**4.3 Comparison of Brake Power and Fuel Consumption Time (FCT)**

FCT of RBOBD and its various blends have been found less than the FCT of diesel, graphical representaion is shown in Fig 12. Slight decrease (5-10 %) of FCT was found for all fuels. Maximum decrease of FCT (12.5 %) was found at the brake power of 3.78 kW for B50 and B60. But, in particular, for B20, there was slight increase of FCT for the entire range of brake power. Maximum increase of FCT (12 %) was at 1.89 kW and minimum (3 %) at 3.78 kW.

Gas-Liquid Process, Thermodynamic Characteristics (19 Blends),

Table 3. Physico-chemical characteristics of RBOBD and its 19 blends

Efficiency & Environmental Impacts, SEM Particulate Matter Analysis… 329

**Parameters BD5 BD10 BD15 BD20 BD25 BD30 BD35 BD40 BD45 BD50 Ash Content** 0.0037 0.0047 0.0045 0.0039 0.0076 0.0080 0.0081 0.0086 0.0093 0.0096 **Calcium** Nil Nil Nil Nil Nil Nil - - - - **Carbon** 83.17 85.10 83.01 82.96 82.90 82.79 82.80 82.70 82.56 82.42 **Carbon residue (%)** 0.02 0.021 0.031 0.019 0.021 0.016 0.025 0.029 0.029 0.036 **Cetane Number** 49 50 48 49 48 47 47 46 46 45 **Cloud Point Deg.C** 9 9 12 14 14 13 16 14 19 23 **Density @ 15 Deg.C** 0.8625 0.8635 0.8666 0.8704 0.8748 0.8794 0.8814 0.8854 0.8889 0.8901 **Distillation 85** 342 326 340 342 344 345 344 343 347 348  **Distillation 95** 350 342 350 352 356 357 356 355 359 361 **Ester content** 111.7 120.2 130.3 132.2 150.5 156.2 164.9 164.9 181.1 192 **Flash Point** 43 46 64 60 64 70 68 90 90 124 **Free Glycerol** 0.016 0.015 0.018 0.017 0.019 0.018 0.020 0.021 0.024 0.025 **G.C.V** 10190 10090 10050 9970 9920 9860 9750 9690 9610 9810 **Hydrogen** 12.84 12.94 12.89 12.80 12.76 12.80 12.70 12.69 12.72 12.60 **Iodine Value** 51.3 56.2 57.2 63.2 67.7 72.7 77.3 80.7 85.6 86.4 **N.C.V.** 9509 9364 9367 9242 9284 9241 9187 9077 9016 8942 **Nitrogen** 0.030 0.032 0.031 0.029 0.028 0.028 0.029 0.029 0.031 0.030 **Oxygen** 3.936 3.904 3.904 4.188 4.271 4.362 4.451 4.563 4.672 4.933 **Phosphorus** 0.062 0.064 0.0068 0.0078 0.0076 0.0084 0.0083 0.0074 0.0095 0.0097 **Potassium** 1.2 2.0 2.1 2.1 2.0 2.2 2.9 2.2 2.1 1.9 **Pour point Deg.C** -13 -13 -12 -12 -11 -11 -10 -10 -9 -8 **Sodium** 3.1 3.6 3.6 3.5 3.4 3.7 3.4 3.0 2.9 2.2 **Sulphated Ash** 0.0073 0.0080 0.0064 0.0057 0.0081 0.0061 0.0069 0.0053 0.012 0.013 **Sulphur** 0.024 0.024 0.023 0.023 0.021 0.020 0.020 0.018 0.017 0.017 **Sulphur** 0.024 0.024 0.023 0.023 0.021 0.020 0.020 0.018 0.017 0.017 **Total contamination** 0.015 0.018 0.022 0.021 0.024 0.025 0.029 0.030 0.035 0.044 **Total Glycerol** 0.064 0.069 0.070 0.074 0.075 0.083 0.088 0.096 0.099 0.10 **Viscosity @ 40 Deg.C** 4.0 4.2 4.40 4.60 4.8 5.0 5.2 5.5 5.7 6.0 **Water & sediments** 0.014 0.018 0.021 0.021 0.0034 0.024 0.028 0.031 0.035 0.041 **Water content** 0.012 0.017 0.020 0.020 0.021 0.022 0.028 0.029 0.035 0.041


