This document summarizes a study that evaluated the performance of 20 trucks fueled with either #2 ultra-low sulfur diesel or a 20% biodiesel blend (B20) over 12 months. Data from the trucks was analyzed to compare fuel consumption, maintenance needs, and engine oil properties between the two fuel types. Overall, minimal performance differences were found between the fuels, though the B20 fuel showed slightly higher degradation in the engine oil based on viscosity, acid/base levels, oxidation, and wear metals. The conclusions indicated that B20 can be used with few issues, though it may cause slightly more engine oil degradation over time.
This document summarizes a study analyzing the impact of operating vehicles on B20 biodiesel blend versus petroleum diesel. Eight vehicles - four Ford cargo vans and four Mack tractors from the US Postal Service - were selected, with two of each type running on B20 and two running on diesel as controls. The engines and fuel systems were removed and inspected for wear. Maintenance costs were also compared. Results found little difference in wear or costs attributable to B20, except the Mack B20 engines showed more frequent filter changes and injector nozzle replacement, possibly due to biological contaminants. A sludge buildup was also seen in the Mack B20 engines. Overall, the study found little operational or durability impact
Bio 1.0 ase biodiesel overview and benefits march 14 2015 instructor notescourtcaitlin
This document provides an overview of a training seminar on the biodiesel industry. It discusses what biodiesel is, its benefits including being cleaner and more sustainable than petroleum diesel. It also covers biodiesel production, standards and quality control through BQ-9000 certification. Current industry production levels and OEM acceptance of biodiesel blends up to B20 are summarized. Resources for further information are provided.
IRJET- Performance Test on Karanja, Neem and Mahua Biodiesel Blend with Diese...IRJET Journal
This document summarizes a research study that tested blends of karanja, neem, and mahua biodiesel with diesel in a single cylinder internal combustion engine. The biodiesel was produced through a transesterification process using the oils from the karanja, neem, and mahua plants. Blends with 10%, 20%, and 30% biodiesel were tested and compared to pure diesel on performance measures like brake thermal efficiency, specific fuel consumption, and mechanical efficiency. The results showed that the 10% blends had efficiencies close to diesel while higher blends like 20% and 30% had slightly lower efficiencies. Overall, the study found that karanja, neem
Biodiesel Industry and Technical OverviewTre Baker
This document provides an overview of the biodiesel industry and technical updates. It discusses what biodiesel is, feedstock options, production and infrastructure statistics. Key points covered include the benefits of biodiesel such as being cleaner burning, providing energy security and supporting the economy. The document reviews fuel quality standards and programs like BQ-9000. It also discusses legislative policies impacting demand and outlines automaker acceptance of biodiesel blends.
The document experimentally investigates the performance, emissions, and combustion characteristics of a diesel engine fueled with blends of biodiesel extracted from mahua oil. Various blends from 10-50% mahua biodiesel were tested and compared to diesel. The brake thermal efficiency was highest for B30 and the brake specific fuel consumption was lowest for B30 at full load. Carbon monoxide and unburned hydrocarbons decreased with increased biodiesel content while NOx increased. Cylinder pressure and heat release rate were comparable or higher for biodiesel blends compared to diesel. Overall, B30 performed best with reduced emissions and higher efficiency compared to other blends and diesel.
The International Journal of Engineering and Science (The IJES)theijes
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
The papers for publication in The International Journal of Engineering& Science are selected through rigorous peer reviews to ensure originality, timeliness, relevance, and readability
IRJET- Performance and Emission Analysis of Diesel Engine using Delonix R...IRJET Journal
The document analyzes the performance and emissions of a diesel engine fueled with blends of biodiesel produced from Delonix regia oil mixed with conventional diesel. Tests were conducted on a single cylinder diesel engine at 1500 rpm under varying load conditions. Biodiesel blends of B25, B50, B75 and B100 were tested and compared to baseline diesel. Results showed that biodiesel blends increased fuel consumption but improved brake thermal efficiency up to 2.5% for B25. Emissions of NOx and CO2 decreased with biodiesel while CO and hydrocarbons increased. Biodiesel also decreased ignition delay and reduced the premixed combustion peak. The conclusions are that biodie
IRJET- Experimental Investigation of CI Engine Fuelled with Karanji Oil a...IRJET Journal
This document summarizes an experimental investigation of a CI engine fueled with karanji biodiesel using pyrogallol as an antioxidant additive. Karanji seed oil was converted to biodiesel via a transesterification process and blended with diesel in ratios of B10, B15 and B20 (10%, 15%, 20% biodiesel). Pyrogallol was added to these blends as an antioxidant. The engine performance and emissions were tested for the various blends and compared to pure diesel. The results showed that brake thermal efficiency was higher for the biodiesel blends compared to diesel. Emissions of CO, CO2 and HC were also lower for the biodiesel blends,
This document summarizes a study analyzing the impact of operating vehicles on B20 biodiesel blend versus petroleum diesel. Eight vehicles - four Ford cargo vans and four Mack tractors from the US Postal Service - were selected, with two of each type running on B20 and two running on diesel as controls. The engines and fuel systems were removed and inspected for wear. Maintenance costs were also compared. Results found little difference in wear or costs attributable to B20, except the Mack B20 engines showed more frequent filter changes and injector nozzle replacement, possibly due to biological contaminants. A sludge buildup was also seen in the Mack B20 engines. Overall, the study found little operational or durability impact
Bio 1.0 ase biodiesel overview and benefits march 14 2015 instructor notescourtcaitlin
This document provides an overview of a training seminar on the biodiesel industry. It discusses what biodiesel is, its benefits including being cleaner and more sustainable than petroleum diesel. It also covers biodiesel production, standards and quality control through BQ-9000 certification. Current industry production levels and OEM acceptance of biodiesel blends up to B20 are summarized. Resources for further information are provided.
IRJET- Performance Test on Karanja, Neem and Mahua Biodiesel Blend with Diese...IRJET Journal
This document summarizes a research study that tested blends of karanja, neem, and mahua biodiesel with diesel in a single cylinder internal combustion engine. The biodiesel was produced through a transesterification process using the oils from the karanja, neem, and mahua plants. Blends with 10%, 20%, and 30% biodiesel were tested and compared to pure diesel on performance measures like brake thermal efficiency, specific fuel consumption, and mechanical efficiency. The results showed that the 10% blends had efficiencies close to diesel while higher blends like 20% and 30% had slightly lower efficiencies. Overall, the study found that karanja, neem
Biodiesel Industry and Technical OverviewTre Baker
This document provides an overview of the biodiesel industry and technical updates. It discusses what biodiesel is, feedstock options, production and infrastructure statistics. Key points covered include the benefits of biodiesel such as being cleaner burning, providing energy security and supporting the economy. The document reviews fuel quality standards and programs like BQ-9000. It also discusses legislative policies impacting demand and outlines automaker acceptance of biodiesel blends.
The document experimentally investigates the performance, emissions, and combustion characteristics of a diesel engine fueled with blends of biodiesel extracted from mahua oil. Various blends from 10-50% mahua biodiesel were tested and compared to diesel. The brake thermal efficiency was highest for B30 and the brake specific fuel consumption was lowest for B30 at full load. Carbon monoxide and unburned hydrocarbons decreased with increased biodiesel content while NOx increased. Cylinder pressure and heat release rate were comparable or higher for biodiesel blends compared to diesel. Overall, B30 performed best with reduced emissions and higher efficiency compared to other blends and diesel.
The International Journal of Engineering and Science (The IJES)theijes
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
The papers for publication in The International Journal of Engineering& Science are selected through rigorous peer reviews to ensure originality, timeliness, relevance, and readability
IRJET- Performance and Emission Analysis of Diesel Engine using Delonix R...IRJET Journal
The document analyzes the performance and emissions of a diesel engine fueled with blends of biodiesel produced from Delonix regia oil mixed with conventional diesel. Tests were conducted on a single cylinder diesel engine at 1500 rpm under varying load conditions. Biodiesel blends of B25, B50, B75 and B100 were tested and compared to baseline diesel. Results showed that biodiesel blends increased fuel consumption but improved brake thermal efficiency up to 2.5% for B25. Emissions of NOx and CO2 decreased with biodiesel while CO and hydrocarbons increased. Biodiesel also decreased ignition delay and reduced the premixed combustion peak. The conclusions are that biodie
IRJET- Experimental Investigation of CI Engine Fuelled with Karanji Oil a...IRJET Journal
This document summarizes an experimental investigation of a CI engine fueled with karanji biodiesel using pyrogallol as an antioxidant additive. Karanji seed oil was converted to biodiesel via a transesterification process and blended with diesel in ratios of B10, B15 and B20 (10%, 15%, 20% biodiesel). Pyrogallol was added to these blends as an antioxidant. The engine performance and emissions were tested for the various blends and compared to pure diesel. The results showed that brake thermal efficiency was higher for the biodiesel blends compared to diesel. Emissions of CO, CO2 and HC were also lower for the biodiesel blends,
Webinar broadcast 24 May 2012. Second in a series previewing results of a long-term study by the ICCT of India's program to regulate and control emissions from light-duty and heavy-duty vehicles—cars, motorcycles, trucks, and buses. Offers a broad overview of the influence of fuel quality on vehicle emissions, and assesses India's past, present, and possible future fuel-quality standards and compliance programs in the context of international best practices, with particular emphasis on sulfur content of fuels.
The document discusses the introduction of the new API CJ-4 diesel engine oil category. It was developed in response to new EPA emissions standards requiring diesel particulate filters (DPFs) on all on-highway diesel engines in the U.S. as of 2007. The API CJ-4 category includes limits on sulfated ash, phosphorus, and sulfur to ensure compatibility with DPFs and adequate engine durability when using ultra-low sulfur diesel fuel. The category consists of nine engine tests and six bench tests, making it the most robust API category developed. The document reviews the development and requirements of the API CJ-4 category.
IRJET- Production of Biodiesel using Mustard Oil and its Performance Evalu...IRJET Journal
The document discusses the production and performance evaluation of biodiesel made from mustard oil in a compression ignition (CI) engine. Specifically, it details the transesterification process used to produce biodiesel from mustard oil with methanol and sodium hydroxide catalyst. Various blends of mustard oil biodiesel and diesel (B10, B20, B30) were tested in a single cylinder CI engine. Key findings from the engine tests include brake thermal efficiency being highest for B30 compared to other blends and diesel, while brake specific fuel consumption was lowest for B30. Brake power also increased with load for all fuel samples.
Engines in ships, aircraft, vehicles and tanks can be much more energy efficient. This is because nano-clusters of fuel particles can be better utilized, reducing emissions and fuel wastage. The life of the engine is enhanced.
Evaluation and comparison for fuel properties of simarouba and calophyllum bi...IAEME Publication
This document summarizes the results of a study evaluating and comparing the fuel properties of biodiesel extracted from Simarouba and Calophyllum seeds. Biodiesel was produced from each oil via transesterification. The fuel properties, including viscosity, density, flash point, fire point and calorific value, of the pure biodiesel and blends with diesel (B5, B10, B15, B20, B25) were measured and found to meet ASTM standards. Overall, the properties of the Simarouba and Calophyllum biodiesel blends were similar, with Simarouba blends having slightly higher density and calorific value compared to Calophyllum
The document discusses fuel quality requirements for vehicles in Indonesia. It outlines Pertamina's role as Indonesia's state-owned oil and gas company and details the country's fuel specifications to meet Euro emission standards. These include reducing sulfur content in gasoline and diesel. The document also promotes the use of biofuels like ethanol and biodiesel to meet energy security, environmental, and economic goals in Indonesia.
