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Energy Procedia 81 (2015) 918 – 929

69th Conference of the Italian Thermal Machines Engineering Association, ATI2014

PERFORMANCES AND EMISSIONS OF A 2-STROKE DIESEL

ENGINE FUELED WITH BIOFUEL BLENDS
Adolfo Senatorea, Dario Buonoa, Emma Frosinaa,*,
a
Department of Industrial Engineering, University of Naples Federico II, Via Claudio 21, Naples 80125, Italy

Maria Vittoria Pratib, Gerardo Valentinob

b
Istituto Motori – National Research Council, Via Guglielmo Marconi 8, Napoli 80125 , Italy

Ferruccio Polesc
c
Polo di mantenimento Pesante, via San Paolo Belsito, Nola 80035 , Italy

Abstract

Diesel engines are worldwide used as a primary power source not only in motor vehicles, but also in off-road
engine applications. Two-stroke Diesel engine is most commonly seen in applications demanding a large power
output, such as ships and electric generation plants. The use of biofuels has increased during the last years in
response to concerns about climate change and to increase security of supply.
In this paper some results obtained with a 2-Stroke 6V53 Detroit Diesel (5.22L displacement, 150kW at
2800rpm) fueled with a commercial diesel fuel and biodiesel (100%RME) are discussed.
CO, NO/NOx, CO2 and particulate matter (PM) have been sampled at 1 Hz in different load conditions and fuel
consumption has been measured.
A catalyzed Diesel particulate filter (DPF) has been also installed at the exhaust to reduce PM emissions and the
influence of fuel quality on emissions and fuel consumption was analyzed.
The installation of DPF has involved an average of less than 10% fuel economy penalty for both tested fuels.
A passive DPF system can be easily installed at the exhaust of in-use engine and it permits to reduce more than
90% PM emissions.
©©2015
2013TheTheAuthors. Published
Authors. by Elsevier
Published Ltd. Ltd.
by Elsevier This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of the Scientific Committee of ATI 2014

* Corresponding author. Adolfo Senatore Tel.+39 081 7623276

E-mail address: adolfo.senatore@unina.it

1876-6102 © 2015 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of the Scientific Committee of ATI 2014
doi:10.1016/j.egypro.2015.12.147
 Adolfo Senatore et al. / Energy Procedia 81 (2015) 918 – 929 919

Keywords: DPF, Break Even Temperature, Two Stroke Diesel Engine, Biodiesel

1. Introduction

The International Energy Agency (IEA) predicted that, under current policies, in 2030 the global demand for
energy will increase by 55% compared to 2005 [1]. In particular the amount of energy used for the mobility has the
most important role with, obviously, great repercussions on the environmental impact [2]. In this context the fossil
fuels, probably for more decades, will, still, have a prominent role. The continuous increase in demand and the
limited resources available has led many researchers to assume that, with such trends in consumption and referring
to the typical fuel adopted in mobility, the natural gas reserves will be depleted in about 60 years, while those of oil
in just 40 years [3]. The 2014 EC communication on European Energy Security Strategy highlights the need to
reduce reliance on fuel imports to the EU [4]. In recent years the EU has adopted measures to encourage the
production and use of sustainable biofuels. i.e. such as those made from wastes and algae, provide high greenhouse
gas savings with low risk of causing indirect land use change and do not compete directly for agricultural land for
the food and feed markets [5]. Biodiesel is, as well known, a fuel deriving, through a process of transesterification,
from many different sources including plant oil, animal fats, cooking oil, and algae.
In 2002, EPA published a technical analysis of the effect of biodiesel on exhaust emissions from diesel-powered
vehicles with a large amount of emissions data (from the 1980s and early 1990s) comprised many two-stroke engine
results [6]. Since four-stroke engines have dominated the vehicular industry during the last decades, two-stroke
Diesel engines are nowadays most commonly seen in applications demanding a large power output, such as ships
and electric generation plants or in generating power for building roads, mining, aircraft ground support equipment,
high-end marine pleasure craft, and in most of the world's armies and navies [7].
The disadvantages of the two-stroke cycle are that emissions are higher than a four-stroke cycle, and fuel
efficiency can be marginally poorer. The environmental performance of these engines are also becoming an issue
due to difficulty to bring into compliance with modern emission regulations. The use of biodiesel could reduce
greenhouse gas emissions and the particulate matter released into the atmosphere. To meet the actual Diesel
emissions regulations, many engine manufacturers are using a Diesel Particulate Filter (DPF) integrated into a
regeneration system (active or passive type) for particulate reduction, combined with engine tuning for NOx
reduction. High efficiency DPF technology can reduce PM emissions up to 90% but some of these systems are
known to increase the proportion of NO2 in the total NOx emission. In fact one of the possibilities for the DPF
regeneration is to generate NO2, by the oxidation of NO, then this reacts with the trapped carbon particles to clean
the filter continuously. A critical requirement for the implementation of DPF on a Biodiesel powered engine is the
determination of Break-even Temperature (BET) which is defined as the temperature at which particulate deposition
on the filter is balanced by particulate oxidation on the filter. This balance point needs to occur at sufficiently low
temperatures to fit within the exhaust temperature range of a typical diesel vehicle duty cycle.
The authors of this work have a long experienced [8-9] in the field of applications of biodiesel and its blends with
Diesel Fuel. In particular, this study examines the characteristics of 2-stroke diesel emissions using a Detroit 6V53
engine, equipped with a passive DPF system as retrofit application, and 100% rapeseed methyl ester (RME)
biodiesel (B100) as fuel. Regulated emissions (CO, CO2, NOx and Particle Matter) were measured running the
engine in various steady state conditions with B100 and diesel fuel. The aim is analysis of the impact of fuel
composition on particulate trap efficiency and on the break-even temperature.

