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Procedia Engineering 38 (2012) 342 – 358

International Conference on Modeling Optimization and Computing-(ICMOC-2012)

Performance and emission analysis of DI diesel engine fuelled with methyl

esters of beef tallow and diesel blends
D.John Panneer Selvam a and K.Vadivel b
a
Associate Professor, Department of Mechanical Engineering, P.S.N.A College of Engineering and
Technology, Dindigul, Tamilnadu, India
b
Principal, S.S.M Institute of Engineering and Technology, Dindigul, Tamilnadu, India

Abstract

This paper evaluates the possibility of using methyl esters from animal fats as an alternative fuel
for diesel. Biodiesel is an alternative fuel produced from different kinds of vegetable oils and animal fats.
It is an oxygenated, non-toxic, sulfur free, biodegradable and renewable fuel that can be used in diesel
engines without any significant modifications. Performance and exhaust emissions of direct injection
diesel engine have been experimentally investigated with methyl esters of beef tallow as neat biodiesel
(B100) and its blend (B5, B25, B50 and B75) with diesel fuel. Engine performance parameters namely
brake power, brake specific fuel consumption, brake thermal efficiency and exhaust emissions of CO,
HC, NOx, and smoke density were determined for different loading conditions and at constant engine
speed of 1500 rpm. The test result indicates that there is a slight decrease in brake thermal efficiency and
increase in specific fuel consumption for all the blended fuels when compared to that of diesel fuel. The
drastic reduction in carbon monoxide, unburned hydrocarbon and smoke density were recorded for all the
blended fuels as well as with neat biodiesel. However, in the case of oxides of nitrogen, there is a slight
increase for all the blended fuels and with neat biodiesel when compared to diesel fuel. On the whole,
methyl esters of beef tallow and its blends with diesel fuel can be used as an alternative fuel for diesel in
direct injection diesel engines without any significant engine modification.

© 2012 Published by Elsevier Ltd. Selection and/or peer-review under responsibility of Noorul Islam
Centre for Higher Education Open access under CC BY-NC-ND license.

1877-7058 © 2012 Published by Elsevier Ltd. Open access under CC BY-NC-ND license.
doi:10.1016/j.proeng.2012.06.043
 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358 343

Keywords: Diesel engine; Biodiesel; beef tallow methyl ester; Engine performance; Exhaust emissions

Nomenclature
BSFC - Brake specific fuel consumption
BTE- Brake thermal efficiency
EGT- Exhaust gas temperature
CO Carbon monoxide
HC Hydrocarbon
NOx Oxides of Nitrogen
PM Particulate matter
%Volume Percent volume
kW- Kilowatt
kg - Kilogram
HSU Hatridge smoke unit
BTDC Before top dead centre
BTME Beef tallow methyl ester

Address correspondence to D.John Panneer Selvam, Department of Mechanical Engineering, P.S.N.A

College of Engineering and Technology, Dindigul-624622, India. Mobile: +919894876920;
Email: johnpanneer@gmail.com

1. Introduction

Biodiesel is a natural and renewable source. It is a clean burning diesel replacement fuel made of
renewable sources such as new and used vegetable oils and animal fats. The interest of using alternative
and renewable fuels in diesel engines has been increased recently due to a rapid decrease in world
petroleum reserves, increase in the prices of the conventional petroleum fuels and restrictions on exhaust
emissions [1]. Nowadays many countries are replacing their conventional energy sources with renewable
and sustainable ones in some extent. Physical characteristics of biodiesel are very similar to those of
conventional diesel fuel. Biodiesel is produced from numerous oil seed crops (edible and non-edible)
namely rapeseed oil, cotton seed oil, jatropha seed oil, rice bran oil, soybean oil, palm oil etc., and animal
fats like beef tallow, waste lard, animal tallow, yellow grease etc[2-5]. Waste cooking oils and animal fats
are attractive feed stocks for biodiesel production because they are two or three times cheaper than
refined vegetable oils and are available in abundantly to fulfil the market demand for biodiesel
344 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358

