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Effects of B100 Biodiesel on Injector and Pump Piston

Article  in  Tribology Transactions · May 2011

DOI: 10.1080/10402004.2011.556313

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Tribology Transactions, 54: 424-431, 2011
Copyright
C Society of Tribologists and Lubrication Engineers

ISSN: 1040-2004 print / 1547-397X online

DOI: 10.1080/10402004.2011.556313

Effects of B100 Biodiesel on Injector and Pump Piston

I. CELIK and O. AYDIN
Mechanical Engineering Department
Dumlupinar University
43100, Kutahya, Turkey

In this study, the effects of biodiesel use in a diesel engine
on an injector and fuel injection pump piston were experimen-
tally analyzed. To this end, two engines with the same technical
specifications were used; petroleum diesel was used in one of
the engines and 100% (B100) biodiesel was used in the other
engine. After the engines were run for 200 h, their injectors and
pump pistons were examined and compared by performing
scanning electron microscopy (SEM) and energy-dispersive
X-ray (EDX) analysis measurements. SEM and EDX anal-
yses showed significant structural changes on the surfaces of
the injector nozzle and pump piston in the event that B100 is
used.
KEY WORDS
Diesel Engine; Biodiesel; Injector Nozzle; Injection Pump
INTRODUCTION
The rapid changes in the petrol industry in the 1900s have led
to a decrease in petrol prices, and biodiesel has not been able to
become widespread. However, the petrol crisis in the 1970s in-
creased the significance of biodiesel and other alternative fuels.
Researchers have reported that using vegetable oils as fuel might
result in problems such as ring compression and injector sooting.
However, the transesterification of vegetable oils eliminates these
negative effects. Biodiesel comprised of oxygen as O2 = and unsat-
urated fatty acids enters into a chemical reaction with the metal
surfaces that they contact. As a result, oxidation and wear may
occur on metal surfaces (Xin, et al. (1); Waynick (2)).
Many studies have demonstrated that vegetable oils could be
used as fuel in the short term for emergencies. Some studies of
vegetable oils and oil esters used as fuel in diesel engines are
given next.
Raadnui and Meenak (3) compared refined palm oil and
petroleum diesel in terms of engine wear. When palm oil was used
it was seen that Fe, Cr, Si, and Al wear rates were at normal val-
ues, whereas Cu and Pb wear rates were at high values.
Van Gerpen, et al. (4) reported that water and glycerine ma-
terials that might exist in biodiesel should be taken into account.
Kimberly, et al. (5) noted that alternative fuels such as biodiesel
Manuscript received June 18, 2010
Manuscript accepted January 13, 2011
Review led by Raj Shah
might decrease exhaust emissions due to the presence of oxygen
but might also lead to more wear than fuels with high sulfur con-
tent. Masjuki and Maleque (6) noted that 5% plus and higher
palm oil methyl ester in the lubricating oil causes oxidation and
wear. According to Maleque, et al. (7), if lubricating oil contains
5% and higher palm oil methyl ester at high temperatures, the
total acid number (TAN) of lubricating oil increases, causing oxi-
dation at high temperatures and thus increasing wear. TAN is an
indicator of the acidity rate of lubricating oil. Haseeb, et al. (8)
have determined that as the temperature increases the lubricating
abilities of biodiesel decreased and wear on surfaces increased.
Biodiesel became more oxidizing as the temperature rose and its
capacity to absorb water increased.
Ejaz and Shahid (9) determined that using biodiesel as fuel
caused the injectors to soot and resinification was seen in pis-
ton rings. Wagner and Peterson (10) observed that canola as
biodiesel and petroleum diesel did not cause any significant wear,
oil contamination, or power decrease in the engine. They deter-
mined that biodiesel from sunflower oil caused ring compression
damage. In a study of palm oil combined with petroleum diesel,
Sapaun, et al. (11) found that the engine performance did not
drop and the wear in the engine along with degredation of the
lubricating oil was less. Prateepchaikul and Apichato (12) used
refined palm oil and petroleum diesel separately in one engine
and determined that the palm oil caused more wear in the com-
pression ring.
In a compilation study, Murugesan, et al. (13) examined the
characteristics of biodiesels and compared them with petroleum
diesel. They noted that the best alternative to petroleum diesel
was B20 fuel.
Using a diesel engine, Raadnui and Meenak (3) determined
that refined palm oil significantly reduced the amount of soot
in exhaust gases. Moreover, they reported that the viscosity
change, oxidation, and decrease of TBN in engine oil were simi-
lar to those values obtained when petroleum diesel was used. Yu,
et al. (14) examined the burning characteristics of waste palm
oil by testing it in a direct-spray single-cylinder diesel engine.
It was determined that the ignition delay of vegetable oil was
shorter and the temperature distribution was higher compared to
petroleum diesel. Altun and Oner (15) determined that with use
of 75% sesame oil and 25% petroleum diesel as fuel, the engine
ran irregularly and was shaky and noisy. By increasing the fuel
spray pressure, the engine ran smoother and performance values
were close to that of petroleum diesel. However, more carbon

