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

1. IJSRD - International Journal for Scientific Research & Development| Vol. 2, Issue 07, 2014 | ISSN (online): 2321-0613
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Experimental Investigation on Use of Honge (Pongamia)
Biodiesel on Multicylinder Diesel Engine at Part Load
Praveenkumar1
Omprakash.D.Hebbal2
M.R.Nagaraj3
1
M.Tech Student 2
Professor 3
Associate Professor
1
Department of Thermal Power Engineering 2,3
Department of T Mechanical Engineering
1,2,3
Poojya Doddappa Appa College of engineering
Abstract— Biodiesel is a fatty acid alkyl ester which is
renewable, biodegradable and non toxic fuel which can be
derived from any vegetable oil by transesterifiaction
process. Biodiesel has become a key source as a substitution
fuel and is making its place as a key future renewable
energy source. Biodiesel derived from vegetable oils are
quite promising alternative fuels for diesel engines. Use of
vegetable oils in diesel engines leads to slightly inferior
performance and higher smoke emissions due to their high
viscosity. The performance of vegetable oils can be
improved by modifying them through the Transesterification
process. In the present work, the performance of single
cylinder direct injection diesel engine using honge as fuel
was evaluated for its performance, emission and combustion
characteristics. The properties of honge thus obtained are
comparable with ASTM biodiesel standards. The produced
honge biodiesel was tested for their use as a substitute fuel
for diesel engine. Tests have been conducted at different
varying load of biodiesel, at 60% throttle. The performance
parameters elucidated includes brake thermal efficiency,
specific fuel consumption, torque, also emission
characteristics against varying Brake Power (BP) and
combustion characteristics against crank angle.
Keywords: Honge biodiesel, diesel engine,
transesterification, performance, combustion, emission
characteristics
I. INTRODUCTION
The world is presently confronted with the double crises of
fossil fuel depletion and Environmental degradation.
Indiscriminate extraction! And lavish consumption of fossil
fuels has led to reduction in underground-based carbon
resources. The sky rocketing oil prices exert enormous
pressure on our resources and seriously affect our economy.
The fact that petroleum based fuels will neither be available
in sufficient quantities nor at reasonable price in future has
revived interest in exploring alternative fuels for diesel
engines. The search for an alternative fuel, which promises a
harmonious correlation with sustainable development,
energy conservation, management, efficiency and
environmental preservation, has become highly pronounced
in the present context. Renewable energy technologies fit
well into a system that gives due recognition to
decentralization, pluralism and local participation.
Thermodynamic tests based on engine performance
evaluations have established the feasibility of using a variety
of alternative fuels such as Compressed Natural Gas,
Biogas, Alcohols, and Vegetable oils etc. For the developing
countries of the world, fuels of bio-origin can provide a
feasible solution to the crisis. The fuels of bio-origin may be
alcohol, vegetable oils, biomass, and biogas. Biodiesel is a
nonpetroleum-based fuel defined as fatty acid methyl or
ethyl esters derived from vegetable oils or animal fats and it
is used in diesel engines and heating systems. Thus, this fuel
could be regarded as mineral diesel substitute with the
advantage of reducing greenhouse emissions because it is a
renewable resource. However, the high cost of biodiesel is
the major obstacle for its commercialization, the biodiesel
produced from vegetable oil or animal fat is usually more
expensive than petroleum-based diesel fuel from 10 to 40%.
Moreover, during 2009, the prices of virgin vegetable oils
have nearly doubled in relation to the early 2000. This is of
great concern to biodiesel producers, since the cost of
feedstock comprises approximately 70-95% of total
operating costs at a biodiesel plant. Compared to neat
vegetable oils, the cost of vegetable oils is anywhere from
60% less to free, depending on the source and availability.
Still further if Honge are poured down the drain,
resulting in problems for wastewater treatment plants and
energy loss, or integrated into food chain by animal feeding,
causing human health problems, and their use for biodiesel
production offers solution to a growing problem of the
increased waste oil production from household and
industrial sources all around the world.