**Parameters BD5 BD10 BD15 BD20 BD25 BD30 BD35 BD40 BD45 BD50 Acid value** 0.27 0.3 0.31 0.49 0.5 0.57 3.49 0.74 0.54 0.87 **Ash Content** 0.0005 0.0006 0.0008 0.0010 0.0013 0.0051 0.0068 0.0051 0.0034 0.0038 **Calcium** Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil **Carbon** 82.27 82.17 82.07 81.97 81.90 81.85 81.80 81.90 81.98 82.01 **Carbon residue (%)** 0.00 0.0026 0.0030 0.0036 0.0041 0.0071 0.0096 0.011 0.01 0.012 **Cetane Number** 49 50 49 49 48 48 49 48 50 49 **Cloud Point (C)** 22 20 20 14 16 15 21 23 24 19 **Density @ 15 C** 0.8288 0.8335 0.8351 0.8391 0.8414 0.8437 0.8475 0.8520 0.8556 0.8588 **Distillation 85** 330 333 334 338 342 343 345 343 343 348  **Distillation 95** 344 347 347 350 356 358 360 358 360 361 **Ester content** 11.6 20.5 29.3 39.3 49.87 62.6 73.4 85.7 96.2 106.1 **Flash Point** 40 40 42 42 42 42 44 44 46 44 **Free Glycerol** 0.008 0.0091 0.010 0.011 0.009 0.012 0.014 0.013 0.016 0.015 **G.C.V** 10850 10720 10600 10610 10530 10500 10390 10300 10270 10210 **Hydrogen** 12.62 12.54 12.60 12.58 12.63 12.60 12.59 12.62 12.65 12.56 **Iodine Value** 10.2 14.1 17.9 23.3 28.7 32.5 35.5 42.3 46.2 49.5 **N.C.V.** 10181 10055 9932 9943 9860 9832 9723 9631 9600 9544 **Nitrogen** 0.031 0.030 0.030 0.034 0.031 0.033 0.034 0.032 0.030 0.032 **Oxygen** 5.063 5.245 5.285 5.402 5.426 5.505 5.564 5.436 5.33 5.308 **Phosphorus** 0.0006 0.00071 0.010 0.0015 0.0023 0.0029 0.0034 0.0043 0.0051 0.0058 **Potassium** 2.0 1.9 1.8 1.7 1.8 1.65 1.70 1.90 1.80 1.6 **Pour point C** -22 -20 -20 -18 -15 -15 -16 15 -14 -13 **Sodium** 2.1 2.0 1.8 1.9 1.6 1.8 1.50 1.50 1.60 1.4 **Sulphated Ash** 0.0010 0.0013 0.0015 0.0022 0.0031 0.0068 0.0094 0.0064 0.0050 0.0064 **Sulphur** 0.016 0.015 0.015 0.014 0.013 0.012 0.012 0.012 0.010 0.009 **Sulphur** 0.016 0.015 0.015 0.014 0.013 0.012 0.012 0.012 0.010 0.009 **Total contamination** 0.096 0.009 0.011 0.011 0.011 0.012 0.009 0.0098 0.011 0.013 **Total Glycerol** 0.013 0.018 0.019 0.022 0.025 0.033 0.036 0.043 0.051 0.054 **Viscosity @ 40 C** 2.6 2.7 2.9 3.0 3.1 3.4 3.4 3.5 3.7 3.9 **Water & sediments** 0.022 0.026 0.048 0.029 0.024 0.027 0.030 0.029 0.029 0.031 **Water content** 0.021 0.024 0.045 0.026 0.022 0.022 0.026 0.027 0.027 0.0281 **Acid value** 1.08 0.97 1.07 1.08 1.2 1.27 1.4 1.41 1.43 1.54


Table 3. Physico-chemical characteristics of RBOBD and its 19 blends

Gas-Liquid Process, Thermodynamic Characteristics (19 Blends),

Fig. 14. Comparison of brake power and exhaust gas Temperatur

B20, B50 and B80 were found to be lower than EGT of diesel at 0-2.97 kW.