424
 Effects of B100 Biodiesel 425

deposit and soot formation were observed on engine parts. Aktaş TABLE 1—ENGINE SPECIFICATIONS
and Sekmen (16) observed that increasing the angle of fuel in- Engine Type ANTOR 3LD 510
jection spray to 26.6◦ at an engine using biodiesel caused the
engine momentum and power to increase by 6% and the spe- Cylinder number 1
Injection type Direct
cific fuel consumption improved by 8%. However, it was found
Cylinder diameter 85 mm
that increasing the injection advance more adversely affected en-
Stroke 90 mm
gine performance and exhaust emissions. Prasad and Mohan (17)
Total cylinder volume 510 cc
used flaxseed oil in a diesel engine under different injection pres- Compression rate 17.5:1
sures and studied the changes in engine performance and emis- Max. engine power 12 HP
sion. Depending on the increase in injection pressure it was seen Max. engine torque (1,800 rpm) 3.35 kgm
that the engine power values were close to those of diesel fuel Max. engine rpm 3,000 1/min
and exhaust emissions improved considerably. Basha, et al. (18) Oil consumption 10 g/h
reviewed the studies of approximately 130 researchers and con- Lubrication oil capacity 1.75 L
cluded that biodiesel and biodiesel plus petroleum diesel mix- Fuel tank capacity 5.5 L
tures generated soot in injectors and degredation of engine lu- Weight 60 kg
bricating oils. Peiner, et al. (19) measured the face roughness of
the diesel nozzle spray holes by using a used piezoresistive tactile
cantilever sensor that was useful to study wear. MATERIALS AND METHODOLOGY
In two studies of tractor engines, engines were run with B100 SEM and digital optical microscopy have been used to deter-
(100% biodiesel) fuel under heavy load conditions in Turkey. mine the hole diameter and to receive an image of the inner sur-
Biodiesel was used for three months in an engine without per- face adjacent to the outlet edge of injector nozzle (Peiner, et al.
formance issues (20) and biodiesel was run in a second engine at (19)). In this study, SEM and EDX were used. SEM provides a
Dumlupinar University without experiencing performance prob- highly detailed topographical view of a material at high magnifi-
lems (21). cations. It has a magnification range from 15× to 200,000× and a
Following up on these investigations, a study of the effects resolution of 5 nm. The depth of focus can be increased up to 30
of biodiesel on the fuel injection system was performed. Two µm. EDX is a technique used to identify the elemental chemical
single-cylinder engines with the same specifications were used. composition of a specimen or small area of interest in a sample.
B100 was used in one of the engines and petroleum diesel The X-ray mapping feature allows tracing of the occurence (map-
was used in the other. The injector spray nozzle and the pis- ping) of elements within a specimen.
ton inside the fuel pump were examined. Surfaces of the injec- The specifications of the engines used in the study are given in
tor nozzle and pump piston were examined by using scanning Table 1 and Fig. 1. Two engines were operated in the same lab-
electron microscopy (SEM) and energy-dispersive X-ray (EDX) oratory environment and under the same conditions. Petroleum
analysis. diesel was used in one of the engines and B100 fuel was used in

Fig. 1—Test engines.