Used cooking oil is one of the economical sources
biodiesel productions. However, the products formed during
frying, such as free fatty acid and some polymerized
triglycerides, can affect the Transesterification reaction and
the biodiesel properties.
Commercial Biodiesel does have standards which
must be met, just like commercial petro diesel does. The
ASTM Standard for Biodiesel is ASTM 0 6751. When made
to this standard, Biodiesel is a very high quality fuel which
is superior to petro diesel in every way, except cold weather
performanc
II. THE PROPERTIES OF DIESEL AND HONGE BIODIESEL
Table 1: Fuel properties

2. Experimental Investigation on Use of Honge (Pongamia) Biodiesel on Multicylinder Diesel Engine at Part Load
(IJSRD/Vol. 2/Issue 07/2014/065)
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The different properties of diesel fuel and Honge biodiesel
are determined and given in Table.1. After
Transesterification and Esterification process the fuel
properties like kinematic viscosity, calorific value, and
density, flash and fire point get improved in case of
biodiesel. The calorific value of Honge biodiesel is lower
than that of diesel because of oxygen content. The flash and
fire point temperature of biodiesel is higher than the pure
diesel fuel this is beneficial by safety considerations which
can be stored and transported without any risk.
III. EXPERIMENTATION
A. Engine components
The various components of experimental, photograph of the
experimental set up is shown in Fig.1.
Table 2: Technical specifications of the Tata indicaV2 diesel
engine
Fig. 1: Photograph of experimental setup
IV. RESULT AND DISCUSSIONS
A. Introduction
This chapter consists of three types of experimental
analysis, first one is performance characteristics like brake
thermal efficiency, specific fuel consumption, torque
against brake power, second one is combustion
characteristics like pressure, and heat release rate, mass
burned fraction, rate of pressure rise against crank angle,
and finally third one is emission characteristics like carbon
monoxide (co) carbon dioxide (co2), unburned
hydrocarbon(HC), smoke opacity.
B. Performance, emission and combustion characterstics of
honge bio-diesel and diesel on diesel engine:
1) Variation of torque with brake power.
Fig. 4.2.1: Variation of torque with break power
Fig4.2.1 shows the variation of torque with break
power for biodiesel and diesel. Variation of torque for
different biodiesel and pure diesel at a particular engine
break power is within a very narrow range. In case of both
biodiesel and pure diesel, initially the torque rises sharply
with increase in engine break power. Further variation of
torque with break power remains almost constant. Further
increase in break power causes decrease in torque
2) Variation of brake thermal efficiency with brake power.
Fig. 4.2.2: Variation of brake thermal efficiency with brake
power
The fig 4.2.2 gives the comparison between the
brake thermal efficiency of the engine when run with
biodiesel and with diesel. The brake thermal efficiency is
plotted as a function of brake power (kW). It has been
observed that the brake thermal efficiency increases when
the engine is run with biodiesel. The maximum value of
brake thermal efficiency for diesel & pure diesel is at 27 %
and 32 %. The brake thermal efficiency is almost constant
between range of 25 % to 30 %, and it decreases sharply
with further increase in part load. Brake thermal efficiency
of biodiesel is lower than diesel.
0
20
40
60
0 5 10 15
Torque,N-m
BP, kW
D100
B100
0
5
10
15
20
25
30
35
0 5 10 15
BTE,%
Brake Power, kW
D100
B100

3. Experimental Investigation on Use of Honge (Pongamia) Biodiesel on Multicylinder Diesel Engine at Part Load
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3) Variation of brake specific fuel consumption with brake
power.
Fig. 4.2.3: Variation of specific fuel consumption with brake
power
The fig 4.2.3 shows the variation of the brake
specific fuel consumption versus brake power when diesel is
used as fuel and it is compared with brake specific fuel
consumption when biodiesel is used as fuel. This may be
due to the lower calorific value of Honge methyl ester
compared to the diesel value. In the load range of 0 to 2 kW
specific fuel consumption of biodiesel is higher, as load
increases biodiesel comparable with that of diesel.