production[6]. As methyl esters of animal fats have high cetane number, rich oxygen content and very
close lower heating values to the diesel fuel, it is preferred as a best alternative for biodiesel
production[7]. Animal fats are highly viscous fuel and mostly in solid form at ambient temperature
because of their high concentration of saturated fatty acids[8]. The high viscous fuels lead to poor fuel
atomization, piston ring-sticking, fuel injector coking, fuel pump failure, formation of carbon deposits and
lubricating oil dilution after the use of vegetable oils or animal fats for a longer period of time[9]. There
are several techniques are proposed to reduce the viscosity of animal fats or vegetable oils such as
blending, pyrolysis, micro-emulsion and transesterification[10].Out of these, the transesterification is a
widely accepted, convenient and most promising method for reduction of viscosity and density of animal
fats or vegetable oils. A detailed description of the transesterification process can be found in the
literature[11-13]. If beef tallow is used as a feedstock to produce biodiesel, it will contribute to both
economical advantages and also reduction of environmental problems caused by harmful waste disposal.
Many investigations have shown that using biodiesel in diesel engines can reduce hydrocarbon (HC),
carbon monoxide (CO) and particulate matter (PM) emissions, but nitrogen oxide(NOx) emission may
increase[14-16]. The oxygen content of biodiesel is an important factor in the NOx formation, because it
increases combustion temperature to maximum level due to excess hydrocarbon oxidation and increase
NOx formation[17,18].
From the literature review, it is found that most of the research works have been carried out on a
number of alternative fuels in diesel engines especially biodiesel produced from different kinds of
vegetable oils, and very limited work has been done on biodiesel produced from animal fats. Ali Y., et al
(1995) tested twelve different blends of methyl tallowate, methyl soyate, ethanol and diesel fuel in a
Cummins N14-410 diesel engine and found that there is no much difference in engine performance with
blended fuels when compared with diesel fuel. In their investigation, maximum reduction in CO, HC and
smoke density were obtained with a blend of 80% diesel, 13% methyl tallowate and 7% ethanol [19,20].
Kumar, M.S., et al.(2006), Kumar, M.S., et al.(2003) and Kerihuel, A, et al. ( 2006 ) applied ethanol in
animal fat and methanol in jatropha oil to a diesel engine. The results showed that drastic reduction in
smoke, NOx, HC and CO emissions were obtained when compared to neat fat and neat diesel at higher
loading conditions[21-23].Gumus M.(2008) revealed that the possibility of using hazelnut kernel oil
methyl ester(HOME) as a neat biodiesel and its blend, B5, B20, B50 with diesel fuel for performance and
emission studies of Lombardini 6 LD 400 diesel engine. From his investigation, there was a slight
increase in brake thermal efficiency for B5 and B20, which were higher than that of diesel by 2.7%. In
blends B5 and B20, the BSFC and BSEC were lower than that of diesel fuel. There was a drastic
reduction of CO and NOx with neat biodiesel (HOME) and its blends[24].Makame Mbarawa(2008) tested
 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358 345

clove stem oil (CSO) with diesel. The results indicate that performance parameters of the CSO-diesel
blended fuels do not differs greatly from those of the neat diesel fuel. And there was a slight power loss,
combined with an increase in fuel consumption. Emissions of CO, HC and smoke density were low for
CSO-diesel blended fuels[25].Gumus M and Kasifoglu S. (2010) tested a 8 kW, 3600 rpm diesel engine
with apricot kernel oil methyl ester (ASKOME) and its blend with diesel fuel to evaluate performance
and emissions. The results showed that with lower percent of ASKOME blend (B5, B20) shown a good
improvement in the engine power and reduced BSEC. Higher percent of ASKOME (B100) which reduces
CO, HC emission and smoke density in exhaust effectively. But there was an adverse effect of NOx
formation to compare with diesel fuel[26].
2. Production of biodiesel from beef tallow