IJERA (International journal of Engineering Research and Applications) is International online, ... peer reviewed journal. For more detail or submit your article, please visit www.ijera.com
Anxiety of greenhouse gases and exigency of conventional fuels is an attractive exploration reneged to the researchers view, turn towards alternative fuels. The present work is to demonstrate on performance, combustion and emission characteristics of 20% Karanja Methyl Ester (KOME) blend (B20) and hydrogen with 5, 10, and 15 lpm (liters per Minute) of low flow rate on a dual fuel mode direct injection diesel engine operated at 1500 rpm with rated power output of 3.5 kW. The experimental test were conducted at three various injection operating pressure of 200, 220, and 240bar. The obtained data of above test were compared with base line pressure of diesel at 200 bars. Higher brake thermal efficiency, less brake specific fuel consumption, lower HC, and CO emissions with raised concentration of NOx were obtained at IOP of 240 bars for B20- hydrogen dual fuel mode. The current analysis discovered that the IOP of 240 bars for 15 lpm hydrogen flow rate with B20 dual fuel approach was optimum.
A Study of diesel engine fuelled with Madhuca Indica biodiesel and its blend...IJMER
This study evaluated the performance and emissions of a diesel engine fueled with biodiesel from Mahua (Madhuca Indica) seeds and its blends with petroleum diesel. Tests were conducted on a single cylinder, four stroke diesel engine at various loads. Emissions of carbon monoxide, unburned hydrocarbons, oxides of nitrogen, and smoke were measured for the pure biodiesel (B100) and its blends with diesel (B25, B50, B75). Results showed that the B25 blend produced lower emissions than diesel or B100, especially at full load. Therefore, the B25 blend can be used as a suitable alternative fuel for diesel engines without requiring any modifications.
This document summarizes a study on the performance and emissions of a diesel engine operating on blends of mahua oil (a vegetable oil) and diesel fuel with varying injection pressures. Tests were conducted on a single cylinder diesel engine operated with mahua oil blends including B10, B20, B30, B40 and B100 (100% mahua oil) at injection pressures from 190-240 kg/cm2 and compared to operation on pure diesel. The results showed that a B10 blend could be used at the engine's rated injection pressure of 200 kg/cm2 without significantly affecting performance or emissions compared to diesel. Increasing the injection pressure to 230 kg/cm2 improved brake thermal efficiency up
The document provides guidance for biodiesel producers and blenders regarding EPA regulations. It outlines EPA's registration requirements for biodiesel producers under 40 CFR Parts 79 and 80. Producers must submit forms providing information on feedstocks, production processes, emissions testing, and ASTM D6751 compliance. It provides guidance for biodiesel blenders on handling, storage and quality. EPA is working to improve understanding of biodiesel's effects on emissions and harmonize standards through collaborative testing and engagement with standard-setting organizations.
Performance, Emission and Combustion Characteristics of Multicylinder Diesel ...ijsrd.com
Continuous rise in the conventional fuel prices and shortage of its supply have increased the interest in the field of the alternative sources for petroleum fuels. Biodiesel is one such alternative source which provides advantage of pollution control. In the present work, experimentation is carried out to study the performance, emission and combustion characteristics of Rice-Bran biodiesel and diesel. In this experiment a multi cylinder, four stroke, naturally aspired, direct injection, water cooled, eddy current dynamometer, TATA Indica V2 diesel engine is used at variable speed condition. Crude oil is converted into biodiesel and characterization has been done. The experiment is conducted at variable speed condition. The engine performance parameters studied were brake power, brake specific fuel consumption, brake thermal efficiency. The emission characteristics studied are CO, CO2, UBHC, mean gas temperature, exhaust gas temperature and smoke opacity. The combustion characteristics studied are cylinder pressure, mass fraction burned, net heat release rate, cumulative heat release rate and rate of pressure rise. These results are compared to those of pure diesel. These results are again compared to the corresponding results of the diesel. From the graph it has been observed that, there is a reduction in performance, combustion characteristics and emission characteristics compared to the diesel. This is mainly due to lower calorific value, higher viscosity, lower mean gas temperature and delayed combustion process. The present experimental results show that Rice-Bran biodiesel can be used as an alternative fuel in diesel engine.
Compression Ignition Engine Modifications for Straight Vegetable Oil Fuel XZ3
This document discusses modifications made to allow a stationary diesel engine commonly used in developing countries to run on straight plant oils as a fuel substitute. The modification kit includes a preheating system and adjustments to the injector pressure and timing to improve atomization given plant oils' unique properties compared to diesel. Testing showed that with preheating of the high pressure fuel line and changes to injection parameters, the engine could efficiently utilize plant oils with performance similar to diesel, providing a potentially lower cost and sustainable fuel for remote rural areas.
Experimental Investigation on Performance, Emission and Combustion Characteri...ijsrd.com
Continuous rise in the conventional fuel prices and shortage of its supply have increased the interest in the field of the alternative sources for petroleum fuels. In this present work, experimentation was carried out to study the performance, emission and combustion characteristics of desert date biodiesel and its blends. For this experiment a single cylinder, four strokes, naturally aspired, direct injection, water cooled, eddy current dynamometer Kirloskar diesel engine at 1500 rpm for variable loads. Initially, desert date biodiesel and its blends were chosen. The physical and chemical properties of desert date biodiesel were determined. The tests were carried out over entire range of engine operation at varying conditions of load. The engine performance parameters studied were brake horse power, brake specific fuel consumption, brake thermal efficiency, exhaust temperature and mechanical efficiency. The emission characteristics studied are CO, HC, NOx and smoke opacity. These results are compared to those of pure diesel. These results are again compared to the other results of neat oils available in the literature for validation. By analyzing the graphs, it was observed that performance characteristics are reduced and emission characteristics are lowered compare to the diesel. This is mainly due to lower calorific value, higher viscosity and delayed combustion process. From the analysis of graphs it is observed that B10 and B20 blends are best suited for diesel engine. The present experimental results show that fish oil biodiesel and its blends can be used as an alternative fuel in diesel engine.
PERFORMANCE AND EMISSION CHARACTERISTICS OF A THERMAL BARRIER COATED FOUR ST...Varthamanan prabachandran
The document discusses the performance and emission characteristics of a thermal barrier coated diesel engine using diesel, biodiesel, and ethanol blend fuels. It describes testing various fuel blends in a normal diesel engine and one with an Al2O3 thermal barrier coating. The results showed that the brake thermal efficiency was highest for the thermal barrier coated diesel-biodiesel blend. Emissions of CO, CO2, HC, NOx and smoke were measured and varied depending on the fuel blend and engine type.
This document summarizes a study analyzing the impact of operating vehicles on B20 biodiesel blend versus petroleum diesel. Eight vehicles - four Ford cargo vans and four Mack tractors from the US Postal Service - were selected, with two of each operating on B20 and two on diesel as controls. The engines and fuel systems were removed and inspected for wear. Maintenance costs were also compared. Results showed little difference in wear or costs between the B20 and diesel vehicles, except the Mack B20 tractors had more frequent filter and injector replacement, possibly due to biological contaminants. A sludge buildup was also noted in the Mack B20 engines, potentially from soaps in contaminated biodiesel. Overall
This document summarizes a study evaluating the performance of transit buses operated on a 20% biodiesel blend (B20) compared to identical buses operated on petroleum diesel. Nine buses were studied over two years, with five buses running on B20 and four on diesel. The buses accumulated about 100,000 miles each. There was no significant difference in fuel economy or maintenance costs between the B20 and diesel buses. Emissions testing showed reductions in pollutants for the B20 buses. The study provides quantitative data on operating transit buses with B20 blends.
This document summarizes a study evaluating the performance of nine identical transit buses operated on either B20 biodiesel blend or petroleum diesel over 100,000 miles. Key findings include: 1) There was no significant difference in average fuel economy or maintenance costs between the two fuel types. 2) B20 buses showed reduced emissions of particulate matter, carbon monoxide, and hydrocarbons compared to diesel. 3) Occasional issues with fuel filter plugging occurred on B20 buses, possibly due to out-of-specification biodiesel. Overall the study found little operational or maintenance impact from the use of B20 in transit buses.
IRJET-Performance Study on Variable Compression Ratio (VCR) Engine using Diff...IRJET Journal
This document discusses research into using neem biodiesel in a variable compression ratio engine. Neem oil is converted to biodiesel via a transesterification process with methanol. The biodiesel is then tested in blends of 10%, 30%, and 50% neem biodiesel with diesel in a single cylinder engine. The performance parameters of brake thermal efficiency, brake specific fuel consumption, and emissions of CO, HC, CO2, and NOx are evaluated at different loads. The results show that a blend of 50% neem biodiesel with 5% methanol additive has the highest brake thermal efficiency but also higher emissions due to the methanol content. Overall, the neem biodiesel blends performed
A Technical Review of Biodiesel Fuel Emissions and Performance on Industrial ...IJMER
Biofuels play an important role in many developing countries as a clean liquid fuel which helps
to address the energy, costs and global warming as compared to petroleum fuels. Biodiesel can be
blended to any level to any petroleum diesel to create a biodiesel blend. Blending of biodiesel with small
amount of petroleum product gives control to air pollution. Additives plays and important role in
minimizing the NOx Emission which result in sigh of relief who are opting biodiesel as an alternative fuel.
In the future the biodiesel play an important role in reduce the greenhouse gases In this review article the
reports on regulated and non-regulated emission, durability, economy and performance on biodiesel by
various researchers have seen cited since 2000
Feasibility and Future Prospects of Biodiesel use in IC Engines - A ReviewIRJET Journal
This document provides a review of the feasibility and future prospects of using biodiesel in internal combustion (IC) engines. It discusses biodiesel production through the transesterification of vegetable oils or animal fats with an alcohol. Biodiesel has properties similar to petroleum diesel, including density, flash point, and calorific value. The document compares the properties of various biodiesel fuels derived from crops like jatropha, karanja, castor, and mahua. It also examines engine performance parameters like brake mean effective pressure and mechanical efficiency when operating on biodiesel. Emissions are also evaluated when using biodiesel and its blends with petroleum diesel in IC engines.
Webinar broadcast 24 May 2012. Second in a series previewing results of a long-term study by the ICCT of India's program to regulate and control emissions from light-duty and heavy-duty vehicles—cars, motorcycles, trucks, and buses. Offers a broad overview of the influence of fuel quality on vehicle emissions, and assesses India's past, present, and possible future fuel-quality standards and compliance programs in the context of international best practices, with particular emphasis on sulfur content of fuels.
The document discusses the introduction of the new API CJ-4 diesel engine oil category. It was developed in response to new EPA emissions standards requiring diesel particulate filters (DPFs) on all on-highway diesel engines in the U.S. as of 2007. The API CJ-4 category includes limits on sulfated ash, phosphorus, and sulfur to ensure compatibility with DPFs and adequate engine durability when using ultra-low sulfur diesel fuel. The category consists of nine engine tests and six bench tests, making it the most robust API category developed. The document reviews the development and requirements of the API CJ-4 category.
IRJET- Production of Biodiesel using Mustard Oil and its Performance Evalu...IRJET Journal
The document discusses the production and performance evaluation of biodiesel made from mustard oil in a compression ignition (CI) engine. Specifically, it details the transesterification process used to produce biodiesel from mustard oil with methanol and sodium hydroxide catalyst. Various blends of mustard oil biodiesel and diesel (B10, B20, B30) were tested in a single cylinder CI engine. Key findings from the engine tests include brake thermal efficiency being highest for B30 compared to other blends and diesel, while brake specific fuel consumption was lowest for B30. Brake power also increased with load for all fuel samples.
Engines in ships, aircraft, vehicles and tanks can be much more energy efficient. This is because nano-clusters of fuel particles can be better utilized, reducing emissions and fuel wastage. The life of the engine is enhanced.
Evaluation and comparison for fuel properties of simarouba and calophyllum bi...IAEME Publication
This document summarizes the results of a study evaluating and comparing the fuel properties of biodiesel extracted from Simarouba and Calophyllum seeds. Biodiesel was produced from each oil via transesterification. The fuel properties, including viscosity, density, flash point, fire point and calorific value, of the pure biodiesel and blends with diesel (B5, B10, B15, B20, B25) were measured and found to meet ASTM standards. Overall, the properties of the Simarouba and Calophyllum biodiesel blends were similar, with Simarouba blends having slightly higher density and calorific value compared to Calophyllum
The document discusses fuel quality requirements for vehicles in Indonesia. It outlines Pertamina's role as Indonesia's state-owned oil and gas company and details the country's fuel specifications to meet Euro emission standards. These include reducing sulfur content in gasoline and diesel. The document also promotes the use of biofuels like ethanol and biodiesel to meet energy security, environmental, and economic goals in Indonesia.