C. Emission characteristics of multi cylinder diesel engine.
1) Variation of carbon monoxide with brake power.
Figure 4.3.1 shows variation of carbon monoxide emission
(CO) with brake power for diesel and biodiesel, for part load
of the engine. It is observed that the biodiesel emits less
amount CO than diesel at all load condition. The percentage
of CO emission is as shown in fig4.3.1 respectively. CO
emission is 0.03 for diesel and biodiesel is 0.01 respectively
lower than diesel at part load condition due to poor spray
characteristics and improper mixing. At full load CO
emission of diesel is 0.03%.
Fig. 4.3.1: Variation of carbon monoxide with brake power
2) Variation of carbon dioxide with brake power.
Fig. 4.3.2: Variation of carbon dioxide with brake power
The fig 4.3.2 gives the variation of carbon dioxide
emission with brake power when biodiesel and diesel is used
as fuel. The carbon dioxide emission is found to increase at
all power outputs when biodiesel is used. The results show
the increases in CO2 emission as the power output increases
as compared with the std. gasoline operation
3) Variation of unburnt hydrocarbons with brake power.
Fig. 4.3.3: Variation of variation of unburnt hydrocarbon
with brake power
Figure 4.3.3 shows variation of hydrocarbon (HC)
emission with brake power for diesel and biodiesel at part
load of the engine. At part load condition HC level of
biodiesel and diesel is respectively 4ppm, 13ppm. HC level
of biodiesel is lesser than diesel fuel respectively at part load
condition due to high viscosity that leads to bigger fuel
droplets and hence non-uniform mixing with air.
4) Variation of opacity with brake power.
Fig. 4.3.4: Variation of opacity with brake power
Smoke formation occurs at the extreme air
deficiency. Air or oxygen deficiency is locally present inside
the diesel engines. It increases as the air to fuel ratio
decreases. Experimental results indicate that smoke
emissions are increased with increase in the part load as the
formation of smoke is strongly dependent on the load. Fig
4.3.4 shows variation of smoke emissions with biodiesel and
diesel with the part load. Since at higher part loads better
combustion may take place inside the engine cylinder trying
to reduce the smoke emissions. Fig 4.3.4 shows the smoke
values of diesel and biodiesel at part load operation. For
diesel operation the smoke values reduced because of the
atomic bounded oxygen which helps in better combustion,
thus reducing the smoke.
0
2
4
6
8
10
12
14
0 5 10 15
HC,ppm
Break Power, kW
D100
B100
0
10
20
30
40
50
60
70
80
0 5 10 15
opacity,%
Break Power, kW
D100
B100

4. Experimental Investigation on Use of Honge (Pongamia) Biodiesel on Multicylinder Diesel Engine at Part Load
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D. Combustion characteristics of multi cylinder diesel
engine
1) Variation of cylinder pressure with crank angle.
Fig. 4.4.1: Variation of cylinder pressure with crank angle
Fig4.4.1 shows the test results comparison of
cylinder pressure v/s crank angle. The cylinder pressure was
found significantly higher for sole fuel. This is due to the
low heat rejection to the cylinder walls. The increase in
cylinder pressure is due to increase in trapped gas
temperature in the combustion chamber. Further for diesel
the pressure rise is found to be 82 bars when compared with
biodiesel which is having a pressure of 62-65 bars at varying
load.
2) Variation of mass fraction burned with crank angle.
Fig. 4.4.2: Variation of mass fraction burned with crank
angle
3) Variation of cumulative heat release with crank angle.
Fig. 4.4.3: Variation of cumulative heat release rate with
crank angle
Variation of cumulative heat release rate with crank
angle is shown in the fig 4.4.3. From the graph it is observed
that diesel fuel has higher cumulative heat release rate
compared to biodiesel. This is due to the cumulative effect
of slight delay in start of dynamic fuel injection and a longer
ignition delay compared to neat biodiesel. Maximum
cumulative heat release rate for biodiesel is recorded as 0.39
kJ at 397 degree CA. Diesel has maximum cumulative heat
release rate of 0.74 kJ at 400 degree CA.
