Hindawi Publishing Corporation

Advances in Mechanical Engineering

Volume 2014, Article ID 409739, 8 pages
http://dx.doi.org/10.1155/2014/409739

Research Article
An Experimental Investigation of Ethanol-Diesel Blends
on Performance and Exhaust Emissions of Diesel Engines

1 1 1 1,2
Tarkan SandalcJ, Yasin Karagöz, Emre Orak, and Levent Yüksek
1 Automotive Division, Mechanical Engineering Faculty, Yıldız Technical University, 34349 Istanbul, Turkey
2 Mechanical Engineering Department Internal Combustion Engines Lab, Yıldız Technical University, Bes¸iktas¸, 34349 Istanbul,
Turkey

Correspondence should be addressed to Levent Yuksek;¨ lyuksek@yildiz.edu.tr

Received 2 May 2014; Accepted 8 August 2014; Published 27 August 2014

Academic Editor: Filippo Berto

Copyright © 2014 Tarkan Sandalcı et al. This is an open access article distributed under the Creative Commons Attribution License,
which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

Ethanol is a promising alternative fuel, due to its renewable biobased origin. Also, it has lower carbon content than diesel fuel
and it is oxygenated. For this reason, ethanol is providing remarkable potential to reduce particulate emulsions in compression-
ignition engines. In this study, performance of ethanol-diesel blends has been investigated experimentally. Tested fuels were
mineral diesel fuel (E0D100), 15% (v/v) ethanol/diesel fuel blend (E15D85), and 30% (v/v) ethanol/diesel fuel blend
(E30D70). Firstly, the solubility of ethanol and diesel was experienced. Engine tests were carried out to reveal the performance
and emissions of the engine fuelled with the blends. Full load operating conditions at various engine speeds were investigated.
Engine brake torque, brake power, brake specific fuel consumption, brake thermal efficiency, exhaustgas temperature, and
finally exhaust emissions were measured. Performance of the tested engine decreased substantially while improvement on
smoke and gaseous emissions makes ethanol blend favorable.