IJERA (International journal of Engineering Research and Applications) is International online, ... peer reviewed journal. For more detail or submit your article, please visit www.ijera.com
Anxiety of greenhouse gases and exigency of conventional fuels is an attractive exploration reneged to the researchers view, turn towards alternative fuels. The present work is to demonstrate on performance, combustion and emission characteristics of 20% Karanja Methyl Ester (KOME) blend (B20) and hydrogen with 5, 10, and 15 lpm (liters per Minute) of low flow rate on a dual fuel mode direct injection diesel engine operated at 1500 rpm with rated power output of 3.5 kW. The experimental test were conducted at three various injection operating pressure of 200, 220, and 240bar. The obtained data of above test were compared with base line pressure of diesel at 200 bars. Higher brake thermal efficiency, less brake specific fuel consumption, lower HC, and CO emissions with raised concentration of NOx were obtained at IOP of 240 bars for B20- hydrogen dual fuel mode. The current analysis discovered that the IOP of 240 bars for 15 lpm hydrogen flow rate with B20 dual fuel approach was optimum.
A Study of diesel engine fuelled with Madhuca Indica biodiesel and its blend...IJMER
This study evaluated the performance and emissions of a diesel engine fueled with biodiesel from Mahua (Madhuca Indica) seeds and its blends with petroleum diesel. Tests were conducted on a single cylinder, four stroke diesel engine at various loads. Emissions of carbon monoxide, unburned hydrocarbons, oxides of nitrogen, and smoke were measured for the pure biodiesel (B100) and its blends with diesel (B25, B50, B75). Results showed that the B25 blend produced lower emissions than diesel or B100, especially at full load. Therefore, the B25 blend can be used as a suitable alternative fuel for diesel engines without requiring any modifications.
This document summarizes a study on the performance and emissions of a diesel engine operating on blends of mahua oil (a vegetable oil) and diesel fuel with varying injection pressures. Tests were conducted on a single cylinder diesel engine operated with mahua oil blends including B10, B20, B30, B40 and B100 (100% mahua oil) at injection pressures from 190-240 kg/cm2 and compared to operation on pure diesel. The results showed that a B10 blend could be used at the engine's rated injection pressure of 200 kg/cm2 without significantly affecting performance or emissions compared to diesel. Increasing the injection pressure to 230 kg/cm2 improved brake thermal efficiency up
The document provides guidance for biodiesel producers and blenders regarding EPA regulations. It outlines EPA's registration requirements for biodiesel producers under 40 CFR Parts 79 and 80. Producers must submit forms providing information on feedstocks, production processes, emissions testing, and ASTM D6751 compliance. It provides guidance for biodiesel blenders on handling, storage and quality. EPA is working to improve understanding of biodiesel's effects on emissions and harmonize standards through collaborative testing and engagement with standard-setting organizations.
Performance, Emission and Combustion Characteristics of Multicylinder Diesel ...ijsrd.com
Continuous rise in the conventional fuel prices and shortage of its supply have increased the interest in the field of the alternative sources for petroleum fuels. Biodiesel is one such alternative source which provides advantage of pollution control. In the present work, experimentation is carried out to study the performance, emission and combustion characteristics of Rice-Bran biodiesel and diesel. In this experiment a multi cylinder, four stroke, naturally aspired, direct injection, water cooled, eddy current dynamometer, TATA Indica V2 diesel engine is used at variable speed condition. Crude oil is converted into biodiesel and characterization has been done. The experiment is conducted at variable speed condition. The engine performance parameters studied were brake power, brake specific fuel consumption, brake thermal efficiency. The emission characteristics studied are CO, CO2, UBHC, mean gas temperature, exhaust gas temperature and smoke opacity. The combustion characteristics studied are cylinder pressure, mass fraction burned, net heat release rate, cumulative heat release rate and rate of pressure rise. These results are compared to those of pure diesel. These results are again compared to the corresponding results of the diesel. From the graph it has been observed that, there is a reduction in performance, combustion characteristics and emission characteristics compared to the diesel. This is mainly due to lower calorific value, higher viscosity, lower mean gas temperature and delayed combustion process. The present experimental results show that Rice-Bran biodiesel can be used as an alternative fuel in diesel engine.
Compression Ignition Engine Modifications for Straight Vegetable Oil Fuel XZ3
This document discusses modifications made to allow a stationary diesel engine commonly used in developing countries to run on straight plant oils as a fuel substitute. The modification kit includes a preheating system and adjustments to the injector pressure and timing to improve atomization given plant oils' unique properties compared to diesel. Testing showed that with preheating of the high pressure fuel line and changes to injection parameters, the engine could efficiently utilize plant oils with performance similar to diesel, providing a potentially lower cost and sustainable fuel for remote rural areas.
Experimental Investigation on Performance, Emission and Combustion Characteri...ijsrd.com
Continuous rise in the conventional fuel prices and shortage of its supply have increased the interest in the field of the alternative sources for petroleum fuels. In this present work, experimentation was carried out to study the performance, emission and combustion characteristics of desert date biodiesel and its blends. For this experiment a single cylinder, four strokes, naturally aspired, direct injection, water cooled, eddy current dynamometer Kirloskar diesel engine at 1500 rpm for variable loads. Initially, desert date biodiesel and its blends were chosen. The physical and chemical properties of desert date biodiesel were determined. The tests were carried out over entire range of engine operation at varying conditions of load. The engine performance parameters studied were brake horse power, brake specific fuel consumption, brake thermal efficiency, exhaust temperature and mechanical efficiency. The emission characteristics studied are CO, HC, NOx and smoke opacity. These results are compared to those of pure diesel. These results are again compared to the other results of neat oils available in the literature for validation. By analyzing the graphs, it was observed that performance characteristics are reduced and emission characteristics are lowered compare to the diesel. This is mainly due to lower calorific value, higher viscosity and delayed combustion process. From the analysis of graphs it is observed that B10 and B20 blends are best suited for diesel engine. The present experimental results show that fish oil biodiesel and its blends can be used as an alternative fuel in diesel engine.
PERFORMANCE AND EMISSION CHARACTERISTICS OF A THERMAL BARRIER COATED FOUR ST...Varthamanan prabachandran
The document discusses the performance and emission characteristics of a thermal barrier coated diesel engine using diesel, biodiesel, and ethanol blend fuels. It describes testing various fuel blends in a normal diesel engine and one with an Al2O3 thermal barrier coating. The results showed that the brake thermal efficiency was highest for the thermal barrier coated diesel-biodiesel blend. Emissions of CO, CO2, HC, NOx and smoke were measured and varied depending on the fuel blend and engine type.
This document summarizes a study analyzing the impact of operating vehicles on B20 biodiesel blend versus petroleum diesel. Eight vehicles - four Ford cargo vans and four Mack tractors from the US Postal Service - were selected, with two of each operating on B20 and two on diesel as controls. The engines and fuel systems were removed and inspected for wear. Maintenance costs were also compared. Results showed little difference in wear or costs between the B20 and diesel vehicles, except the Mack B20 tractors had more frequent filter and injector replacement, possibly due to biological contaminants. A sludge buildup was also noted in the Mack B20 engines, potentially from soaps in contaminated biodiesel. Overall
This document summarizes a study evaluating the performance of transit buses operated on a 20% biodiesel blend (B20) compared to identical buses operated on petroleum diesel. Nine buses were studied over two years, with five buses running on B20 and four on diesel. The buses accumulated about 100,000 miles each. There was no significant difference in fuel economy or maintenance costs between the B20 and diesel buses. Emissions testing showed reductions in pollutants for the B20 buses. The study provides quantitative data on operating transit buses with B20 blends.
This document summarizes a study evaluating the performance of nine identical transit buses operated on either B20 biodiesel blend or petroleum diesel over 100,000 miles. Key findings include: 1) There was no significant difference in average fuel economy or maintenance costs between the two fuel types. 2) B20 buses showed reduced emissions of particulate matter, carbon monoxide, and hydrocarbons compared to diesel. 3) Occasional issues with fuel filter plugging occurred on B20 buses, possibly due to out-of-specification biodiesel. Overall the study found little operational or maintenance impact from the use of B20 in transit buses.
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A Technical Review of Biodiesel Fuel Emissions and Performance on Industrial ...IJMER
Biofuels play an important role in many developing countries as a clean liquid fuel which helps
to address the energy, costs and global warming as compared to petroleum fuels. Biodiesel can be
blended to any level to any petroleum diesel to create a biodiesel blend. Blending of biodiesel with small
amount of petroleum product gives control to air pollution. Additives plays and important role in
minimizing the NOx Emission which result in sigh of relief who are opting biodiesel as an alternative fuel.
In the future the biodiesel play an important role in reduce the greenhouse gases In this review article the
reports on regulated and non-regulated emission, durability, economy and performance on biodiesel by
various researchers have seen cited since 2000
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This document provides a review of the feasibility and future prospects of using biodiesel in internal combustion (IC) engines. It discusses biodiesel production through the transesterification of vegetable oils or animal fats with an alcohol. Biodiesel has properties similar to petroleum diesel, including density, flash point, and calorific value. The document compares the properties of various biodiesel fuels derived from crops like jatropha, karanja, castor, and mahua. It also examines engine performance parameters like brake mean effective pressure and mechanical efficiency when operating on biodiesel. Emissions are also evaluated when using biodiesel and its blends with petroleum diesel in IC engines.
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This document summarizes an experimental investigation of blends of esterified coconut oil and sunflower oil used in a 4-stroke compression ignition engine. Various blends of the two vegetable oils with diesel were tested in a single cylinder engine to analyze their performance characteristics and emissions. The best performing blend was identified as having the highest brake power and thermal efficiency, lowest brake specific fuel consumption, and minimum smoke density emissions. This blend could serve as a suitable alternative to diesel fuel.
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In this globalization realm, there in constant growth in the rate of expenditure of fossil fuels, consequent on ever increasing population and urbanization. This gives charge to depletion of finite resources in the near future. Fossil fuel emission causes global-warming also green-house gases are intangible factor which collectively degrading the planet. As such, the situation demands for an alternate source of energy that can be used to overcome the conjectured energy crisis. In contrast to this, if the energy source is clean and renewable, it will reduce the environmental trouble as well. In the quest an alternate and renewable energy resources, scientists have plead with a variety of options among which biodiesel-diesel blends as alternative fuels has become a popular option and is getting the attention of many researchers. This is because scientists have enlist the properties of biodiesel prepared from vegetable oils are very close to commercial diesel and thus it has a promising future as an alternative fuel for diesel engine. Biodiesel being renewable, biodegradable and green fuel can reduce our dependence on conventional/non-renewable fossil fuels and it also helps to keep pure quality of air by reducing obnoxious automotive/vehicular emissions. Possible solution of this problem is to replace or find renewable and economically feasible fuel as an alternative source. Already a lot of work for source which fulfill the criteria of sustainability and economical carried out. But the effluent is critical issues. So characterization and formation of biodiesel with zero effluent is prime objective.