4) Variation of net heat release with crank angle.
Fig. 4.4.4: Variation of net heat release rate with crank angle
The variation of net heat release rate with crank
angle is shown in fig 4.4.4. The net heat release rate in more
for biodiesel as compared to the diesel fuel. Diesel has high
net heat release rate of 32.98 kJ at 366 degree CA compared
to biodiesel of 27.77 at 429 degree CA. This is due to higher
calorific value, Cetane number and good atomization
because of low viscosity.
5) Variation of rate of pressure rise with crank angle.
. Fig.
4.4.5: Variation of rate of pressure rise with crank angle
Variation of rate of pressure rise with crank angle
shown in fig 4.4.5 the combustion starts in the pre ignition
region where the rate of pressure raise increases slightly and
then again decreases to a small extent. Near TDC the rate of
pressure rises is high for both biodiesel and diesel. The
maximum rate of pressure rise recorded for biodiesel is 1.9
at 340 degree CA and for diesel are 5.56 at 366 degree crank
angle
6) Variation of mean gas temperature with crank angle.
-20
0
20
40
60
80
100
120
-40 -20 0 20 40
MassFractionBurned,%
Crank angle, deg
D100
B100
-40
-20
0
20
40
0 500 1000
Netheatrelease,
J/deg
Crank angle, deg
D100
B100
-6
-4
-2
0
2
4
6
8
0 500 1000
Rateofpressurerise,
dp/dϴ
Crank angle, deg
D100
B100

5. Experimental Investigation on Use of Honge (Pongamia) Biodiesel on Multicylinder Diesel Engine at Part Load
(IJSRD/Vol. 2/Issue 07/2014/065)
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Fig. 4.4.6: Variation of mean gas temperature with crank
angle
Variation of mean gas temperature with crank
angle is shown in fig 4.4.6 at low load condition i.e. at
10%.Maximum mean gas temperature is more for diesel as
compare to neat biodiesel. During premixing phase mean
gas temperature slightly increases and again decreases, later
near TDC maximum temperature noted for diesel is 1824.64
o
C at 383 degree CA and for neat biodiesel is 1121.56o
C at
373 degree CA. This is due to lower calorific value and
lower Cetane number of biodiesel compared to diesel.
Another reason would be lower viscosity of diesel results
good atomization and hence proper air fuel mixture gives
better combustion results leads to attainment of high
temperature
V. CONCLUSIONS
Experiment conducted on a four cylinder four stroke TATA
INDICAV2 DIESEL ENGINE to compare the suitability of
Honge biodiesel as an alternate fuel. Then the performance
and emission characteristics of biodiesel are evaluated and
compared with diesel and optimum results are obtained. For
conformation its available results are compared with the
results of normal engine, Honge biodiesel available in
literature for similar work.
From the above discussion, the following conclusions of the
project are as follows.
 Neat Honge oil is converted into biodiesel using
transesterification process.
 Characterization of Honge biodiesel is carried out,
the specific gravity and calorific value of biodiesel
is less than that of diesel,
 Viscosity of the neat Honge oil is at higher values.
However viscosity of biodiesel is well comparable
with diesel.
 Engine is producing the desired brake power at
different speed compared with that of diesel.
 Brake thermal efficiency of biodiesel is lower than
diesel.
 In the load range of 0 to 2 kW specific fuel
consumption of biodiesel is higher, as load
increases biodiesel comparable with that of diesel.
 Mean gas temperature of combustion chamber for a
complete cycle for burning of biodiesel is lower
than that of diesel.
 Smoke, unburnt hydrocarbon, carbon monoxide,
carbon dioxide emissions are a little lower than that
of diesel due to low temperature of mean gas
temperature.
 The mass burnt fraction for a Honge completes
after 17 degree of top dead center. However that of
diesel is prolonged 27 degree CA, which attributes
to higher emission.
 Cumulative heat release rate and mean gas
temperature has same trend of biodiesel and diesel.
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