1. Introduction engines as a result of diesel combustion. These pollutants are

The global fuel crises in the 1970s led to awareness
amongst many countries of their incapability to oil
embargoes [1]. Moreover, limited source and high price of
petroleum as well as the global warming have led to
investigations for renewable fuels. Even though the taken
precautions with Kyoto to the United Nations, during the
period 1990–2004, as a result of the demand of transport
sector, global CO2 emission level increased by 27% [2, 3].
Renewable Energy Directive was declared by the European
Parliament to create legal frameworks [2]. The consumed
energy from renewable sources of transport sector must be
10% or higher of the f inal energy consumption according
to Renewable Energy Direc-tive [2, 4]. Therefore,
considerable attention was focused on the investigation of
renewable fuels, with particular reference to the ethanol.
Diesel engines are one of the major contributors to the
pollutant emissions because they are widely used due to
their high torque and combustion efficiency [5]. Soot
particles and oxides of nitrogen are highly emitted by diesel
really hazardous for human health and environment [6]. It is
very difficult to achieve the regulated levels of PM, NO ,
through the improvement of combustion chamber and
injection system design [5]. Posttreatment systems, such as
diesel oxidation catalysts, lean NO traps, selective catalytic
reduction, and diesel particulate filter, are implemented as
industry standards for automotive applications, although these
technologies create additional cost to manufacturers.
Combustion of diesel engines can be fulfilled only if engine
development is coupled with using alternative fuels [7]. The
introduction of oxygenated compounds such as ethanol into
diesel fuel is one of the alternative ways to reduce smoke
emission [8]. Previous investigations on different kinds of
renewable fuels such as raw vegetable oil, waste cooking oil,
biodiesel, methanol, and ethanol have been well studied [9].
The first three are able to be applied to diesel engines [10–16]
and the last two are mostly applied to petrol engines [17–20].
Ethanol and petrol mixture as fuel has been used in Brazil
since 1975 [21–23]. Moreover, a blend of 10% dry ethanol and
unleaded gasoline (E10) was commercially introduced
2 Advances in Mechanical Engineering
into the US and continues to be marketed mainly in the
Midwestern states [1]. Ethanol can be produced by several raw
materials such as sugarcane, sorghum, corn, barley, cassava,
and sugar beets. Also, ethanol is a biomass-based renewable
fuel and it has some advantages such as high octane rating and
clean combustion characteristics [24]. However, ethanol is
generally consumed by spark ignition engines as a component
of blended fuel; it is a candidate for using as component of
diesel-ethanol mixture in diesel engines. The possibility of
using ethanol-diesel blend in diesel engines was investigated
in the 1980s by researchers and it was concluded that using
this fuel mixture in diesel engines was technically acceptable
[1]. However, ethanol cannot be used as neat fuel in diesel
engines, because it has low density and low viscosity and also
its cetane number is not sufficient [9]. The technical details of
diesel and ethanol were presented in Table 1. If the ratio of
ethanol-diesel blends does not exceed 15%, diesel engines will
run without any modifications [25, 26]. Dual fuel or
fumigation systems may be required for usage of higher
ethanol percentage in blended fuel [27]. Combustion noise and
pollutants can be reduced using high percentage of ethanol in
mixture but the requirement of complex engine control system
is the drawback of this method [8]. Neat ethanol
implementation requires considerable technical modifications
and powerful procetane and lubricant additives [18].
Experiments of this type gave good results, but the costs of the
implementation were, in practice, often an obstacle [9].
The initial investigations into the use of ethanol in diesel
engines were carried out in South Africa in the 1970s and
continued in Germany and the United States during the 1980s
[8, 28]. Most of these works indicate a reduction in the smoke
and particulate levels emitted. The application of ethanol-
diesel blend as compression-ignition fuel will improve smoke
emission. Considering the price and rising demand of diesel
fuel in recent years, production of ethanol will become much
more economically favorable. Consequently there has been
renewed interest in the ethanol-diesel blends because of the
reduction of smoke emission [8]. Even though researchers
have carried out study about using ethanol-gasoline blend in
spark ignition engines, ethanol-diesel blend in diesel engine
has not been investigated enough yet [24, 29–31]. Also, a few
researchers have accomplished their studies in heavy-duty
diesel engines but performance and emissions of a light-duty
diesel engine with ethanol-diesel blends must be investigated
[24].
2. Experimental Study
The experimental investigation was conducted in two stages.
Firstly, the blends of ethanol and diesel are tested in terms of
solubility. And then the fuel blends were used to operate a
diesel engine to investigate the performance and emissions.
2.1. Tests of Solubility of the Blends of Diesel with Ethanol.
Emulsions are visually homogeneous but in fact heteroge-
neous systems. They are not durable thermodynamically,
because the large surface area between inner and outer
Table 1: Typical properties of diesel and ethanol.
Formulae Diesel Ethanol
C H (C H ∼C H )
12 23 10 20 15 28 C2H5OH
Molecular mass (g/mol) 190–200 46.07
Density at 20∘C (g/cm3) 0.84 0.789
Oxygen content (wt%) 0 34.8
Carbon content (wt%) ∼86 52.2
Hydrogen content (wt%) ∼14 13
Cetane number 40∼50 8∼9
Lower heating value (MJ/kg) 42.5 26.4
Table 2: Stratification of ethanol-diesel fuel blends.
Fuel blend E10D90 E10D90
Time for stratification 30 (h) 5 (min)
phase differentiates the internal energies of constituents. There
are several physical instability problems which are called
creaming, flocculation, coalescence, phase separation, and
phase transformation. For this reason, when emulsions are
used as fuel, stability of prepared emulsion must be ensured