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Experimental investigation was conducted on a multicylinder diesel engine using honge biodiesel derived from the Pongamia plant. Honge biodiesel was produced using a transesterification process and its properties were tested and found to meet ASTM biodiesel standards. The honge biodiesel was then tested in the diesel engine at varying loads up to 60% throttle. Performance parameters like brake thermal efficiency and specific fuel consumption were evaluated, as well as emission characteristics like carbon monoxide, carbon dioxide, unburned hydrocarbons, and smoke opacity. Combustion characteristics such as cylinder pressure, heat release rate, and gas temperature were also analyzed against crank angle. The results showed that honge
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The document investigates the thermophysical properties of biodiesel from sunflower waste cooking oil and its blends for use in diesel engines. Specifically, it analyzes density, viscosity, flash point, and sulfur content of biodiesel blends containing 10%, 20%, 40%, and 100% sunflower biodiesel. The study found that density and viscosity increased with higher biodiesel content and flash point decreased. Mathematical models were developed relating the properties to biodiesel concentration and temperature, achieving high regression values. The results indicate sunflower biodiesel blends meet standards and can provide an alternative fuel for diesel engines.
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A comparison analysis between neat diesel (petro-diesel) and neat Hydnocarpus Pentandra (Marotti) biodiesel has been carried out on a direct injection diesel engine. The biodiesel has been produced from raw Hydnocarpus Pentandra oil by transesterification process by adding methanol and base catalyst. The optimum nozzle pressure of 250 bar and static injection timing of 20° bTDC are considered because these conditions only were found to give minimum emissions and better performance. The engine performance and emissions of diesel engine fuelled with neat diesel and neat Hydnocarpus Pentandra (Marotti) (or) Marotti Oil Methyl Ester (MOME) results are compared and presented. From the test results, it could be noted that, neat MOME gives lower emissions such as hydrocarbon and oxides of nitrogen as compared to neat diesel for all load under steady state condition of the engine.
Green Power: From Diesel Engines Burning Biological Oils and Recycled Fat XZ3
The document discusses MAN B&W Diesel's testing and use of liquid biofuels such as vegetable oils, waste oils, and recycled fat in medium-speed diesel engines for power generation. Workshop tests showed biofuels can be used with no major impacts to engine performance or emissions. Commercial operations have logged over 15,000 hours burning various biofuels with good reliability. The possibility of combining cost-effective and environmentally friendly power generation makes optimizing biofuel combustion in diesel engines important for renewable energy.
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This document summarizes a study that investigated the performance and emissions of a diesel engine fueled with blends of biodiesel produced from waste cooking oil and kerosene. Waste cooking oil was converted to biodiesel via a transesterification process and then blended with kerosene at ratios of 10%, 20%, and 50% kerosene. The blends were tested in a single cylinder diesel engine and results showed that a 50% kerosene blend increased brake thermal efficiency by 2.55% compared to pure biodiesel and reduced smoke, CO, and HC emissions while slightly increasing NOx emissions. The 50% kerosene blend provided the best performance and emissions characteristics of the fuels tested.
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This document summarizes a study that investigated the performance and emissions of a diesel engine fueled with blends of biodiesel produced from waste cooking oil and kerosene. Waste cooking oil was converted to biodiesel via a transesterification process using methanol and KOH catalyst. The biodiesel was then blended with kerosene in proportions of 10%, 20%, and 50% and tested in a single cylinder diesel engine. Test results showed that a 50% blend of kerosene and biodiesel increased brake thermal efficiency by 2.55% compared to pure biodiesel. Specific fuel consumption was also reduced. CO, HC, and smoke emissions decreased with the 50% blend while NOx increased slightly
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This document presents the results of an experimental study that tested various biodiesel-methanol-diesel blends in a single cylinder diesel engine. The biodiesel was produced from Kusum seed oil. The engine performance, emissions, and combustion characteristics were analyzed for blends with 15%, 25%, 35%, and 45% biodiesel, 5% methanol, and the remainder diesel. Overall, the blends showed higher fuel consumption but lower carbon monoxide emissions than diesel. Nitrogen oxide emissions increased with higher methanol content in the blends, while carbon monoxide decreased. A 5% methanol blend was more effective at reducing carbon monoxide than a 45% biodiesel blend. Cylinder pressure and heat
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The document presents the results of an experimental investigation on the performance and emissions of a diesel engine fueled with blends of castor and neem biodiesel. The biodiesel was produced from a 50:50 mixture of castor and neem methyl esters. The engine was tested with blends B10, B20, and B30 at compression ratios of 16.5, 17.5, and 18.5 and loads ranging from 50-100%. Test results show that the B10 blend had higher brake thermal efficiency and lower emissions than other blends or diesel, performing nearly equivalent to diesel at 18.5 CR. The B10 blend can therefore be used without engine modifications as a substitute for diesel.
This document summarizes a draft final report on a biodiesel fleet durability study conducted for the California Air Resources Board. The study included a literature review on biodiesel use in diesel engines and potential durability issues, as well as a survey of 40 fleet operators that use biodiesel blends. The survey found that B20 was the most common blend used and that soy methyl ester was the dominant biodiesel feedstock. Most fleets reported no adverse effects of biodiesel on engine wear or performance, though some experienced initial filter plugging when switching to biodiesel.
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This document discusses a study that used computational modeling to analyze the performance and emissions characteristics of a diesel engine running on various biodiesel blends. The study tested blends of palm oil, soybean methyl ester, and coconut oil blended with diesel fuel. The simulations analyzed parameters like engine power, torque, fuel consumption, and emissions of gases like NOx, SOx, and particulate matter. The results were compared to analyze which biodiesel blends provided the best performance and lowest harmful emissions. The goal was to identify optimal biodiesel blends and fuels that could reduce emissions while maintaining good engine performance.
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This document presents the results of an experimental study on the effect of biodiesel blends and exhaust back pressure on engine performance and emissions. Biodiesel was produced from Jatropha and Karanja oils using transesterification. The biodiesel blends (B5, B10, B20) were tested in a diesel engine along with diesel as the baseline. The tests measured parameters like brake power, thermal efficiency, fuel consumption under varying loads. The results showed that the biodiesel blends had slightly higher brake power and thermal efficiency than diesel. Exhaust temperature and emissions like CO were also lower for the biodiesel blends compared to diesel. The study aims to understand the relationship between exhaust
This document provides an overview of a training course on biodiesel engine and fleet performance presented by the National Biodiesel Board. The objectives are to provide expert answers on biodiesel use, introduce diesel technician training resources, and discuss fleet experiences with biodiesel. Key topics covered include biodiesel properties, engine manufacturer positions on biodiesel blends, and technical guidance from a biodiesel evaluation team on ensuring proper fuel quality and maintenance practices when adopting biodiesel.
This document provides an overview of a training course on biodiesel vehicle maintenance presented by the National Biodiesel Board. The learning objectives are to provide technical instruction on biodiesel's impact on vehicle maintenance, troubleshooting, and fuel filtration. Topics covered include the fuel system, lubrication oil, cold weather performance, and lower emissions with biodiesel. Biodiesel is noted to have similar properties to diesel, with benefits such as natural lubricity and lower sulfur levels.
This document provides information on a training course titled "Biodiesel Fuel Quality & BQ-9000" presented by the National Biodiesel Board. The objectives of the course are to instruct attendees on diesel and biodiesel fuel properties, how these properties affect fuel quality and filtration, and details on the BQ-9000 biodiesel quality program. Key topics that will be covered include ASTM biodiesel specifications, critical fuel quality parameters and their importance, biodiesel's enhanced lubricity, and its performance in low temperature operation.
This document discusses the benefits of biodiesel fuel. It provides 10 key reasons why customers are using biodiesel, including that it is categorized as an advanced biofuel under the Renewable Fuel Standard, has significantly lower carbon emissions than petroleum diesel, has a high energy balance returning over 5 units of energy for every 1 unit used to produce it, and supports sustainability and energy security by providing a domestic fuel source. The document is intended to educate technicians and customers on the technical and environmental benefits of biodiesel.
The document provides an overview of the National Biodiesel Board and biodiesel. It discusses that the NBB lobbies for and markets biodiesel in the US, funded by soybean farmers, grants, and biodiesel producers. The presentation aims to educate technicians about biodiesel production, quality standards, benefits including environmental and performance, and OEM support of biodiesel blends. It emphasizes that biodiesel must meet ASTM D6751 specifications and come from BQ-9000 certified suppliers to function properly in diesel engines.
This document provides an overview of a technical training course on exhaust after-treatment and biodiesel. The course will cover changes in diesel engine emissions regulations, basics of diesel engine emissions and required hardware changes, methods of exhaust after-treatment, interactions between fuels and fuel systems, and resources. It will aim to provide industry experts to answer questions and introduce the National Biodiesel Board's diesel technician training program.
The document provides an overview of a training course on biodiesel fuel quality presented by the National Biodiesel Board. It discusses key diesel and biodiesel fuel properties, ASTM standards for biodiesel including D6751 and D975, the BQ-9000 quality program, factors that affect fuel quality such as contaminants, and results from various surveys of biodiesel fuel quality. The goal is to educate people on ensuring high quality biodiesel production and use.
The document provides information about a technical training course on biodiesel fleet studies presented by the National Biodiesel Board. The NBB receives funding from soybean check-off programs, government grants, and biodiesel producer contributions for technical, regulatory, marketing, and lobbying efforts. The course objectives are to provide access to industry experts, introduce their diesel technician training program, and provide information on fleets using biodiesel blends. Learning outcomes include identifying public and private fleets using biodiesel, explaining changes to fleet maintenance programs when switching to biodiesel, and properly diagnosing and recommending biodiesel use.
The document provides an overview of biodiesel technical training on understanding diesel fuel presented by the National Biodiesel Board. It discusses the objectives to understand diesel and biodiesel fuel quality standards and their effects on engine performance and emissions. Key points covered include ASTM fuel specifications for diesel including cetane number, distillation temperatures, viscosity, carbon residue and sulfur content which impact engine operation. It also discusses emissions regulations that have made diesel fuel requirements more stringent over time.
The document presents the findings of an agricultural off-road biodiesel demonstration project in Saskatchewan. It evaluates the use of biodiesel blends (B5-B20) in agricultural tractors and equipment. Fuel was sampled from producer bulk tanks and equipment fuel tanks at various farms. Testing evaluated fuel quality parameters such as oxidation stability, acid levels, and water content. Results showed biodiesel blends maintained acceptable fuel quality with no operational issues reported throughout the winter demonstration period.
The document provides information for diesel technicians about biodiesel, including its production process, properties, standards, and benefits. It summarizes that biodiesel is made through a chemical process called transesterification that combines vegetable oils or animal fats with methanol to produce biodiesel and glycerin. Biodiesel can be blended with petrodiesel in any amount, has similar fuel properties as petrodiesel but with improved lubricity and lower emissions. Industry standards like ASTM D6751 and the voluntary BQ-9000 program help ensure biodiesel quality.
The document discusses biodiesel production methods. There are three routes: base catalyzed transesterification using alcohol which is the most common and economic method; direct acid catalyzed esterification; and converting the oil to fatty acids then alkyl esters. The base catalyzed process reacts a fat or oil with an alcohol like methanol using a catalyst like sodium or potassium hydroxide to produce biodiesel and glycerine in a low temperature and pressure process with high conversion rates.
The document analyzes the effect of biodiesel on exhaust emissions from diesel vehicles. It uses statistical analysis of existing emissions test data to estimate how regulated pollutants like NOx, PM, HC and CO change as the percentage of biodiesel in fuel is increased. For a 20% biodiesel blend, estimates indicate NOx increases 2% while PM, HC and CO decrease over 10%, 20% and 10% respectively. Fuel economy is also estimated to decrease 1-2% with a 20% biodiesel blend. The analysis focuses on heavy-duty highway engines as most available data is from these, but effects may differ for future engine technologies and nonroad/light-duty engines.
The document provides guidance for biodiesel producers and blenders regarding EPA regulations. It outlines EPA's registration requirements for biodiesel producers under 40 CFR Parts 79 and 80. Producers must submit forms, provide information on feedstocks and processes, and ensure biodiesel meets ASTM D6751 standards. It also provides guidance for biodiesel blenders on handling, storage and quality concerns. EPA is working to better understand biodiesel's effects on emissions and harmonize fuel standards through testing programs and engagement with standard-setting organizations.