426 I. CELIK AND O. AYDIN

the second engine. The engines were run for 200 h between Oc- TABLE 2—CHARACTERISTIC FEATURES OF THE USED
tober 2008 and May 2009. Each engine was run unloaded at 2,000 PETROLEUM DIESEL AND BIODIESEL
1/min for the same duration. The temperature of the workshop Characteristic Biodiesel Petroleum Diesel
was approximately 20◦ C. No additional cooling was applied to
Density (kg/m3 ) (15◦ C) 860–900 840
the air-cooled engines. The engines were worked in a dust-free
Viscosity (mm2 /s) (40◦ C) 3.5–5.0 3.2
environment (the workshop) and a new air filter was used.
Flash point (◦ C) ≥ 120 58
Properties of the biodiesel used in one of the engines are
Water content (mg/kg) ≤ 500
shown in Table 2. Lower heating value (MJ/kg) 37.1 42.9
Cetane number 51–62 54
Measurements Performed with Regard to the Injectors Sulfur (wt%) 0 0.5 (Max.)
SEM and EDX analyses were performed for the unused, orig- Oxygen (wt%) 11 0
inal injectors of both engines. Engine injectors were then run for
200 h under the same experimental conditions, dismantled, and
the SEM/EDX analyses repeated. Results of the SEM analyses Whereas the original average diameter of the injector nozzle was
are given in Fig. 2. 293 µm, it can be seen that diameter of the injector nozzle de-
The SEM images in Figs. 2a and 2b show a shrinkage in the creased to 272 µm following an operational period of 200 h. Parti-
diameter of the injector nozzle of the engine using biodiesel. cles are clearly visible in the SEM analysis. Metal cutting traces in

Fig. 2—SEM analyses of injector nozzle: (a) before biodiesel was used; (b) after biodiesel was used; (c) before petroleum diesel was used; and (d) after
petroleum diesel was used.
 Effects of B100 Biodiesel 427

TABLE 3—EDX ANALYSES OF THE ENGINE INJECTOR WITH TABLE 4—EDX ANALYSES OF THE INJECTOR FOR THE ENGINE WITH
BIODIESEL PETROLEUM DIESEL
Element Beginning (wt%) End of the Tests (wt%) Result (%) Element Beginning (wt%) End of the Tests (wt%) Result (%)

C 17.524 43.521 148.4 ↑ C 17.664 24.136 36.6 ↑

Si 0.828 22.708 2,642.5 ↑ Si 0.593 0.26 56.15 ↓
V 0.177 0.166 6.21 ↓ V 0.077 0.094 22.08 ↑
Cr 1.171 0.288 75.4 ↓ Cr 1.503 1.506 0.2 =
Mn 0.979 0.156 73.05 ↓ Mn 0.709 0.333 53.03 ↓
Fe 76.993 5.932 92.29 ↓ Fe 77.205 72.041 6.69 ↓
Ni 2.727 0.193 92.93 ↓ Ni 2.249 1.63 27.52 ↓