In this research study, one-step transesterification of beef tallow with methanol was performed
as KOH as catalyst. The diesel fuel was purchased from local Indian Oil fuel supply station and beef
tallow was collected from slaughterhouse of Tamilnadu, India. Beef tallow was converted into methyl
esters through base-catalyzed transesterification with methanol in the presence of KOH as catalyst.
Before transesterification, beef tallow was heated to around 100-120°C for 1 hour and then sediments and
impurities were filtered with cloth filter. After this process, a sample of 500 g of beef tallow, 95 g of
methanol and 2 g of KOH were placed in a 1000 ml flat-bottom flask integrated with a magnetic stirrer-
heater, digital thermometer. This mixture was stirred rigorously and heated to 70°C for 3 hours, and then
it was allowed to cool to room temperature for 12 hour. Then the ester and glycerol layers were separated
in a seperatory funnel. Finally methyl ester of beef tallow was purified with distilled water and drying to
room temperature.
2.1. Fuel properties
The properties of diesel fuel, beef tallow methyl ester(BTME) and its blend are given in Table 1.
The fatty acid composition of beef tallow is given in Table 2. It is shown that the viscosity of biodiesel is
evidently higher than that of diesel fuel. The density of the biodiesel is approximately 6.15% higher than
that of diesel fuel. The lower heating value is approximately 9.25% lower than that of diesel fuel.
Therefore it is necessary to increase the fuel quantity to be injected into the combustion chamber to
produce same amount of power. Fuels with flash point above 52°C are regarded as safe. Thus biodiesel
with high flash point (163°C) is an extremely safe fuel to handle and storage. Even 25% biodiesel blend
(B25) has a flash point much above that of diesel fuel, making biodiesel a preferable choice as far as
safety is concerned. The fuel-borne oxygen in biodiesel is 11-12%, which improves combustion processes
346 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358

effectively. However tallow methyl ester cannot be used as a neat diesel fuel in cold weather conditions
due to its relatively low pour point[ 4].
Table 1 The properties of diesel fuel, beef tallow methyl ester(BTME) and blended fuel
___________________________________________________________________________
Property Diesel Fuel BTME(B100) B50
___________________________________________________________________________
Flash point °C 53 163 72
2
Viscosity@ 40°C(mm /s) 2.6 5.85 3.15
3
Density @20°C (kg/m ) 842.5 873.2 852.7
Heating value (kJ/kg) 43600 38350 41200
Cetane index 49 56 -
Carbon content (% mass) 86.7 77.6 76.0
Hydrogen content (% mass) 12.8 12.7 12.7

Oxygen content (% mass) - 11.35 11.1

___________________________________________________________________________

Table 2 The fatty acid composition of beef tallow

________________________________________________

Acid name % Composition

__________________________________________________
Miristic C14:0 2.79
Palmitic C16:0 26.78
Palmitoleic C16:1 2.05
Stearic C18:0 34.85
Oleic C18:1 30.23
Linoleic C18:2 0.74
____________________________________________________

3. Experimental set-up and procedure

A four stroke, single cylinder, direct injection, naturally aspirated, water cooled, Kirloskar TV-1
model diesel engine was used in this study. Technical specifications of the engine are shown in Table 3.
The schematic diagram of experimental set-up is shown in Figure 1.
D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358 347

Figure 1. Experimental set-up

Table 3 Technical specifications of the engine

_____________________________________________________
Working cycle Four stroke
____________________________________________________
Make and model Kirloskar, TV-1
Method of cooling Water cooled
Number of cylinder One
Rated power 5.2 kW
Rated speed, rpm 1500
Combustion system Direct injection
Bore / Stroke, mm 87.5 / 110
Engine displacement, litre 0.661
Compression ratio 17.5 : 1
Fuel ignition timing, °BTDC 23°
Fuel injection pressure, bar 220
Loading device Eddy current dynamometer
____________________________________________________________
348 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358

3.1.Test Procedure
The fuels used in this study include diesel fuel, biodiesel(BTME) and biodiesel blends. The
experiments were carried out by using neat diesel fuel as the base line fuel(denoted as Diesel Fuel), 5%
biodiesel + 95% diesel fuel ( denoted as B5), 25% biodiesel + 75% diesel fuel( denoted as B25), 50%
biodiesel + 50% diesel fuel (denoted as B50), 75% biodiesel + 25% diesel fuel(denoted as B75) and
100% neat biodiesel (denoted as B100) at different engine loads from 0% to 100% rated engine load in
approximate steps of 20%. Two fuel tanks are used for storing diesel fuel and biodiesel separately with a
burette and three way stop cock as shown in Figure 1.The fuel is changed from diesel fuel to biodiesel by
operating individual valves provided in each fuel tank and a three way stop cock. Before running the
engine to a new fuel, it was allowed to run for sufficient time to consume the remaining part of fuel from
the previous experiment. The engine was started initially with diesel fuel and warmed up to obtain its
base parameters. Then, the same tests were performed with biodiesel and its blends. For each test fuel and
in each load approximately three times readings were taken to get an average value. When the engine
reaches the stabilized working condition, parameters like fuel consumption and load were measured. The
fuel consumption was measured with a burette (20ml volume) and a stopwatch. The exhaust gas
temperature was measured with a K-type thermocouple located on the exhaust pipe line. The performance
and emission parameters of biodiesel (B100) and its blends (B5,B25, B50 and B75) were determined in
comparison with baseline. Performance parameters namely, brake specific fuel consumption (BSFC) and
brake thermal efficiency (BTE) were computed. Similarly exhaust emissions like carbon monoxide (CO),
unburned hydrocarbon (HC) and oxides of nitrogen (NO x) were measured using a non-dispersive infra-
red analyzer (NDIR) (Make: AVL Di-gas Analyzer) and smoke density was measured with an AVL
smoke meter. To ensure the accuracy of measured value to be high, the gas analyzers were calibrated with
standard gases and zero gas before each test. The test engine was loaded with eddy current dynamometer
and load on the dynamometer was measured using a strain gauge sensor. The accuracies of measurements
and calculated uncertainty values are tabulated and is shown in Table 4.