The document is a resource guide from the U.S. Department of Energy that provides information on heavy vehicles and engines with alternative fuel and advanced powertrain options. It includes contact information for vehicle and engine manufacturers, organizations involved in alternative fuels, and government agencies. It also has a glossary of terms, emission standards chart, and listings of alternative fuel engine and vehicle models.
Biodiesel has been extensively tested by the EPA and is shown to significantly reduce harmful emissions compared to conventional diesel. EPA data shows biodiesel reduces particulate matter by 47% and carbon monoxide and hydrocarbons each by about 50%. It also essentially eliminates sulfur emissions and reduces cancer-causing PAHs and nPAHs by 75-90%. The only pollutant that may increase is NOx, which increases about 10% for pure biodiesel but biodiesel allows use of technologies to control NOx not possible with conventional diesel.
The City of Keene, NH has been using B20 biodiesel in its vehicles and equipment for over 5 years. It started with a small grant from the state of NH and has since used over 200,000 gallons of B20 biodiesel. B20 runs in existing unmodified diesel engines, integrates with existing fuel infrastructure, and provides benefits like reduced emissions, lubricity, and being renewable. The City has 68 vehicles and pieces of equipment running on B20 with no reported problems.
The document is a resource guide from the U.S. Department of Energy that provides information on heavy vehicles and engines with alternative fuel and advanced powertrain options. It includes contact information for vehicle and engine manufacturers, organizations involved in alternative fuels, and government agencies. It also has emissions standards charts and lists product information for alternative fuel engines, natural gas and propane vehicles, and hybrid, electric, and fuel cell vehicles.
1. QUANTITATIVE EVALUATION OF AN ON‐HIGHWAY TRUCKING
FLEET TO COMPARE #2ULSD AND B20 FUELS AND THEIR
IMPACT ON OVERALL FLEET PERFORMANCE
C. R. McKinley, J. H. Lumkes Jr.
ABSTRACT. A study was performed on 20 Class‐8 trucks paired by make, model, mileage, and drive cycles. Ten trucks were
operated using #2 Ultra‐Low Sulfur Diesel and 10 using a 20% soy methyl ester blend (B20). All trucks were equipped with
data collection units that monitored engine information including fuel consumption, idle time, truck speed, engine load, and
engine speed. Data collection occurred over a continuous span of 12 months. In addition to operating data, laboratory‐based
fuel and engine oil testing was performed to quantify the analytical differences between the two fuel types. Cetane number,
energy content, density, kinematic viscosity, and lubricity was measured for both fuels and at every oil service interval engine
oil samples were evaluated based on fuel dilution, soot content, wear metals, contaminant metals, viscosity, oxidation, and
acid/base number. Operational and maintenance issues such as cold start reliability, fuel filter service intervals, and general
engine maintenance was also analyzed for each fleet. Statistical analysis was performed to determine significant differences
in the performance of engines on these #2ULSD and B20 fuels. At the conclusion of the study minimal differences were found
with most comparisons, the exceptions primarily found in differences between the engine oil samples based on the two fuel
types used in the study. These differences included viscosity, acid/base number, oxidation, and lead wear which indicated
slightly higher oil degradation levels with B20 use.
Keywords. Biodiesel, Biofuel, B20, Fleet, Diesel, Renewable fuel, Alternative fuel, Class 8 truck, Fuel economy, Oil analysis,
Filter plugging.
T
he concept of using biodiesel in compression (Energy, 2007). Of particular note, the minimum requirement
ignition engines has been around for the past for biomass‐based diesel, namely biodiesel, is set for
century. Yet, it has only been within the past decade 0.5 billion gal (1.9 billion L) in 2009 and increases to 1
that biodiesel consumption has seen a reasonable billion gal (3.8 billion L) in 2012.
amount of growth. With the recent legislation mandates, Diesel engine original equipment manufacturers (OEMs)
production facility investments, and `home‐grown' are beginning to understand that more and more of their
advertisements, biodiesel has become a viable alternative to customers are going to run blends of biodiesel, from 1% to
petroleum derived diesel fuel. Consumers are requesting less 100%, in their diesel engines. As of January 2008, the
expensive, renewable energy sources to fuel their vehicles, majority of diesel engine OEMs have announced the
power their cities and homes, and transport goods to and from approval of various levels of biodiesel. Nineteen current
their businesses. The increase in fuel prices has stirred up engine manufacturers have approved biodiesel blends
consumer vulnerability concerns of being significantly ranging from B5 to B100 for various engine applications
dependent on a sole energy form – petroleum derived fuel. (NBB, 2008). There are five foreign automotive companies
One of the main benefits of biodiesel expansion is that it producing diesel engines for passenger car or light duty
contributes to energy security by lessening the demand on applications that have plans to release their vehicles into the
imported oil. The Renewable Fuel Standard, Section 202 of U.S. market in the near future, but have not yet announced a
the Energy Independence and Security Act of 2007, release for biodiesel. The fuel injection equipment (FIE)
mandates that 11.1 billion gal (42.0 billion L) of renewable manufacturers released a common position statement
fuels are to be consumed in the year 2009 with increasing indicating release of their injection equipment for admixtures
annual increments through 2022 when 36 billion gal up to a maximum of 5% fatty acid methyl ester, meeting the
(136 billion L) of renewable fuels are to be consumed EN14214 standard, with unadulterated diesel fuel, meeting
the EN590 standard. The final product, B5, must also comply
with EN590 (FIE Manufacturers, 2004). One major concern
about the use of biodiesel is in regard the quality of the fuel.
Submitted for review in November 2008 as manuscript number PM BQ9000 is a cooperative and voluntary national biodiesel
7798; approved for publication by the Power & Machinery Division of
ASABE in February 2009.
accreditation program for both producers and marketers of
The authors are Cody R. McKinley, ASABE Member Engineer, biodiesel that was established to help assure that biodiesel
Graduate Student, and John H. Lumkes, ASABE Member Engineer, fuel is produced to and maintained at the industry standard,
Professor, Department of Agricultural and Biological Engineering, Purdue ASTM D6751 for B100 and to promote the commercial
University, West Lafayette, Indiana. Corresponding author: John H.
success and public acceptance of biodiesel. ASTM has
Lumkes, Department of Agricultural and Biological Engineering, 225 S.
University St., Purdue University, West Lafayette, IN 47907; phone: recently announced a new specification release, ASTM
574‐595‐0060; fax: 765‐496‐1115; e‐mail: lumkes@purdue.edu. D7467, for B6‐B20 finished fuel blends which identifies
Applied Engineering in Agriculture
Vol. 25(3): 335‐346 E 2009 American Society of Agricultural and Biological Engineers ISSN 0883-8542 335
2. numerous testing specifications that the biodiesel blend must Chase et al. (2000) demonstrated the use of a 50% blend
meet in order to be considered an acceptable quality fuel. The of hydrogenated soy ethyl ester (HySEE) with 50% #2 diesel
specification was established through combined efforts and fuel for over 322,000 km (200,000 miles) in a heavy duty
inputs of engine manufacturers, petroleum and biodiesel Class 8 truck with a Caterpillar 3406E engine. Over
producers, government representatives, researchers, and 144,000 L (38,000 gal) of B50 were consumed during the
academics. BQ9000 and the ASTM D7467 standard have study. No accelerated engine degradation was detected from
been implemented to help augment the availability of high the engine oil analysis and extensive inspection of engine
quality biodiesel blends in the marketplace. components upon completion of the study showed acceptable
A significant amount of research has been done on the wear.
various aspects of operating a compression ignition engine Fraer et al. (2005) reported on the operation of four 1993
with various blends of biodiesel and certain general trends Ford cargo vans and four 1996 Mack tractors, two of each
have emerged from this research. Torque and horsepower running on B20 and two on #2 diesel, belonging to the United
values of an engine tend to decrease slightly with an States Postal Service (USPS). After four years of operation
increasing amount of biodiesel and fuel economy is directly and more than 965,000 km (600,000 miles) accumulated with
proportional to the volumetric lower heating value of the B20 vehicles, the engines and fuel systems were analyzed to
fuel, which typically decreases with increasing amounts of compare wear characteristics. No differences in wear were
biodiesel (Graboski and McCormick, 1998). Exhaust gas discovered during the engine teardown and little difference
emissions CO, total hydrocarbon (THC), and particulate was found in operational and maintenance costs between the
matter (PM), tend to decrease with increasing amounts of two groups that could be attributed to the fuel type. The Mack
biodiesel while levels of NOx tend to increase slightly (US tractors operating on B20 were, however, found to have
EPA 2002). Blends of biodiesel in diesel fuel, even as little significant problems with the biodiesel blend, resulting in
as 2%, can significantly increase the lubricity of the fuel repeated fuel filter plugging. These tractors also required
(Schumacher 2005a). Biodiesel tends to be incompatible injector nozzle replacement which may have been attributed
with older seal materials, especially nitrile, causing them to to out‐of‐specification fuel.
swell and/or fail, but the fluorinated elastomers that most Proc et al. (2006) studied nine identical in‐use 40‐ft
engine manufacturers have been using in their engines for the passenger transit buses powered by Cummins ISM engines,
last decade are able to tolerate this fuel (Graboski and five of which operated on B20 and the other four on #2 diesel
McCormick, 1998). fuel, for a period of two years. There was no difference
A variety of extended use biodiesel fleet studies have been between the average on‐road fuel economy between the two
reported since the 1990s. Malcosky and Wald (1997) studied fleets, but lab testing indicated a 2% average reduction in fuel
10 Navistar‐International dump truck/snow plows for economy for the B20 vehicles. Laboratory emissions testing
9 months; five operating on B20 and another five on #2 diesel indicated reductions in all measured pollutants which
fuel as a baseline. This study focused on collecting and included THC, CO, PM, and even NOx. Occasional fuel filter
analyzing detailed operational and reliability data. The B20 plugging events that occurred for the B20 fueled busses were
fleet accumulated over 97,000 km (60,000 miles) and likely the result of out‐of‐specification biodiesel. The engine
consumed 33,300 L (8,800 gal) of fuel at the time of the and fuel system maintenance costs were found to be nearly
report. This study indicated that proper fuel blending identical for the two groups. Engine oil analysis indicated no
techniques were important for obtaining homogenous 20% additional wear metals and significantly lower soot levels
blends of biodiesel. Operation of the B20 fleet was from the B20 fueled busses.
accomplished without encountering any major problems and While a number of biodiesel fleet studies have been
no significant differences in engine power or visible smoke published over the past few years, there have been very few
were observed between the two fleets. quantitative studies of in‐use Class 8 over‐the‐road trucks
Peterson et al. (1999) reported a 161,000‐km comparing B20 and #2 ultra low sulfur diesel (#2ULSD).
(100,000‐mile) operation of an on‐the‐road pickup truck with This study evaluates the performance of #2ULSD and B20 in
a 5.9‐L Cummins engine operating with a 20% rapeseed relatively new model year, electronically injected engines
methyl ester (RME) blend. The truck used a significant and compares the differences in the two fleets in terms of fuel
number of fuel filters to continuously solve a power loss economy, fuel properties and fuel quality, engine oil analysis,
problem due to filter plugging over the duration of the study. and general service and operation for a fleet of Class 8
Engine oil analysis and teardown analysis indicated no over‐the‐road trucks.
abnormal wear or performance and no unusual deterioration Results from a similar study performed with 10 Class 8
of the engine components. trucks with C‐13 Caterpillar engines operating on B20 and
Four road maintenance trucks with Cummins M11 diesel another matching 10 units operating on #2ULSD have shown
engines operated on B20 for 17 months in Minnesota (Bickel slightly lower, but not statistically significant, fuel economy
and Strebig, 2000). Two identical trucks operated on 100% with the B20 fleet (Heck, 2007). A noticeable difference
diesel fuel for a baseline comparison. Nearly 95,000 L between the two groups was the significant number of
(25,000 gal) of B20 were consumed over the course of the additional fuel filters that needed replaced in the B20 group
study and the B20 trucks had the same fuel consumption rate due to premature filter plugging. The blending procedure for
as the baseline trucks. Special care was taken to make certain the biodiesel was changed and the number of filter plugging
all fuel was mixed with cold flow improvers, #1 diesel fuel incidents decreased significantly. Research was performed
and additives, to ensure continuous cold weather operation. on various blends of B20 with #1 diesel and commercial cold
No unusual engine wear or fuel dilution was detected from oil flow additives in an attempt to further reduce the number of
samples that were collected every 8,000 km (5,000 miles). plugged fuel filters.