the original, unused machined injector were covered with a layer
and completely disappeared as a result of biodiesel use. Conse-
quently, a diameter shrinkage of 7.17% occurred in the injector
nozzle.
Figures 2c and 2d show SEM analyses of the fuel injector
using petroleum diesel. Less shrinkage occurred in the engine in-
jector nozzle using petroleum diesel compared to using biodiesel.
The average diameter of the original injector was 299.5µm; the
diameter of the injector nozzle decreased to 291µm following
an operational period of 200 h using petroleum diesel. The SEM
analysis indicated that the surface of the original machined metal
cutting traces was not completely covered. A diameter shrinkage
of 2.83% occurred in this injector nozzle.
The injector surface was analyzed using EDX in the beginning
and at the end of the 200-h engine run. EDX analyses of the fuel
injector using biodiesel are given in Table 3 and the EDX anal-
yses of the fuel injector using petroleum diesel are provided in
Table 4.
After the 200-h runs, the quantity of Si and C elements on the
fuel injector surface was greater when using biodiesel compared
to petroleum diesel. The higher surface coverage of carbon and
silicon on the biodiesel fuel injector resulted in relatively lower
amounts of Cr (75%), V, Mn, Fe, and Ni to be observed com-
pared to the petroleum diesel fuel injector.
Measurements Performed in Relation to the Injection
Pump
A cross-sectional diagram of the fuel injection pump for these
single-cylinder engines with direct injection is shown in Fig. 3.
SEM/EDX analyses were performed on the surfaces of the pis-
tons from these pumps at the beginning and the end of the 200-h
engine test; the piston is considered an important wear compo-
nent of the injection pump.
SEM analyses of the pistons before the tests are given in
Fig. 4 and SEM analyses of the pistons after 200 h are shown
in Fig. 5. At a magnification of 80×, the metal cutting traces on
the biodiesel injection pump piston were significantly decreased.
Rabbet height in the biodiesel piston was 1.1 mm compared to
the rabbet height of the petroleum diesel piston of 1.12 mm. This
slight difference of 0.02 mm between the values indicates that
piston wear levels are nearly the same. Surfaces were magnified
250× and reexamined (Fig. 6). As seen in Fig. 6a, metal cutting
traces completely disappeared on the surface of the biodiesel fuel
injection pump piston. But SEM analysis of the petroleum diesel

Fig. 3—Fuel injection pump.

428 I. CELIK AND O. AYDIN

Fig. 4—Piston surface SEM images at the beginning of the experiments: (a) biodiesel and (b) petroleum diesel.

Fig. 5—Surfaces of the injection pump piston (80×) after the engines were run for 200 h: (a) biodiesel and (b) petroleum diesel.

Fig. 6—Surfaces of the injection pump piston (250×) after the engines were run for 200 h: (a) biodiesel and (b) petroleum diesel.
 Effects of B100 Biodiesel 429