until the fuel is entirely consumed. Therefore, when prepared
emulsion mixture waits for a long time before being
consumed, emulsifiers must be added to the mixture. The
system shown in Figure 1 allows instant production and con-
sumption of the ethanol-diesel mixture. Usage of emulsifiers is
not commercially widespread. The most important step in the
preparation of durable emulsion is the formation of
emulsification process [32].
T he mixer used in this study is designed to combine the
characteristics of both mechanical mixer and homogenizer type
of equipment. An impeller in the mixing chamber driven by an
electric motor ensured the characteristics of a mechanical
mixer. Injecting the liquid dispersions from a very small orifice
under high pressure provides the character-istics of
homogenizer. A single cylinder diesel fuel pump was
integrated with a diesel injector. Cam profile that drives the
diesel fuel pump for delivering fuel and mixer impeller were
actuated by two electric motors. To show the variation of time
dependent emulsion stabilities of ethanol-diesel mixtures
(E15D85 and E30D70), images were taken with one-minute
intervals as shown in Figures 2 and 3. The prepared mixture in
the electrical mixer system was consumed by the engine
simultaneously. The blend fuel which has 30% ethanol and
70% diesel by volume (E30D70) was selected as fuel which
may include maximum ethanol ratio.
The properties of diesel and ethanol are listed in Table 1.
The purity of ethanol was 99%. A series of tests were
performed to observe the solubility of two fuels in different
mixing ratios. The volume percentages tested were 15% and
30% of ethanol, respectively, which were named as E15D85
and E30D70. Table 2 and Figures 2 and 3 show the test results
of the solubility and the physical stability of the blends.
According to the figures and table, blends were not
stratified into layers at least in 5 minutes. E15D85 lasted
30 h when it became separated and E30D70 was
separated
Advances in Mechanical Engineering
7 Table 3: Test engine specifications.
11
10
1
2 9
3 4 6 measured with AVL Dicom 4000 gas analyzer; the smoke
12
8 emission was measured with an AVL 415S. Schematic
(1) Injector (7) AC motor for blender
(2) Blender propeller (8) Cam/pump housing
(3) Diesel fuel pump (9) Needle valve
(4) Cam profile (10) Overflow line
(5) Mixing chamber (11) Fuel tank
(6) AC motor (12) Fuel line to the engine
Figure 1: Electrical mixture system.
5 min later after mixing. There was no instability problem in
ethanol-diesel mixtures observed within the first 5 minutes
after preparation. So, the use of an emulsifier is not necessary.
The images shown in Figure 2 were taken with one-minute
intervals. The results show that if the ethanol-diesel mixtures
are consumed in approximately 5 minutes by the engine,
ethanol-diesel blends may use fuel without using additive in
the diesel engine. For this reason, the prepared ethanol-diesel
blend was consumed in 5 minutes for each test point.
2.2. Experimental Procedure and Test System. Test engine
is a four-stroke, water cooled, and single cylinder research
engine, specifications of which are listed inTable 3.
Compres-sion ratio of the engine could be varied between
23 : 1 and 11 : 1; it was set up to 19 during the tests.
Engine torque was measured using the REP Transducers
S-type load cell with a capacity of 300 kg adapted to the DC
dynamometer. Engine speed was measured with an encoder
which was coupled to cam shaft, intake air temperature was
measured with T-type thermocouple on the intake manifold,
and exhaust temperature was measured by using a K-type
thermocouple on exhaust manifold. Also, cooling water
3
Engine type CFR, TD2, and single cylinder engine
Bore [mm] 90
Stroke [mm] 120
Swept volume [cc] 765
Compression ratio 19 (it was selected for this study).
inlet and outlet temperatures were measured with T-type
thermocouples. Engine fuel consumption was measured
with SIKA brand turbine type flow meter. In addition, CO,
HC, CO2, and NO emissions in the exhaust gases were
diagram of the experimental test rig is shown in Figure 4.
A test plan was designed to carry out the engine tests on
the diesel fuel (E0D100) and the blends of E15D85 and
E30D70. Produced ethanol-diesel blends were consumed in
5 minutes by the engine for each test point and then new
blend was prepared for another test point to prevent the
problem of stratification. Each test was repeated three times
to make sure the data were reliable. The relevant parameters
such as engine speed, torque, and fuel consumption of the
engine were recorded and the specific fuel consumption and
thermal efficiency were calculated. The engine emissions of
CO, CO2, unburned THC, NO , and smoke were measured
with exhaust gas analyzers and recorded by the data
acquisition system. Four different engine speeds, which are
1100 rpm, 1350 rpm, 1700 rpm, and 1950 rpm, were
selected. The engine was operated at full load operating
conditions with various engine speeds.
Figures 2 and 3 show the stability of ethanol/diesel
mix-tures. According to the figures, no phase separation
occurred in five minutes which is acceptable for instant
producing and consuming cycle, although mentioned
storage problem of this application limits its
implementation in automotive applications.
3. Results and Discussion
Effect of using different quantities of ethanol at various
engine speeds on engine brake power is shown in Figure 5.
Engine power slightly decreased with increasing volumetric
ethanol ratio in the mixture.
Maximum engine brake torque was obtained by using
E0D100 fuel, as can be seen in Figure 6. While operating
below 1350 rpm engine speed, engine brake torque reduced to
18.2% and 21.5% with E15D85 and E30D70 blends, respec-
tively. Lower torque output of the engine can be attributable to
the blend’s heating value which was lower compared to diesel
fuel. Additionally, combustion related issues become
considerable especially at high load and low speed zones.
Figure 7 shows the BSFC results of the blends. The lowest
BSFC was obtained with E0D100 fuel; however a 14.5%
increase was measured with E30D70 fuel. Increasing ethanol
content in the mixture also increases the brake specific fuel
consumption depending on the decreasing heating value.
4 Advances in Mechanical Engineering