Table 4 The uncertainties of instrumentation

______________________________________________
Parameter Uncertainty
_______________________________________________
Load + 2N
Speed + 2 rpm
Time + 0.5%
Temperature + 1°C
 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358 349

CO + 0.001%
CO2 + 0.01%
HC + 1 ppm
NOx + 1 ppm
Smoke density + 2 HSU
Power + 2 % max
BSFC + 2.5%max
BTE + 2.5% max
______________________________________________

4. Results and Discussion

4.1. Engine performance characteristics
4.1.1. Brake specific fuel consumption
The variation of BSFC with respect to load for diesel fuel, biodiesel and its blend is shown in
Figure 2. The brake specific fuel consumption is defined as the ratio of mass fuel consumption to brake
power[27]. The specific fuel consumption in general increases at low load, decreases at medium load and
increases again at higher load.

400

350
Brake specific fuel consumption

300

250
(g/kW-hr)

Diesel
200 Fuel
B5

150 B25

B50
100
B75
50 B100

0
0 20 40 60 80 100 120
% Load
Figure 2. Variation of brake specific fuel consumption
350 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358

For all the test fuels, the specific fuel consumption decreases with an increase in load. Among the fuels
tested the lowest BSFC values are obtained with diesel fuel due to low fuel consumption rate and high
brake power. The specific fuel consumption in general, was found to increase with increasing proportion
of biodiesel in the test fuels under all loading conditions. This is due to lower calorific value, higher
viscosity and density of biodiesel in comparison with diesel fuel. As the density of biodiesel was higher
than that of diesel fuel, which means the same fuel consumption on volume basis resulted in higher
specific fuel consumption in case of biodiesel. For all the test fuels, the specific fuel consumption values
are higher at low load and decreases to minimum values when load increases because of the lower
calorific value of biodiesel. The specific fuel consumption for diesel fuel, B5,B25, B50, B75 and B100
are 187,198,213,221,235 and 248g/kw-hr respectively at full load of the engine. It has been reported by
Cengiz Oner and Sehmus Altun.(2009) that methyl esters of animal tallow was tested as a neat biodiesel
(100%Vol.)and its blends with diesel fuel as 5%,20%,50% by volume in diesel engine. The results
indicated that specific fuel consumption for neat biodiesel (B100) and its blends B5, B20 and B50 were
higher than that of diesel fuel[4].
4.1.2..Brake thermal efficiency
The variation in BTE of the engine with diesel fuel, biodiesel and its blend is shown in Figure 3.
Thermal efficiency is the ratio between the power output and the energy introduced through fuel
injection, the latter being the product of the injected fuel mass flow rate and the lower heating value[28].
It can be seen from Figure 3 that thermal efficiency in general, decreases with increasing proportion of
biodiesel in the test fuels. This is due to the methyl esters of waste cooking oil and animal tallow are
having higher viscosity, density and lower heat value than the diesel fuel. The higher viscosity leads to
decreased atomization, fuel vaporization and combustion and hence the thermal efficiency of biodiesel is
lower than that of diesel fuel[29]. The brake thermal efficiency of diesel fuel,B5, B25, B50, B75 and
B100 are 49.28, 48.45, 47.85, 46.07, 44.85 and 43.25% respectively at full load of the engine. The BTE
of B25 blended fuel is very close to diesel fuel. Thus the difference in BTE between diesel fuel and B25
blend is very significant at maximum load. Fuel consumption increases due to higher density and lower
heating value consequently, brake thermal efficiency decreases. However the BTE of blended fuels is
higher than that of neat biodiesel.
 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358 351