TABLE 5—EDX ANALYSES OF THE INJECTOR PUMP PISTON FOR TABLE 7—CHEMICAL STRUCTURES OF PETROLEUM DIESEL AND
THEENGINE WITH BIODIESEL BIODIESEL
Element Beginning (wt%) End of the Tests (wt%) Result (%) Chemical Includes Unsaturated and
Fuel Equation Saturated Fatty Acids
C 2.141 12.982 506.4 ↑
Si 0.538 0.468 13.0 ↓ Petroleum diesel C16 H43 —
V 0.317 0.57 79.8 ↑ Soya oil C53 H101 O6 Palmitik (mono), stearik (mono),
Cr 1.026 1.237 20.6 ↑ oleic (poly), linoleik (poly),
Mn 0.418 0.539 28.9 ↑ linolenik (poly)
Fe 92.856 82.567 11.1 ↓ Canola oil C57 H105 O6 Palmitik (mono), stearik (mono),
Ni 2.703 1.637 39.4 ↓ oleic (poly), linoleik (poly),
linolenik (poly), araidik
(mono), erustik (poly)
Safflower oil C57 H110 O6 Palmitik (mono), stearik (mono),
fuel piston clearly showed metal cutting traces at the surface, with
oleic (poly), linoleik (poly)
some surface structure change (Fig. 6b).
EDX analyses were performed to examine the differences on
the surface compositions of the injector pump pistons, and the
idization and polymerization. According to EN14214 standard,
resulting data are given in Table 5 for biodiesel and Table 6
the maximum iodine number in biodiesel should be 120 (Uluen-
for petroleum diesel. After the 200 hour run, C on both pistons
gin (23)). In case of interaction with oxygen in the air, formation
increases and that on the biodiesel piston showing a significant in-
of inorganic acids and surface modifications result in the oxida-
crease. The quantities of V, Cr, and Mn slightly increased in the
tion of iron to form Fe3 O4 and Fe2 O3 , which significantly impacts
surface of the biodiesel pump piston compared to moderate de-
the lubricity of friction surfaces (Lu, et al. (24)). Sharma, et al.
creases in the amounts of V, Cr and Mn in the petroleum diesel
(25) detected the ester ends of fatty acid chains that form a film
pump piston. The Si quantity on the surface showed a moderate
layer apart from the metal surfaces by combining with hydrocar-
decrease in the petroleum diesel piston compared to that in the
bon ends. Because biodiesel is much more electrically conduc-
biodiesel piston. The Fe quantity in the petroleum diesel pump
tive than benzine and petroleum diesel, it is more likely to cause
was similar before and after the 200-h engine run but Fe slightly
galvanized metal wear in steels (Gonzalez, et al. (26)). Oxida-
decreased in the biodiesel pump piston after 200 h. Ni decreased
tion byproducts increase TAN, which may cause corrosion and
in both the biodiesel and petroleum diesel pump piston.
wear. Exposure of biodiesel to water results in greater corrosivity
ASSESSMENT (Haseeb, et al. (27)). According to Tsuchiya, et al. (28), monoun-
saturated fatty acids in biodiesel lead to pitting wear on metal sur-
The biodiesel used in this study was a mixture of canola, soya,
faces The use of antioxidants inhibits oxidation of biodiesel. Fur-
and safflower. The chemical formularies of petroleum diesel and
thermore, the oxidation of biodiesel can produce by-products in-
the biodiesel and the characteristics of O2 = and fatty acids given
cluding different types of fatty acid that increase wear. Free fatty
in Table 7. Three types of biodiesels that were used as fuel contain
acids can also occur as a result of incomplete reactions during
saturated and unsaturated fatty acids as well as oxygen. Polyun-
transesterification of biodiesel production. In this case, biodiesel
saturated fatty acids exist in biodiesels at high levels (Ogut and
is more corrosive.
Oguz (22)).
SEM/EDX analyses of the injector nozzle show that B100 fuel
Polyunsaturated fatty acids in biodiesels at low levels are de-
caused chemical reactions on the surfaces. There was a significant
sirable. If biodiesel contacts air and water, polyunsaturated fatty
increase in the quantities of Si and C in the injector nozzle inside
acid chains increase biodiesel’s tendency to react with oxygen.
the combustion chamber. Polyunsaturated fatty acids and air ac-
Hydrogen atoms at the points of double bounds in fatty acids
celerated the chemical reaction. It is thought that the increase
readily react with oxygen. This results in polymerization, which
of Si at the surface of 2,642.5% was caused by this acceleration.
forms a solid (or semi-solid) matter. Oils that contain unsaturated
Engines were worked in a dust-free environment (the workshop)
fatty acids have a high iodine number and a tendency toward ox-
and a new air filter was used. Therefore, the increase of Si did not
result from weak filtering. Depending on O2 = and H2 O, the oxi-
TABLE 6—EDX ANALYSES OF THE INJECTOR PUMP PISTON FOR
dation of SiO2 may be in the form of dry oxidation (wherein the
THEENGINE WITH PETROLEUM DIESEL oxidant is O2 = ) or wet oxidation (wherein the oxidant is H2 O).
Uematsu, et al. (29) pointed out that the high oxidation rate ob-