336 APPLIED ENGINEERING IN AGRICULTURE
3. Table 2. Average vehicle operating parameters (Aug‐Dec).
FLEET INFORMATION
Twenty Class 8 trucks were evaluated during the calendar Average Parameters #2ULSD Fleet B20 Fleet P‐Value[a]
year of 2007 to quantify the differences between #2ULSD Number of observations 212 213 N/A
and B20. Ten of the trucks operated with #2ULSD and Idle time (%) 17.6% 17.7% 0.9065
10 unmodified trucks of identical make and model operated Vehicle speed (MPH) 45.1 44.7 0.3275
with B20. The biodiesel used in the B20 fuel was a soy methyl Engine load (%) 38.5 38.0 0.2175
ester (SME). The trucks that operated with #2ULSD are Engine speed (RPM) 1290 1283 0.3760
identified numerically throughout this report (1, 2, 3, etc.) [a] Based on two‐tailed, unpaired t‐tests.
and the trucks that operated with B20 are identified in the
same numerical fashion, but with the letter B following the
truck number (eg. 1B, 2B, 3B etc.) A detailed description of 12 months during 2007. Additional data such as percent
each truck and can be found in table 1. idle time, vehicle speed, engine speed, and engine load were
Trucks returned to the fleet transportation center on a daily collected through the same remote data system, but only for
basis to ensure they were being fueled with consistent fuel the second half of the year (August – December). It has been
throughout the study. All trucks were equipped with Fuller suggested that the fuel economy data as indicated by the
10‐speed FR14210B transmissions and 11R 22.5 tires. The ECM may be slightly lower than the actual fuel economy
trucks that were analyzed in this study were not only identical until a truck has accumulated approximately 233,000 km
by model year, manufacturer, transmission, and tire size, but (145,000 miles) (Cummins Inc., 2007). However, the trucks
they were also paired based upon their similarities with that were monitored that started the study under 233,000 km
respect to loading conditions, driving cycle, and trip (145,000 miles) should exhibit only minor errors (<3%) in
distances. This was done to eliminate as many external fuel economy and any error should have been almost
variables as possible so that the focus could remain on the identical for each fleet. The trucks all surpassed 233,000 km
dependant variable at hand; fuel type. Vehicle speed, load, (145,000 miles) within the first few months of the study. For
and engine speed data was provided in a histogram format verification purposes, the fuel economy of six trucks (4‐B20
through vehicle data collection units. This data was and 2‐#2ULSD) was measured by recording the volume of
downloaded weekly for all 20 trucks from mid‐August until fuel consumed and distance driven over five consecutive fuel
late‐December. Since the vehicle speed, load, and engine tank fill‐ups and then compared with the ECM‐derived fuel
speed data were given in a histogram format their averages economy for the same period. The average difference
were calculated by summing the average value of the bin between the manually determined fuel economy and the
range multiplied by the percent of vehicle on time for that ECM fuel economy was 1.16% which is less than 0.04 km/L
particular week. Averages for vehicle idle time, vehicle (0.1 mpg). Average fuel economy data for both fleets can be
speed, engine load, and engine speed were calculated from found in figure 1. The average fuel economy for the B20 fleet
this data (table 2). This data demonstrates the paired nature over the 12‐month period was 2.96 km/L (6.97 mpg) with a
of the driving cycles and load conditions for the two fleets. standard deviation of 0.20 km/L (0.46 mpg), while the
Each truck operated on a freeway driving cycle and average fuel economy for the #2ULSD fleet was 2.94 km/L
accumulated approximately 4,800 km (3,000 miles) per (6.91 mpg) with a standard deviation of 0.17 km/L
week. The #2ULSD fleet accumulated 2,453,607 km (0.41 mpg). The fuel economy data was statistically
(1,524,601 miles) and the B20 fleet accumulated 2,433,713 analyzed by an unpaired, two‐tailed t‐test at a 95%
km (1,512,239 miles) over the 2007 calendar year. confidence interval (a = 0.05) and the difference in fuel
economy was not found to be statistically significant
(P‐value of 0.379). Other fleet analysis studies have shown
similar fuel economy results (Bickel and Strebig, 2000; Proc
FUEL ECONOMY et al., 2006).
The fuel economy data was collected using a remote A significant trend over time was noticed. The fleet
vehicle tracking and diagnostic management system. Data average fuel economy was significantly higher in the warmer
was collected from the engine electronic control module months of the year and comparatively lower in the colder
(ECM) via this management system and recorded for months of the year. Figure 2 shows the correlation between
Table 1. Fleet vehicle descriptions.
Truck ID[a] Model Year and Manuf. Engine Type Rated Power, kW (Hp) Rear Axle Ratio
1 & 1B 2003 9200I International ISM Cummins 276 (370) 3.08:1
2 & 2B 2004 VNM64T Volvo VE D12 Volvo 295 (395) 3.08:1
3 & 3B 2005 VNM64T Volvo VE D12 Volvo 295 (395) 2.93:1
4 & 4B 2005 VNM64T Volvo VE D12 Volvo 295 (395) 2.93:1
5 & 5B 2005 VNM64T Volvo VE D12 Volvo 295 (395) 2.93:1
6 & 6B 2005 VNM64T Volvo VE D12 Volvo 295 (395) 2.93:1
7 & 7B 2005 VNM64T Volvo VE D12 Volvo 295 (395) 2.93:1
8 & 8B 2006 VNM64T Volvo VE D12 Volvo 324 (435) 2.79:1
9 & 9B 2007 VNM64T Volvo VE D12 Volvo 324 (435) 2.79:1
10 & 10B 2007 VNM64T Volvo VE D12 Volvo 324 (435) 2.79:1
[a] Trucks 1, 2, 3‐ &10 operated with #2ULSD and trucks 1B, 2B, 3B‐ &10B operated with B20.
Vol. 25(3): 335‐346 337
4. monthly fleet fuel economy (all 20 trucks) and ambient air 4.5 L (0.5 to 1.2 gal) of fuel are consumed for every hour of
temperature which was obtained from a weather station idle time for heavy duty truck engines depending heavily on
located near the fleet transportation center. The monthly the accessories that are being powered during idle and the
average ambient air temperature was determined by taking engine idle speed (Pekula et al., 2003). However, it can be
the mean of the daily high and low temperatures over the seen in figure 3 that although the average percent idle time
entire month. for the entire fleet stayed almost constant from the months of
For every 5.6°C (10°F) increase in ambient air September to November there was still a significant decrease
temperature, fuel economy for these particular trucks in fuel economy. While overall fuel economy will decrease
increased by 0.06 km/L (0.13 mpg), or approximately 2%. A with an increased percentage of idle time, this figure
12% increase in total fleet average fuel economy was seen demonstrates that the majority of the fluctuation in fuel
from the coldest month to the warmest month of the study. economy throughout this study was caused by ambient air
This was most likely due to the reduction in aerodynamic temperature rather than engine idle time.
drag from the lower density ambient air in the warmer
months. Results similar to this have been reported in previous FUEL ANALYSIS
studies (Wood and Bauer, 2003; Cummins Inc., 2007). Laboratory analysis was performed on both B20 and
Much of the weather dependency has historically been #2ULSD fuel samples. Tests were chosen based on the
attributed to increased engine idle time as roughly 1.9 to analytical fuel properties that have the most significant
Figure 1. Average fleet fuel economy for the 2007 calendar year.
Figure 2. Linear relationship between fuel economy and ambient air temperature.
338 APPLIED ENGINEERING IN AGRICULTURE
5. ÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕ B20 Fleet #2ULSD Fleet % Idle Time
ÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÕÕÕÕÕÕÕÕÕÕÄÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕ 3.15 40
Average Fleet Fuel Economy (km/L)
ÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕ 3.10 35
ÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕ
Average Fleet % Idle Time
3.05
30
ÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕ 3.00
25
2.95
ÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕ 20
ÕÕÕÕÕÕÕÄÕÕÕÄÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÄÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÄÄÄÕÄÄÄÕÄÄÄÄÄÄÄÄ
ÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄ 2.90
15
ÕÕÕÕÕÕÕÄÕÕÕÄÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÄÄÄÕÄÄÄÕÄÄÄÄÄÄÄÄ
ÄÄ ÄÄ ÄÄ ÄÄ ÄÄ
ÄÄÄÕÄÄÄÕÄÄÄÄÄÄÄÄ 2.85
ÄÄ ÄÄ ÄÄ ÄÄ ÄÄ
ÕÕÕÕÕÕÕÄÕÕÕÄÕÕÕÕÕÕÕÕÕÕÕÕÕ
Ä ÄÄ ÄÄ ÄÄ ÄÄ 2.80
10
ÕÕÕÕÕÕÕÄÕÕÕÄÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÄÄÄÕÄÄÄÕÄÄÄÄÄÄÄÄ
ÄÄ ÄÄ ÄÄ ÄÄ ÄÄ 2.75 5
ÕÕÕÕÕÕÕÄÕÕÕÄÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÄÄÄÕÄÄÄÕÄÄÄÄÄÄÄÄ
ÄÄ ÄÄ ÄÄ ÄÄ ÄÄ
ÕÕÕÕÕÄ
Ä
Ä ÄÄ 2.70 0
Nov
Dec
Oct
Sept
Aug
Month
Figure 3. Average truck idle time displayed with fuel economy data for 5 months.
impact on engine durability, combustion performance, and with cetane numbers above 50. Fuels with cetane numbers at
fuel injection equipment compatibility. One sample of each or below 45 have been known to modestly increase certain
type of fuel was tested so no statistical significance can be exhaust emissions and decrease engine output power
determined from this testing (table 3). (Ladommatos et al., 1996; Icingur and Altiparmak, 2003).
Low cetane fuels can also cause hard starting and rough
Kinematic Viscosity engine operation. The ASTM D975 standard for diesel fuel
The viscosity values both fell within the ASTM D975 and and D7467 standard for B20 both require a minimum cetane
D7467standard viscosity range for diesel fuel and B20 of number of 40 and most engine manufacturers in the United
1.9‐4.1 cSt. The kinematic viscosity of the B20 was slightly States designate a minimum cetane number, typically
higher than that of the #2ULSD. Long‐term use of between 40‐50, for their engines to operate properly (Knothe,
excessively high viscosity fuels can lead to excessive injector 2005).
coking which results in deterioration of engine performance
(Peterson et al., 1987). Low fuel viscosity can lead to Cold Filter Plug Point
excessive leakage and increased fuel pump and injector wear Cold filter plug point (CFPP) was slightly lower for the
(Hansen et al., 2001). B20 fuel samples that were taken in both August 2007 and
February 2008. The storage location for the #2ULSD was in
Cetane Number the existing underground bulk storage fuel tank. Conversely,
Ignition quality within the engine would be essentially the B20 was kept in a 16,600‐L (4,400‐gal) temporary
equivalent for these two fuels because the cetane numbers of above‐ground storage tank for the entirety of the study. The
B20 and #2ULSD were similar. Ignition quality refers to the B20 storage tank fuel filter plugged and created a problem
time delay between the start of injection and the start of with pumping the B20 from the above ground tank into the
combustion; also known as combustion delay. The cetane trucks for refueling for a two‐week period during the year
numbers for both samples are higher than typical #2ULSD, preventing the trucks from operating on B20. This occurred
which is in the high 40's. Modern diesel engines operate well during the 2 coldest weeks of the year in February 2007. With
the exception of 3 of these 14 days, the daily low temperature
Table 3. B20 and #2ULSD fuel analysis[a].
was below ‐18°C (0°F) and the coldest temperature
experienced during this time period was ‐22°C (‐9°F).