E15D85

(a) (b) (c) (d) (e)

Figure 2: Stability of E15D85 mixture respect to time. ((a) 1 minute, (b) 2 minutes, (c) 3 minutes, (d) 4 minutes, and (e) 5 minutes).

E30D70

(a) (b) (c) (d) (e)

Figure 3: Stability of E30D70 mixture with respect to time. ((a) 1 minute, (b) 2 minutes, (c) 3 minutes, (d) 4 minutes, and (e) 5 minutes).

The highest thermal efficiency was obtained with
E0D100, as depicted in Figure 8. When operating below
1100 rpm, thermal efficiency is reduced by 3.8% and 5.5%
by using E15D85 and E30D70 fuels, respectively. Lower
power output of the blends is also a result of lower thermal
efficiency. There were no modifications made on test engine
which is originally designed to operate with diesel fuel and,
hence, several engine parameters have to be optimized for
ethanol usage such as injection advance, but this is beyond
the scope of current study.
The highest CO emission value was obtained by using
E30B70 fuel as indicated in Figure 9, and also variation of
CO2 emission can be seen in Figure 10. Using E15D85 and
E30D70 fuels reduces the CO2 emissions up to 27.9% and
33.9% at 1950 rpm, respectively.
Increasing ethanol content in mixture decreases the C/H
ratio and also increases the O2 content in cylinder. This
circumstance creates lean mixture conditions and lowers the
end of combustion temperature. As well as the decrease in
CO2 being parallel with C/H ratio, the rise in CO can be
explained by occurrence of low temperature and locally
insufficient mixture preparation due to heterogeneity in the
cylinder.
The lowest THC emission value was observed while the
engine was operating with E0D100 and the highest value
was measured with E30D70. As it can be seen from
Advances in Mechanical Engineering 5

7
12 9 10

6
8
5

14 13

3
13

2 4
15 16
11
1

(1) CFR engine (9) Thermocouple

(2) DC dynamometer (10) Thermocouple

(3) CR adjusting equipment (11) Load cell
(4) Incremental encoder (12) Electrical mixer system
(5) Emission analyzer (13) Diesel fuel pump
(6) Smoke analyzer (14) Fuel flow meter
(7) Manometer (15) Data acquisition system
(8) Cooling system (16) Data acquisition software

Figure 4: Schematic diagram of the experimental system.

5.5 27
Brake power (kW)

5.0 25
(Nm)

4.5 23
torque

4.0 21
3.5 19
Brake

3.0 17
2.5 15
2.0 13
1000 1250 1500 1750 2000 1000 1250 1500 1750 2000
Engine speed (rpm) Engine speed (rpm)
E0D100 E30D70 E0D100 E30D70
E15D85 E15D85

Figure 5: Engine brake power output versus engine speed using Figure 6: Engine brake torque output versus engine speed using
ethanol-diesel emulsion. ethanol-diesel emulsion.

Figure 11, blending ethanol with diesel fuel increases the
total hydrocarbon emissions at entire operation range, but it
can be clearly seen that the THC emission results were at
fairly low level with all fuel types.
Variation of the smoke quantity with ethanol ratio and
engine speed is shown in Figure 12. T he highest smoke value
was observed with E0D100 fuel and lowest smoke value was
observed with E30D70 for all of the operation speeds. As the
ethanol quantity in the mixture increases, smoke emission in the
exhaust gas decreases. Remarkable reduction on smoke emissions
was obtained with E15D85 and E30D70 fuels which are 52.5%
and 86.5%, respectively. Decrease of smoke quantity
6 Advances in Mechanical Engineering

500 9
(g/kWh)

475 8
450

CO (g/kWh)
7
425 5
6
BSFC

400 4
375
350 3
325 2
1000 1250 1500 1750 2000 1000 1250 1500 1750 2000
Engine speed (rpm) Engine speed (rpm)
E0D100 E30D70 E0D100 E30D70
E15D85 E15D85

Figure 7: Brake specific fuel consumption versus engine speed Figure 9: CO emissions versus engine speed using ethanol-diesel
using ethanol-diesel emulsions. emulsion.