Element Beginning (wt%) End of the Tests (wt%) Result (%)
served in dry ambient air for thin oxides progressively reduces
C 2.067 5.227 152.9 ↑ because of the accumulation of interstitial atoms at the SiO2 /Si
Si 1.51 0.364 75.9 ↓ interface. In other words, a lowering of the interstitial atoms gen-
V 1.224 0.448 63.4 ↓ erated or accumulated at the oxide interface should produce a
Cr 2.037 0.702 65.5 ↓ higher oxidation rate.
Mn 1.616 0.919 43.1 ↓
The increase of C at a rate of 148.4% results from carbon de-
Fe 90.738 91.661 1.0 ≈
posits in the injector nozzle (in other words, more sooting). This
Ni 2.875 0.678 76.4 ↓
results in higher shrinkage of the injector nozzle due to biodiesel
430 I. CELIK AND O. AYDIN
fuel use. When biodiesel was used, sooting and carbon deposits
were greater in the injector nozzle and on its surface. Fatty acid
chains and O2 = in biodiesel entered into a chemical reaction with
hydrogen and C and created a polymerized layer on the surfaces.
Sooting is also caused by the lack of combustion, leading to a
greater quantity of C on the surface.
SEM/EDX analyses of the surface of the pump piston show
that B100 fuel caused a structural change on the surfaces. Metal
cutting traces on the surface disappeared and a layer that con-
sisted of C, V, Cr, and Mn was created. A layer consisting of C,
V, Cr, and Mn was observed on the metal surface of the pump
piston, in which there was no high temperature. There is no high
temperature exposure in the location and this layer resulted from
a reaction of the poly unsaturated fatty acids and O2 = of the
biodiesel and air. The resulting layer was passive in terms of wear
and it did not increase wear.
Because an increase was observed in the amount of carbon on
the surface of the piston, it was thought that a reaction of the free
unsaturated fatty acids and O2 = of the biodiesel with air and wa-
ter resulted on these metal surfaces. A chemical reaction occured
on the injector nozzle that is due to the high temperature of com-
bustion and the acidity of biodiesel to react with the silicon of the
carbide silicon nozzle and increase the amount of Si on the injec-
tor nozzle. Haseeb, et al. (8) found that at higher temperature,
oxidation of the lubricants caused increased wear. Results show
that friction and wear increase with increasing temperature.
CONCLUSION
In the tests performed, 100% biodiesel as B100 was used in
one of the engines and petroleum diesel was used in the other
engine. Both engines had the same characteristics and were op-
erated at the same conditions as unloaded at 2,000 l/min for
200 h.
The biodiesel consisted of a mixture of saturated and unsatu-
rated fatty acids and O= 2 . Chemical reactions between the metal
surfaces and biodiesel were indicated. Biodiesel reacted with Si
and C in the combustion chamber and injector nozzle in which
there was high temperature to increase the density of Si and C on
the surfaces.
Without the high temperature from combustion, biodiesel re-
acted with C, V, Cr, and Mn on the surfaces of the injector pump
piston, creating a passive layer on the metal surface and inhibiting
wear. It was observed that biodiesel did not result in higher wear
in the pump piston because rabbet height in the biodiesel piston
was nearly the same as the rabbet height of the petroleum diesel
piston.
Physciochmical reactions between biodiesel and metal sur-
faces created a passive layer on some metal surfaces that may
decrease the level of wear. However, oxidation and corrosion
processes due to chemical nature of biodiesel increase the level
of wear. As supported in the literature, the high temperature of
combustion increases the acidity of biodiesel and increases the
tendency of chemical reaction of biodiesel and the surface of the
injection nozzle. As supported in the literature, the high tempera-
ture of combustion increases the acidity of biodiesel and increases
the tendency of chemical reaction of biodiesel and the surface of
the injection nozzle.
Using biodiesel fuel requires combustion efficiency to be in-
creased by optimizing the advance of the fuel injection angle and
fuel injection pressures of the engine. This will tend to decrease
sooting on the injector surface.
Although this study is on the use of B100 it is suggested that
lesser amounts of biodiesel as B20 or B50 with petroleum diesel
will reduce the thermo oxidation of fatty acid and oxygen result-
ing in engine wear. There may be a benefit to additize B100 with
an antioxidant to moderate the reaction mechanisms.
ACKNOWLEDGEMENT
The study presented in this article was carried out with the
support of No. 2008/7 of the Dumlupinar University BAP Com-
mission. In addition, the authors thank the Anadolu Engine Com-
pany for their support of the study.
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