Property Test Method B20 #2ULSD
However, throughout the study, no trucks had starting issues
Kinematic viscosity @ 40°C (cSt) D445 2.875 2.370 due to cold weather filter plugging.
Cetane number D613 56.4 55.6
C.F.P.P. (Aug 2007) (°C) D6371 ‐18 ‐14 Heat of Combustion (HOC) and Density
C.F.P.P. (Feb 2008) (°C) D6371 ‐33 ‐26
The energy density, or heat of combustion values, of the
Density @ 60°F (g/mL) D4052 0.8545 0.8349 two fuels were similar (within 1.3% on a mass or volumetric
Heat of combustion (mass) (MJ/kg) D240 44.72 45.30 basis). Although biodiesel typically has a lower mass based
Heat of combustion (vol) (kJ/mL) Calculated 38.21 37.82 HOC value the higher density of the B20 made up the
Lubricity (HFRR) (μm) D6079 230 450 difference to keep the volumetric based HOC values similar.
[a] One sample of each fuel was tested. The HOC values are specified as net heating value rather than
gross heating value. Net heating values are used when
Vol. 25(3): 335‐346 339
6. discussing internal combustion (IC) engines because net Table 4. B20 fuel quality results.
assumes that the latent heat of vaporization of water is not D7467
recovered, which is representative of what happens in an IC Property Test Method Value Limit[a]
engine. Cloud point (°C) D2500 ‐18.2 Report[b]
Ash (mass %) D482 <0.001 0.01 max
Lubricity Sulfur (ppm) D5453 7.9 15 max
Lubricity testing was performed per ASTM D6079 via a Particulate contamination (ppm) D6217 0.6 --
high frequency reciprocating rig (HFRR) test. The wear scar Karl Fisher water (ppm) D6304 109 --
diameter (WSD) for the B20 was almost half of that for the Acid value (mg KOH/g) D664 0.09 0.3 max
#2ULSD fuel. The long hydrocarbons and polarity of Ca (ppb) D7111 106 --
biodiesel make it a good candidate for improving the K (ppb) <500 --
lubrication properties of #2ULSD. The maximum allowable Mg (ppb) <100 --
wear scar diameter per ASTM D975 and ASTM D7467 is
520 μm, while fuel injection manufacturer, Bosch, Na (ppb) <500 --
recommends the use of a fuel with a WSD ≤ 460 μm (Robert Flash point (°C) 60.6 52 min
Bosch GmbH, 2004). While no short‐term effects were Oxidation stability (h) EN14112 6.1 6 min
witnessed, long‐term benefits on the fuel injection equipment Interfacial tension (mN/m) D971 10.64 --
may be observed with the increased lubricity of B20. Derived cetane number D6890 52.3 --
Biodiesel concentration (%) D7371 18.3 6 to 20
Fuel Quality [a] Denotes an additional quality test, but no limit specified in ASTM
Another set of fuel tests were performed on a B20 sample D7467.
[b] Cloud point to be reported by fuel manufacturer.
to determine the quality of the fuel and to see how it
compared to some of the recently proposed ASTM B6‐B20
specifications. Supplementary quality tests that are not compression and oil rings and into the crankcase resulting in
specified in the D7467 standard were performed on this degradation of the engine oil. Oil samples were studied in
sample as well. This fuel sample was sent to the National order to determine the effects of the two fuel types on oil
Renewable Energy Laboratory (NREL) and the results from protection and degradation levels (table 5). Engine oil
this testing can be found in table 4. analysis was performed at each oil change interval, which
The B20 fuel sample that was submitted to NREL met the occurred at 48,300 km (30,000 miles). The analysis included
specifications that were tested as set forth by the ASTM percent fuel dilution, percent soot content, wear metal
D7467 limits for B6‐B20. The biodiesel concentration for the detection, additive and contaminant metal detection, oil
B20 sample was 18.3%. It was expected that the B20 used in viscosity, acid and base numbers, and oxidation and nitration
this study would consistently be near a 20% biodiesel blend values. A total of 54 used oil samples were collected and
because the fuel supplier used rack‐injection blending measured for the B20 fleet and the same was done for 57 used
techniques rather than the splash blending method, which oil samples from the #2ULSD fleet. Chevron Delo 400
tends to produce less consistent biodiesel blends Multigrade SAE 15W‐40 engine oil was used in both fleets.
(McCormick et al., 2005). It is also important to note that all
of the biodiesel used to blend the B20 came from a BQ9000 PHYSICAL AND CHEMICAL ANALYSIS
certified supplier. No statistical significance was found with the fuel
dilution, soot content, and nitration values for the two fleets.
This indicates that the fuel type did not have an impact on
these particular properties. However, recent studies have
ENGINE OIL ANALYSIS shown that the typical detection methods for percent fuel
Engine lubricating oil is an important component to both dilution for diesel fuel may not work as well with biodiesel
the immediate operability of an internal combustion engine blended fuels (Fang et al., 2006; Andreae et al., 2007).
as well as the lasting durability and longevity of the engine. Therefore, the fuel dilution testing may not be as accurate as
Engine lube oil not only protects vital components from anticipated.
wearing, but also reduces friction and keeps internal engine There were significant differences in the oil samples for
parts within their operational temperature limits. Unburnt viscosity, acid and base numbers, and oxidation values. The
fuel and combustion by‐products can seep past the piston kinematic viscosity value for new Delo 400 is around 15.1 cSt
Table 5. Physical and chemical properties of engine oil samples.
% Fuel Dilution % Soot Content Viscosity (cSt) Acid # Base # Oxidation Nitration
ASTM E2412[a] ASTM E2412[a] ASTM D445 ASTM D4739 ASTM D4739 ASTM E2412[a] ASTM E2412[a]
Fuel type #2ULSD B20 #2ULSD B20 #2ULSD B20 #2ULSD B20 #2ULSD B20 #2ULSD B20 #2ULSD B20
Avg. value 0.62 0.54 0.48 0.43 13.8 13.1 3.40 3.79 6.43 6.00 11.0 15.0 16.8 17.5
Std. dev. 0.34 0.21 0.30 0.28 0.64 0.53 0.91 1.08 0.95 1.12 3.21 4.37 4.61 4.52
P‐value[b] 0.1601 0.3579 < 0.0001 0.0441 0.0314 < 0.0001 0.4243
Stat. diff.?[c] No No Yes Yes Yes Yes No
[a] ASTM E2412 ‐ Standard practice for condition monitoring of used lubricants by trend analysis using fourier transform infrared (FT‐IR) spectrometry.
[b] Based on two‐tailed, unpaired t‐tests; 54 samples from B20 fleet and 57 samples from #2ULSD fleet.
[c] Statistical difference at a 95% confidence interval (α = 0.05).
340 APPLIED ENGINEERING IN AGRICULTURE
7. at 100°C. The average viscosity of the B20 fleet oil samples the metallic wear surfaces in the engine (Polaris
was lower than that of the #2ULSD by 0.7 cSt. The #2ULSD Laboratories, 2008a). The initial values for zinc and
fleet average indicated an 8.6% viscosity reduction from the phosphorus content in fresh Chevron Delo 400 oil are 1480
original value while the B20 average showed a 13.2% and 1360 ppm, respectively. Additive metal data can be
reduction. The three most common causes for a decrease in found in table 7. The fuel type effects found with zinc and
engine oil viscosity are fuel dilution, breakdown of viscosity phosphorus could be due to biodiesel's tendency to bond to
index (VI) improver additive, and overheating (Mayer, ZDDP. However, the difference in zinc and phosphorus for
2006b). Fuel dilution and VI additive breakdown are the two these two fleets was minimal and could have possibly been
most likely explanations for the decrease in oil viscosity for caused by the imprecision of the detection equipment or
this study. However, these lower viscosity levels were still minor variations in the oil manufacturing process. Still, new
within the acceptable range for engine oil viscosity. For this diesel engines using post‐injection regeneration strategies
particular engine oil, a viscosity under 11 cSt is considered for diesel particulate filters (DPF) could see higher fuel
abnormal and engine wear may be expedited once this point dilution rates and this could potentially have adverse
has been reached. Gateau (2006) reported viscosity values consequences on the effectiveness of ZDDP when using
that were lower by a similar quantity for a 12‐year evaluation biodiesel blends (Fang et al., 2007).
of heavy duty trucks operating on 50% rapeseed oil methyl Contaminant metals, silicon, sodium, and potassium were
ester (RME). Oil change intervals were 30,000 km also monitored and no statistical significance was found
(18,641 mi) for Gateau's study. between the two fleets for any of these metals. The high levels
Acid and base numbers of the oil samples were affected by of sodium and potassium, as indicated by the large standard
fuel type. The B20 fleet oil samples, on average, had higher deviations, came from one particular make and model year.
acid numbers (AN) and lower base numbers (BN) than the
#2ULSD fleet oil samples. The base number is a direct ELEMENTAL ANALYSIS
measurement of the alkaline reserve of the oil. When the acid Elemental analysis was performed in accordance to the
number of the oil sample is higher than the base number the ASTM D5185 standard for determination of additive
oil is no longer capable of neutralizing acids. Modern diesel elements, wear metals, and contaminants in used lubricating
engine oils typically have a starting BN between 8 and 13. oils by inductively‐coupled plasma atomic emission
The starting BN for Delo 400 Multigrade SAE 15W‐40 is spectrometry (ICP‐AES). Wear metal data can be found in
12.2. It is recommended that diesel engine oil be changed table 6, contaminant metal data in table 7, and typical metal
when the BN is half of the new oil (Mayer, 2006a; Polaris source data in table 8. Of the five metals analyzed, lead was
Laboratories, 2008b). This general guideline would indicate the only one significantly affected by fuel type (p < 0.001).
that the oil is to be changed when the base number reaches 6.1 There were two trucks in the B20 fleet, 1B and 2B, that
or below; the average for the B20 samples was 6.0. accounted for the majority of the lead wear. These trucks had
Oxidation measures the breakdown of the engine oil due accumulated over 804,000 km (500,000 miles) at the time of
to age and operating conditions. Oxidation values of the oil sampling and it is likely that the lead contamination came
samples were significantly larger for the B20 fleet (15 vs. 11); from a rod or main bearing starting to wear. It is difficult to
however, only engine oil oxidation values of 25 or higher say whether or not the fuel type had an impact on this wear
indicate abnormal oxidation. The oxygen content in or if it was just normal bearing wear. As stated earlier, it is
biodiesel could possibly have an impact on the oxidation of important that the base number of the oil remain higher than
engine oil due to fuel dilution in the B20 oil samples. Engine the acid number because acidic substances are especially
oil analysis in Bickel and Strebig (2000) also found that there harmful to soft metals such as lead. In samples where the acid
were several instances when trucks operating on B20 had number was greater than the base number (four samples for
“slightly high” values for fuel oxidation, while none were the #2ULSD fleet and five samples for the B20 fleet), the
observed in their baseline trucks which operated on #2 diesel average lead contamination was 22 ppm. Schumacher et al.
fuel. (2005b) and Agarwal et al. (2003) both describe studies in
Zinc dialkyldithiophosphate (ZDDP) is the source of zinc which many of the engine oil wear metals for vehicles
and phosphorus in engine oil. ZDDP is a polar additive that operating on biodiesel blends were found to be significantly
is responsible for bonding to the metallic surfaces in an less than those for vehicles operating on diesel fuel. This
engine to form a protective layer against wear. It has been particular make and model had critical levels of sodium and
claimed that the polar nature of biodiesel may attract potassium in both the #2ULSD and B20 fleets. The largest
available ZDDP molecules leaving less available to bond to
Table 6. Wear metal analysis of engine oil samples.