**4.6 Comparison of Brake Power and Brake Thermal Efficiency (BTE)**  BTE increases with increase of load, graphical representaion is shown in Fig 15.

Fig. 15. Comparison of brake power and brake thermal efficiency

Efficiency & Environmental Impacts, SEM Particulate Matter Analysis… 331

In comparison with EGT of diesel in each load, EGT of RBOBD and all the blends were higher. The highest value of EGT (395C) was found with B40 at the maximum load of 3.78 kW, whereas corresponding value of normal diesel was 294C only. Percentage increase of EGT of RBOBD decreased with the increase of load. Maximum increase (40%) of EGT was found at lower load of zero brake power. EGT of B40, B50, B60 and B80 were 350-400C at the maximum load. The percentage increase (20-40%) of EGT of B60 was higher than all the loads. EGT of B20 was found to be slightly lower than EGT of normal diesel in all loads (0- 3.78 kW). The minimum EGT decrease (9.5%) and maximum decrease (16.3%) of RBOBD and blends were found at 1.1 Kw and 2.98 kW respectively as compared to diesel. EGT of

Fig. 12. Comparison of brake power and fuel consumption time

#### **4.4 Comparison of Brake Power and Total Fuel Consumption (TFC)**

TFC increased with increase of brake power, graphical representaion is shown in Fig 13. A maximum increase (13%) was at the load 1.89 kW. TFC's of RBOBD blends, B40, B50, B60 and B80, are higher (5-10%) than the TFC of diesel. But B20's TFC is slightly lesser than diesel and all the other RBOBD blends from the minimum load to the maximum load. Maximum TFC decrease (10%) was observed for B20 at 1.89 kW. Overall trend shows that the percentage decrease in TFC is inversely proportional to the brake power. At the maximum load, the increasing order of TFC is B20, Diesel, B40, B80, RBOBD and B60.

Fig. 13. Comparison of brake power and total fuel consumption

#### **4.5 Comparison of Brake Power and Exhaust Gas Temperature (EGT)**

EGT increases with increase of brake power, graphical representaion is shown in Fig 14.

Fig. 12. Comparison of brake power and fuel consumption time

Fig. 13. Comparison of brake power and total fuel consumption

**4.5 Comparison of Brake Power and Exhaust Gas Temperature (EGT)** 

EGT increases with increase of brake power, graphical representaion is shown in Fig 14.

**4.4 Comparison of Brake Power and Total Fuel Consumption (TFC)** 

TFC increased with increase of brake power, graphical representaion is shown in Fig 13. A maximum increase (13%) was at the load 1.89 kW. TFC's of RBOBD blends, B40, B50, B60 and B80, are higher (5-10%) than the TFC of diesel. But B20's TFC is slightly lesser than diesel and all the other RBOBD blends from the minimum load to the maximum load. Maximum TFC decrease (10%) was observed for B20 at 1.89 kW. Overall trend shows that the percentage decrease in TFC is inversely proportional to the brake power. At the maximum load, the increasing order of TFC is B20, Diesel, B40, B80, RBOBD and B60.

Fig. 14. Comparison of brake power and exhaust gas Temperatur

In comparison with EGT of diesel in each load, EGT of RBOBD and all the blends were higher. The highest value of EGT (395C) was found with B40 at the maximum load of 3.78 kW, whereas corresponding value of normal diesel was 294C only. Percentage increase of EGT of RBOBD decreased with the increase of load. Maximum increase (40%) of EGT was found at lower load of zero brake power. EGT of B40, B50, B60 and B80 were 350-400C at the maximum load. The percentage increase (20-40%) of EGT of B60 was higher than all the loads. EGT of B20 was found to be slightly lower than EGT of normal diesel in all loads (0- 3.78 kW). The minimum EGT decrease (9.5%) and maximum decrease (16.3%) of RBOBD and blends were found at 1.1 Kw and 2.98 kW respectively as compared to diesel. EGT of B20, B50 and B80 were found to be lower than EGT of diesel at 0-2.97 kW.

#### **4.6 Comparison of Brake Power and Brake Thermal Efficiency (BTE)**

BTE increases with increase of load, graphical representaion is shown in Fig 15.