Brake thermal efficiency(%) 60

50
Diesel
Fuel
40 B5

B25
30
B50

20 B75

B100
10

0
0 20 40 60 80 100 120
% Load

Figure 3. Variation of brake thermal efficiency

4.1.3.Exhaust gas temperature
The variation of EGT with respect to load for diesel fuel, biodiesel and its blend is shown in
Figure 4. The EGT increases with increase in load for all tested fuels.
352 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358

400
Exhaust gas temperature(°C)

350

300
Diesel
250 Fuel
B5
200
B25

150 B50

100 B75

B100
50

0
0 20 40 60 80 100 120
% Load

Figure 4. Variation of exhaust gas temperature

The EGT of B5 is higher than diesel fuel due to higher viscosity, which results in poorer atomization,
poorer evaporation and extended combustion. When BTME concentration is increased (B25,B50, B75
and B100) the viscosity of blends increased furthermore and because of this, the EGT of blends are lower
than EGT of diesel fuel. At low engine speed, the EGT of biodiesel operated diesel engine were higher
than diesel fuel and during higher engine speed, EGT of diesel fuel is higher than blended fuels, this may
be due to there is enough time for complete combustion of biodiesel at low engine speed and long after
burning stage because of it has higher viscosity[24].
5. Exhaust emission characteristics
5.1.Carbon monoxide emission
 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358 353

Figure 5 shows the variation of CO emission for diesel fuel, biodiesel and its blends. With the
addition of BTME content in the blend and at low load, the CO emission decreases for all the blended
fuels and neat biodiesel then increases during higher loading conditions due to higher viscosity. At low
and medium loads, CO emissions of the blends were not much different from those of standard diesel.
The differences between the CO emissions of biodiesel and its blends with diesel fuel are fairly small.
However, at high loads, the CO emissions of biodiesel and its blends decreased significantly when
compared with those of standard diesel. This is due to presence of higher oxygen content in biodiesel. The
reduction in CO emissions with B5,B25, B50, B75 and B100 are 2.1, 3.4, 8.2, 13.4 and 24.7%
respectively, which is lower than that of diesel fuel at full load of the engine. The least CO emissions
have been obtained for B100.

0.35
Diesel
Fuel
0.3 B5
Carbon monoxide(% Volume)

B25
0.25
B50

0.2 B75

B100
0.15

0.1

0.05

0
0 20 40 60 80 100 120
% Load
Figure 5. Variation of carbon monoxide emission
5.2.Hydrocarbon emission
The variation of HC emission with load for diesel fuel, biodiesel and its blend is shown in Figure
6. It is clear from Figure 6 that there is an increase in HC emissions for all test fuels as load increases.
This is due to fuel- rich mixtures at higher loads. At a lower load, the blends containing higher percentage
of diesel will have higher HC emission. It may be due to the lower viscosity of higher percentages of
diesel in the blends, and larger diesel dispersion in the combustion chamber. However, at full load, diesel
354 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358

had the highest HC emission. The reduction in HC emissions with B5, B25, B50, B75 and B100 are 2.13,
5.25, 11.65, 23.53 and 32.5% respectively, which is lower than that of diesel fuel at full load of the
engine. With the addition of biodiesel in the blend which reduces unburned hydrocarbon considerably.
This is due to presence of oxygen in biodiesel and higher combustion temperature, which promote the
oxidation of hydrocarbon emissions. The minimum value of HC emission is obtained with BTME content
in the blend (B100).