Wear Metals (ppm)[a]
Iron Lead Copper Aluminum Chromium
Fuel type #2ULSD B20 #2ULSD B20 #2ULSD B20 #2ULSD B20 #2ULSD B20
Avg. value 22.8 22.1 1.3 7.8 3.4 3.7 6.4 6.3 0.14 0.06
Std. dev. 10.7 8.6 2.3 13.8 3.9 2.8 2.9 2.9 0.35 0.23
P‐Value[b] 0.7152 0.0006 0.6436 0.8748 0.1557
Stat. Diff.?[c] No Yes No No No
[a] ASTM D5185 ‐ Determination of wear metals by inductively‐coupled plasma atomic emission spectrometry (ICP‐AES).
[b] Based on two‐tailed, unpaired t‐tests; 54 samples from B20 fleet and 57 samples from #2ULSD fleet.
[c] Statistical difference at a 95% confidence interval (α = 0.05).
Vol. 25(3): 335‐346 341
8. Table 7. Additive and contaminant metal analysis of engine oil samples.
Additive Metals (ppm)[a] Contaminant Metals (ppm)[a]
Zinc Phosphorus Silicon Sodium Potassium
Fuel type #2ULSD B20 #2ULSD B20 #2ULSD B20 #2ULSD B20 #2ULSD B20
Avg. value 1494 1436 1304 1259 6.5 5.1 38.5 12.1 26.6 11.4
Std. dev. 126 108 108 93 7.0 1.6 105.5 17.4 55.8 19.9
P‐value[b] 0.0111 0.0224 0.1557 0.0726 0.0623
Stat. diff.?[c] Yes Yes No No No
contaminant source of sodium and potassium was most likely constant. The B20 fleet used only 2.75 filters per month on
engine coolant. Engine coolant contamination issues are average for all 10 trucks and the #2ULSD fleet used 2.5 filters
independent of fuel type and are typically related to damaged per month on average. This equates to approximately
head gaskets, cylinder heads, liner seals, injector cups, or 72,000 km (45,000 miles) for fuel filter service life. A major
lube coolers. increase in filter usage was found in the month of October
A summary table of typical wear metal and contaminant 2006. The spike in filter usage in October 2006 for the B20
metal sources from heavy duty diesel engines can be found fleet was most likely caused by the solvent nature of B20
in table 8. cleaning out the residue in the truck fuel tanks. If this was the
only fuel change made it would be expected that the filter
usage would decrease back to normal after the first couple of
filter replacements. However, the filter usage remained
SERVICE, OPERATION, AND MAINTENANCE unusually high and, not long after, a major increase in filter
As stated previously, this particular fleet used a 16,600‐L
usage was found with the #2ULSD fleet starting in January
(4,400‐gal) aboveground tank for B20 storage during the
2007. Fuel filter usage increased to over 10 filters per month
testing period. The #2ULSD was stored in the pre‐existing
on average during 2007. This equates to approximately
belowground fuel tank. For two weeks during the month of
18,000 km (11,000 miles) for fuel filter service life, or a 75%
February the B20 would not flow from the above ground
reduction from early 2006 filter life. A history of fuel filter
storage tank into the truck fuel tanks due to supply filter
usage for both fleets can be found in figure 4.
plugging. The substance plugging the filter was a viscous,
The substance that caused the engine filter plugging was
off‐white, hazy compound similar to that described in Heck
identical for both fleets, yet much different from the
(2007). On these particular mornings, however, the trucks
substance that caused the supply filter plugging on the B20
that already had the B20 in their tanks did not have problems
storage tank in February. A thin, black film coated the engine
starting. Once the ambient temperature warmed slightly the
filter elements increasingly with mileage. Microscopic
tank supply filter was replaced and the B20 fleet resumed
pictures of a clean filter element section and a dirty filter
being fueled with B20. Bickel and Strebig (2000)
element section can be seen in figures 5a and 5b. The pictures
encountered no problems transferring B20 from an
shown are from a Fleetgaurd #FF5369 filter with a 20‐micron
underground tank to service vehicles for two winters in
rating at a 300X magnification level. Elemental analysis was
Minnesota. This may indicate that the storage method played
performed on this black substance and was found to contain
a significant role in the everyday operability of trucks using
83.24% carbon, 13.41% hydrogen, and 0.40% nitrogen. The
the B20 fuel.
common denominator for both fleets was the introduction of
Fuel filter usage was monitored throughout the study to #2ULSD and, therefore, is likely the cause of the excessive
determine the impact of the fuels on filter service life. In
fuel filter plugging issue. It is possible that a component of
order to properly study filter usage it was necessary to look
the #2ULSD is breaking down and falling out of solution,
at the previous year's filter service records for comparison. particularly when the fuel is introduced to the high
The two fleets were operating solely on #2 low‐sulfur diesel
temperatures and pressures, around 1,800 bar (26,000 psi), of
(#2LSD ‐ 500 ppm sulfur) until September 2006. At this point
the common rail injection systems and then recirculated back
the B20 fleet started operating on biodiesel blended with to tank. Excess fuel is recirculated back to tank to help with
#2ULSD to compose B20 and the #2ULSD fleet started
lubrication and cooling of the high pressure pump and
operating on #2ULSD (15 ppm sulfur). During the first three
injectors. Further investigation is needed to understand
quarters of 2006 the filter usage for each fleet was relatively
Table 8. Typical sources of wear and contaminant metals.
Metal Typical Sources
Wear metals[a] Iron Cylinder liner, iron pistons, gears, oil pump
Lead Rod and main bearings, bushings
Copper Rod and main bearings, bushings, lube oil coolers
Aluminum Engine piston, rod and main bearings
Chromium Piston rings, cylinder liners, exhaust valves
Contaminant metals[a] Silicon Dirt, grease, seals and gasket material, and lube oil additive
Sodium Engine coolant leak, salt water contamination
Potassium Engine coolant leak, lube oil additive, new coating on bearings
[a] Wear and contaminant metal source information obtained from Mayer 2006b and Polaris Laboratories ‐ Wear Metal Guide.
342 APPLIED ENGINEERING IN AGRICULTURE
9. Figure 4. Monthly fuel filter usage.
exactly what this black film is and to determine the cause of
this breakdown.
The average fuel price for the entire year for the #2ULSD
was $0.74USD/L ($2.80USD/gal), while the average fuel
price for the B20 was $0.77USD/L ($2.93USD/gal). The
monthly fuel prices for B20 and #2ULSD, normalized to the
annual average #2ULSD price, can be found in figure 6.
While annual truck repair costs were relatively high for
general repair issues, no repair costs for either fleet were
incurred due to fuel‐related issues over the calendar year.
CONCLUSIONS
After evaluating 20 Class‐8 trucks for an entire calendar
year the overall differences with regards to fuel economy,
fuel test results, engine oil analysis, service and maintenance,
and fuel prices between the #2ULSD and B20 fueled trucks
Figure 5a. Clean filter element.
were found to be relatively minute. Each fleet accumulated
over 2.4 million km (1.5 million miles) during the 2007
calendar year and there was no difference in fuel economy for
the two fleets. Both fuel types were tested and compared with
fuel standards for performance and quality. Each sample met
or exceeded every ASTM specification tested. Many of the
Figure 5b. Plugged filter element.
Figure 6. 2007 monthly fuel prices.
Vol. 25(3): 335‐346 343
10. fuel properties such as energy content, density, viscosity, operating the trucks on B20 can be attributed to the
cetane number, and cold filter plug point were very similar maintained quality and integrity of the biodiesel.
for the two fuel types. The largest difference between the Engine oil analysis was performed at oil change intervals,
fuels was lubricity. The wear scar diameter of the B20 was which occurred at 48,000 km (30,000 miles). A total of 54 oil
almost half of that of #2ULSD when tested with the HFRR samples from the B20 fleet and 57 oil samples from the
method. As with any type of fuel, petroleum‐based or #2ULSD fleet were collected and analyzed. No differences
vegetable oil‐based, it is important that the quality of the fuel between the two fuel types were found with the following
is maintained within certain specifications and standards. tests: fuel dilution, soot content, and nitration. Fuel type did
The biodiesel used in the B20 blend came from a BQ‐9000 not affect the following wear metals: copper, aluminum, and
supplier and met the ASTM D6751 specification for B100. A chromium nor the following contaminant metals: silicon,
sample of B20 was tested and compared to the ASTM D7467 sodium, and potassium. However, fuel type did affect
quality standard for B6‐B20. The sample met or exceeded the viscosity, acid and base number, and oxidation. Lead was the
test specifications that were tested as set forth by the only wear metal that was statistically different for the two
standard. It is likely that the relative lack of issues with fleets and zinc and phosphorus, which come from the ZDDP
Table 9. Summary of on‐highway fleet analysis comparing B20 and #2ULSD fuels.
Aspect #2ULSD Fleet B20 Fleet Stat. Diff. Means[a] Comments
Fuel econ. Fleet travel, km (miles) 2,453,607 2,433,713 N/A Over 2.4 million km (1.5 million miles)
(1,524,601) (1,512,239) accumulated/fleet
Fuel economy, km/L (mpg) 2.94 2.96 No 12 mo. avg. for 10 trucks/fleet
(6.91) (6.97)
Fuel testing Kinematic visc 40°C (cSt) 2.370 2.875 N/A Fuels met ASTM D975 and D7467 specs
Cetane number 55.6 56.4 N/A Fuels met ASTM D975 and D7467 specs
CFPP (Aug 2007) (°C) ‐14 ‐18 N/A CFPP for B20 sample lower during summer
CFPP (Feb 2008) (°C) ‐26 ‐33 N/A CFPP for B20 sample lower during winter
Density @ 60°F (g/mL) 0.8349 0.8545 N/A B20 had a slightly higher density
HOC (mass) (MJ/kg) 45.30 44.72 N/A B20 had a lower mass based heating value
HOC (vol) (kJ/mL) 37.82 38.21 N/A B20 had a higher vol. based heating value
Lubricity (HFRR) (μm) 450 230 N/A Fuels met ASTM D975 and D7467 specs
Engine oil % Fuel dilution (% vol) 0.62 0.54 No Standard fuel dilution testing may not be as
tests accurate when detecting B20
% Soot content (% vol) 0.48 0.43 No Similar soot content in oil samples
Viscosity (cSt) 13.8 13.1 Yes Viscosity lower for B20 samples; original oil
viscosity was 15.1 cSt
Acid number 3.40 3.79 Yes Lower acid number is better
Base number 6.43 6.00 Yes Higher base number is better; original oil base
number was 12.2
Oxidation 11.0 15.0 Yes Lower oxidation number is better
Nitration 16.8 17.5 No Lower nitration number is better
Engine oil Iron (ppm) 22.8 22.1 No Similar iron wear results
wear metals Lead (ppm) 1.3 7.8 Yes Two trucks with > 500,000 miles accounted
for majority of B20 fleet lead wear
Copper (ppm) 3.4 3.7 No Similar copper wear results
Aluminum (ppm) 6.4 6.3 No Similar aluminum wear results
Chromium (ppm) 0.14 0.06 No Similar chromium wear results
Engine oil Zinc (ppm) 1493.7 1436.1 Yes Wear prevention additive (ZDDP)
additive and
Phosphorus (ppm) 1303.6 1259.2 Yes Wear prevention additive (ZDDP)
contaminant
metals Silicon (ppm) 6.5 5.1 No Similar silicon contaminant results
Sodium (ppm) 38.5 12.1 No Typically caused by coolant leak ‐
unrelated to fuel type
Potassium (ppm) 26.6 11.4 No Typically caused by coolant leak ‐
unrelated to fuel type
Service and Filter usage (filters/mo.)[b] 10.5 10.4 No #2ULSD was common denominator
maintenance in unusually high filter usage
Fuel price, USD/L $0.74 $0.77 N/A B20 cost was $0.03/L ($0.13/gal)
(USD/gallon) ($2.80) ($2.93) higher on average
Repair costs -- -- N/A Major fuel related repair costs were
nonexistent
[a] Statistical difference at a 95% confidence interval (α = 0.05).
[b] Data for 10 months in 2007.
344 APPLIED ENGINEERING IN AGRICULTURE
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