Fig. 15. Comparison of brake power and brake thermal efficiency

Gas-Liquid Process, Thermodynamic Characteristics (19 Blends),

**4.9 Comparison of Brake Power and Hydrocarbons (HC)** 

Fig. 18. Comparison of brake power and hydrocarbons

**4.10 Comparison of Brake Power and CO emission** 

**4.11 Comparison of Brake Power and CO2 emission** 

(24%) at minimum load.

other blends at all loads.

of load.

load.

**4.8 Comparison of Brake Power And Mechanical Efficiency (ME)** 

Efficiency & Environmental Impacts, SEM Particulate Matter Analysis… 333

ME of the engine run with RBOBD and various blends increases with increase of brake power in comparison with normal diesel, graphical representaion is shown in Fig 17. ME of RBOBD was less (5%) than diesel with respect to all loads. There was a slight increase of ME for all RBOBD blends in the order of B40, B50, B20, B80 and B60. Highest ME (68%) observed for B60 was at the maximum load. Overall trend shows that percentage increase of ME was decreased with increase of load. The result of B60 shows that the minimum increase (12%) was found at maximum load and maximum increase

HC increased with increase of brake power, graphical representaion is shown in Fig 18. RBOBD and its five blends showed lower HC (50-100%) than diesel. Reduction of HC (60%) of RBOBD and its blends are at the maximum load; B50 shows higher HC reduction than

CO emission increased with increase of brake power, graphical representaion is shown in Fig 19. There was decrease of CO emission (50-80%) of RBOBD and its all five blends in comparison with CO emission of diesel. Reduction (>50%) of CO emission was found at 2.97 kW. Within blends, B20 shows lower CO emission (70-80%), which decreased with increase

CO2 emission increased with increase of brake bower, graphical representaion is shown in Fig 20. There was slight increase in CO2 emission of RBOBD and its blends as compared to diesel. More variation of percentage increase was found within all RBOBD blends at the load 1.89 kW. The overall trend shows that the CO2 emissions are similar to diesel at each

BTE of RBOBD was less (5%) than diesel with respect to all loads. All other RBOBD blends (B40, B50, B60 and B80) were within 5 % only. Maximum reduction (20%) of BTE was found at 1.89 kW and minimum increase (7%) at 2.9765 kW. BTE of B20 was found higher than BTE of normal diesel in all loads. At maximum load (3.78 kW), BTE for B20 (29.7%), B40 (28.6%), B50 (25.6%) and B60 & B80 (25.5%) are higher than BTE of diesel.

#### **4.7 Comparison of Brake Power and Indicative Thermal Efficiency (ITE)**

ITE of RBOBD, B50, B60 and B80 were found lower than ITE of diesel, graphical representaion is shown in Fig 16 . ITE of B20 and B40 were slightly more than ITE of diesel. Maximum ITE (57.9%) was found for B20 at 1.89 kW. Reduction (5-15%) was observed in ITE of various blends. But the ITE of all fuels shows that values are almost steady throughout the entire brake power.

Fig. 16. Comparison of brake power and indicative thermal efficiency

Fig. 17. Comparison of brake power and mechanical efficiency

BTE of RBOBD was less (5%) than diesel with respect to all loads. All other RBOBD blends (B40, B50, B60 and B80) were within 5 % only. Maximum reduction (20%) of BTE was found at 1.89 kW and minimum increase (7%) at 2.9765 kW. BTE of B20 was found higher than BTE of normal diesel in all loads. At maximum load (3.78 kW), BTE for B20 (29.7%), B40 (28.6%),

ITE of RBOBD, B50, B60 and B80 were found lower than ITE of diesel, graphical representaion is shown in Fig 16 . ITE of B20 and B40 were slightly more than ITE of diesel. Maximum ITE (57.9%) was found for B20 at 1.89 kW. Reduction (5-15%) was observed in ITE of various blends. But the ITE of all fuels shows that values are almost steady

B50 (25.6%) and B60 & B80 (25.5%) are higher than BTE of diesel.

throughout the entire brake power.

**4.7 Comparison of Brake Power and Indicative Thermal Efficiency (ITE)** 

Fig. 16. Comparison of brake power and indicative thermal efficiency

Fig. 17. Comparison of brake power and mechanical efficiency