50

40 Diesel
Hydrocarbon (ppm)

Fuel
B5
30
B25

B50
20
B75

10 B100

0
0 20 40 60 80 100 120

% Load

Figure 6. Variation of hydrocarbon emission

Oxides of Nitrogen emission
Figure 7 shows the variation of NOx emission for diesel fuel, biodiesel and its blends. The NOx
emission for BTME and its blends are slightly higher than diesel fuel for all loading conditions. This is
due to higher viscosity of blended fuels and increase in heat release rate when compared with diesel fuel.
Many researchers reported in the literature that the cetane number influences NO x emissions from diesel
engines. A lower cetane number means an increase in ignition delay and more accumulated fuel/air
mixture, which causes a rapid heat release at the beginning of the combustion,
 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358 355

1000
900
800
Oxides of Nitrogen(ppm)

700
Diesel
600 Fuel
B5
500
B25
400
B50
300
B75
200
B100
100
0
0 20 40 60 80 100 120
% Load

Figure 7. Variation of oxides of nitrogen emission

resulting in high temperature and high NOx formation[30].Tallow methyl ester has higher cetane number
and higher flash point when compared to diesel fuel. It has been reported by Zheng et al.(2008)that the
biodiesel with a cetane number similar to the diesel fuel produced higher NOx emissions than the diesel
fuel. However the biodiesel fuels with a higher cetane number had comparable NO x emissions with diesel
fuel. A higher cetane number would result in a shortened ignition delay period thereby allowing less time
for the air/fuel mixing before the premixed combustion phase. Consequently, a weaker mixture would be
generated and burnt during the premixed combustion phase resulting in relatively reduced NO x formation
[31]. NOx emissions were found to increase due to the presence of extra oxygen in the molecules of
biodiesel blends[32].
Smoke density
The variation in smoke density with diesel fuel, biodiesel and its blend is shown in Figure 8. As
shown in the Figure 8, the smoke density decreases with all blended fuels and also for neat BTME
(B100).The result of low smoke emission with biodiesel and its blend is due to the presence of low carbon
content in the biodiesel. The maximum reduction in smoke emission is about 63% recorded for neat
biodiesel(B100).This is due to more oxygen content of BTME which reduces the formation of crucial
smoke during combustion. For biodiesel and its blends B5,B25,B50 and B75 the smoke density is
356 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358

decreased by 63%,17.4%, 21.5%, 36% and 49.25% respectively, which is lower than that of diesel fuel.

90
Diesel
Fuel
80
B5

70 B25
Smoke density(HSU)

60 B50

B75
50
B100
40

30

20

10

0
0 20 40 60 80 100 120
% Load
Figure 9. Variation of smoke density
Conclusions
In this study, the engine performance and exhaust emission of direct injection diesel engine
fuelled with methyl esters of beef tallow as neat biodiesel and its blend with diesel are investigated and
compared with neat diesel fuel. Based on the experimental study, the following conclusions are
summarized as follows:
The BSFC decreased with an increase in engine load. For biodiesel and its blends the BSFC are
higher than that of diesel fuel. The BSFC values for biodiesel, B5,B25, B50 and B75 blends are
187,198,213,221,235 and 248g/kw-hr respectively, which is higher than diesel fuel.
For biodiesel and its blends there is a slight decrease in brake thermal efficiency. The BTE of
biodiesel and its blends are 49.28, 48.45, 47.85, 46.07, 44.85 and 43.25% respectively which is
lower than diesel fuel at full load of the engine.
The NOx emission is higher than diesel fuel for all modes of test fuels. This is due to higher
oxygen content of biodiesel, which would result in better combustion and maximum cylinder
temperature. The maximum value of NOx emission is 6.35% for neat biodiesel (B100) at full
 D. John Panneer Selvam and K. Vadivel / Procedia Engineering 38 (2012) 342 – 358 357

load conditions, which is higher than diesel fuel.

For biodiesel and its blends, it was found that CO and HC emissions were lower than that of pure
diesel. The lowest CO and HC emissions were obtained for neat biodiesel (B100).The maximum
reduction in CO and HC emission with neat biodiesel and at full load are 24.7% and 32.5%
respectively which is lower than diesel fuel.
An appreciable amount of reduction in the exhaust smoke emission is recorded with biodiesel
and its blends to compare with diesel fuel. For biodiesel and its blends B5,B25,B50 and B75 the
smoke density is decreased by 63%,17.4%, 21.5%, 36% and 49.25% respectively, which is
lower than that of diesel fuel.
On the whole, the methyl esters of beef tallow and its blends can be used as an alternative fuel in
diesel engines without any engine modifications. It gives lower HC, CO and smoke emissions
when compared with the diesel fuel. But the addition of higher percentage of biodiesel blends
with diesel fuel which decreases brake thermal efficiency and increases specific fuel
consumption.

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