1300
(%)

26
25 1200
efficiency

24

(g/kWh)
1100
23 1000
22
2
lTherma

21 900
CO
20
800
19
700
18
1000 1250 1500 1750 2000 1000 1250 1500 1750 2000
Engine speed (rpm) Engine speed (rpm)

E0D100 E30D70 E0D100 E30D70

E15D85
E15D85
Figure 8: Thermal efficiency versus engine speed using ethanol-
diesel emulsions. Figure 10: CO2 emissions versus engine speed using ethanol-
diesel emulsion.

(1) E15D85 lasted 30 h when it became separated and

in the exhaust gases is a result of lower carbon ratio of
blends; additionally fuel originated oxygen can be accepted
as secondary factor.
Figure 13 shows the exhaust temperature variation versus
engine speed. As it can be seen from the figure, exhaust tem-
perature reaches its maximum when E0D100 fuel was used
and increasing ethanol quantity in mixture also decreases the
exhaust temperatures for all operation speeds. The maximum
decrease in exhaust temperature occurs when E30D70 fuel is
used and exhaust temperature decreases by 7.7% and 10.2%
with E15D85 and E30D70 at 1100 rpm, respectively.
According to Figure 14, nitrogen oxide emissions of the
blends are lower compared to diesel fuel. As expected, the
highest reduction in NO was observed with E30D70 fuel
due to the lowest heating value of the blend.
4. Conclusions
The main aim of this study is to investigate the effect of
ethanol-diesel mixture on engine performance and exhaust
emissions. According to experimental results, it can be
concluded that the ethanol-diesel blend can be used in
diesel engines without any modification. According to test
results, the following expressions were obtained.
E30D70 were separated 5 min later after mixing.
There was no instability problem in ethanol-diesel
mixtures observed within the first 5 minutes after
preparation.
(2) The highest CO emission value is obtained by using
E30B70 fuel. The lowest THC emission value was
observed, while the engine was operating with
E0D100, and the highest value was measured, while
the engine was operating with E30D70.
(3) The highest smoke value was measured with
E0D100 fuel and lowest smoke value was obtained
with E30D70 blend. As the ethanol quantity in the
mix-ture increases, smoke emission in the exhaust
gas decreases. Very remarkable reduction on smoke
emis-sions was achieved.
(4) NO emission quantities with all types of blends were
lower than the E0D100 fuel. As expected, the highest
reduction in NO was observed with E30D70 fuel.
Considering the abovementioned conclusions, ethanol
can be used for simultaneous reduction of NO and smoke
in diesel engines, although a precise engine optimization is
required to improve emissions while maintaining
acceptable engine performance.
Advances in Mechanical Engineering 7

C)
0.09 600
THC (g/kWh)

0.08 550

∘
(
temperature
0.07 500

0.06 450
0.05

Exhaust
400
0.04 350
0.03 300
1000 1250 1500 1750 2000 1000 1250 1500 1750 2000
Engine speed (rpm) Engine speed (rpm)
E0D100 E30D70 E0D100 E30D70
E15D85 E15D85

Figure 11: THC emissions versus engine speed using ethanol- Figure 13: Exhaust gas temperature versus engine speed using
diesel emulsion. ethanol-diesel emulsion.

1.50 5.5
Smoke (g/kWh)

1.25
5.0
1.00

X (g/kWh)
4.5
0.75
4.0
0.50
NO
0.25 3.5

0.00 3.0

1000 1250 1500 1750 2000 1000 1250 1500 1750 2000
Engine speed (rpm)
Engine speed (rpm)
E0D100 E30D70
E0D100 E30D70
E15D85

Figure 12: Smoke emissions versus engine speed using ethanol- E15D85
diesel emulsion.
Figure 14: NO emissions versus engine speed using ethanol-diesel
emulsion.
Nomenclature
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Conflict of Interests
diesel engine for simultaneous control of NO and smoke
The authors declare that there is no conflict of interests emissions,” Energy Conversion and Management, vol. 52, no.
2, pp. 849–857, 2011.
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Tecnologia dos Alcoois como CombustiIvel, Guarujaa-SP-Brasil,