load (100%) the EGT was observed to be 322°C for diesel, 291°C for PJB20 + R5 blend that shows, PJ biodiesel with Rudraksha additive results in lower EGT with B20 blend compared to other blends. The EGT decrement of about 9.63% for PJB20 blend with Rudraksha additive compared to diesel was noted. When the load exceeds the maximum limit, the exhaust gas temperature was observed to increase for both diesel as well as biodiesel blends.

#### **3.2 Emission characteristics**

**Figure 6** shows the emission of carbon monoxide (CO) at different loads from the test engine by using diesel, PJ biodiesel blend with Rudraksha additive. The features affecting CO emission were air-fuel mix and oxygen. CO emission was because of the inadequate burning of fuel, where the oxidation has not occurred properly [21]. This is due to inadequate air quantity and inability of carbon conversion to CO2 at exhaust manifold. At maximum load the CO emission was observed to be 0.32% by volume for diesel, 0.08% by volume for PJB20 blend with Rudraksha additive. The CO emission was observed to be reduced by 75% for PJB20 + R5 blend. It was observed that the blended biodiesel with additive has comparatively lower emission. This decrease in CO output was because of increase in burning chamber temperature and nearness of more oxygen in additive based biodiesel.

**Figure 7** shows the emission of Carbon dioxide (CO2) at different loads as of the test engine by means of diesel and PJ biodiesel blend with additive. This CO2 emission shows absolute combustion process due to the quantity of oxygen there in the biodiesel. At maximum load the CO2 release was observed to be 5.9% by vol. for diesel, 4.9% by vol. for PJB20 blend with additive. CO2 emission was observed to be reduced by 16.95% for B20 blend with additive compared to diesel was noted.

*Characteristics Analysis of Performance as Well as Emission of Elaeocarpus Ganitrus Additive… DOI: http://dx.doi.org/10.5772/intechopen.102924*

**Figure 6.** *Load vs. emission characteristics of CO for PJB + R5 blended biodiesel.*

**Figure 7.** *Load vs. emission characteristics of CO2for PJB + R5 blended biodiesel.*

**Figure 8** show the emission of hydro carbon (HC) at different loads from the test engine by using diesel and PJ biodiesel blend with additive. HC emission was observed with unburned fuels due to inadequate temperature formation at near the cylindrical walls in the engine [12, 22]. The lesser HC release occurs due to lower heat rejection by high in-cylinder temperature. At maximum load the HC emission was observed to be 118 ppm for diesel and 60 ppm for B20 blend with additive, which is decreased by 49.2% for PJB20 + R5 blend compared to diesel, was noted. It was observed that the blended biodiesel with additive has lower emission than that of diesel. It shows the oxygen content in additive increases the possibility of complete fuel burning [23]. At minor loads, HC emission was noted to be lesser but when blend ratio enlarges, HC emission also elevates compared to diesel. Yet, at greater loads the cutback in HC emission was typically inclined by rising wall temperature in the cylinder towards the exhaust manifold [7]. The researchers found an analogous reduction

**Figure 8.** *Load vs. emission characteristics of HC for PJB + R5 blended biodiesel.*

in HC emission by using Rudraksha additive with biodiesel processed with uncoated engines that shows the possibility for further reduction of HC with coated engine.

**Figure 9** shows the emissions of nitrogen oxide (NO) from the exhaust system while using different biodiesel blends with additive. Yilmaz N found reduction in NO, by using di-tertiary-butyl peroxide (DTBP) in coated engine while using biodiesel [24]. NO emission happens due to combustion process at privileged temperature and poorer oxygen attention. While using biodiesel blends, the oxygen intensity were higher and this results in minor NO emission. At maximum load, NO emission was viewed to be 1212 ppm for diesel and 798 ppm for PJB20 blend with additive Rudraksha. The NO emission was observed to be decreased by 34.2% for B20 blend with Rudraksha additive compared to diesel was noted. In case of biodiesel with additive, an optimized concert was achieved at B50 blend of biodiesel due to sufficient heat generation and better oxygen concentration.

**Figure 9.** *Load vs. emission characteristics of NO for PJB + R5 blended biodiesel.*

*Characteristics Analysis of Performance as Well as Emission of Elaeocarpus Ganitrus Additive… DOI: http://dx.doi.org/10.5772/intechopen.102924*

**Figure 10.** *Load vs. smoke opacity for PJB + R5 blended biodiesel.*

**Figure 10** shows the smoke opacity for diesel as well as biodiesel blends. The enhancement of oxygen plays a key role in smoke emission from the engine at different loading conditions. At maximum load, the smoke opacity was observed to be 67.8% for diesel and 63.8% for PJB20 blend with additive. The smoke emission was observed to be decreased by 6% for PJB20 blend with additive judge against to diesel was noted. Use of biodiesel generates higher smoke levels when match up with the diesel due to the rate of adjourned oxidation process. In this stare use of PJ biodiesel with Rudraksha additive diminish the smoke level in the engine.

The incidence of additive has abridged the smoke opacity than that of diesel and all biodiesel blends. For PJB20 blend with additive the smoke opacity was almost identical to the diesel. It shows sign of the presence of sufficient oxygen substance and non-defective combustion progression. As the result, it was incidental that the exhaust temperature is essential for characterizing the smoke actions. Also, the smoke density was pragmatic to increase with percentage of lift in biodiesel blends with growing loads.