2. Experimental Set-Up and engine description

Engine set-up
Tests were performed with a 2-stroke Detroit 6V53 engine (204 CV max output), described in Table 1,
connected to a Schenk 550 kW capacity, eddy current absorbing dynamometer. This engine provides power for a
920 Adolfo Senatore et al. / Energy Procedia 81 (2015) 918 – 929

variety of military equipment to include: cargo, personnel, recovery vehicles, self-propelled mortars, flame throwers,
missile carriers, and light armored vehicles. All the tests were carried on by the laboratory of 'Polo di Mantenimento
Pesante Sud', a military factory of the Italian Army.

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Table 1: Engine characteristics

The following engine control signals have been measured:

o Speed, Torque and Power;
o Fuel flow rate (AVL 730 – 1800);
o Controlled intake air conditions;
The engine has been instrumented with many temperature and pressure sensors. In particular, the DPF
upstream and downstream temperatures were measured by K-type thermocouples, while the DPF differential
pressure by a piezoresistive transducer (Buckert 8314, range 1 -6 bar). These transducers were acquired by a
National Instruments® acquisition system, with a 24 bit analog digital converter (NI PCI 4351).

Fuels
A commercial diesel fuel, complying with EN 590:2009 and a max FAME content of 7%, and a 100%RME
biodiesel, complying with EN 14214, have been tested.

Exhaust gas analyzer

Gaseous emissions were obtained with a Semtech-D (by Sensor) analyzer. This analyzer measures: Carbon
monoxide (CO), Carbon dioxide (CO2), Hydrocarbons (HC), Oxygen (O2) and Nitric oxides (NO/NO2/NOx). HC
were not measured during this experimental campaign due to analyzer malfunctions. Particulate mass quantification
was realized with the MPM4 by Maha, it is a real-time instrument that utilizes laser light scattering photometry for
the particulate measurement. All measurement were realized at 1 Hz.

After treatment device

At the engine exhaust a catalyzed diesel particulate filter (DPF) has been installed. Exhaust samples were pulled
upstream and downstream of the DPF, while exhaust temperature, filter temperature and pressure drop across the
DPF were monitored.
DPF was an Engelhard's DPX™ particulate filter that uses a patented catalytic technology to continuously burn
the trapped particulate at normal diesel operating exhaust temperatures, without the need for external controls or
heating devices. It utilizes a cordierite wall-flow monolith (100 cpsi), packaged into a steel housing, with Platinum
as catalyst applied directly to filter substrate. Pt shows a good activity in supporting filter regeneration and for
oxidizing CO and HC. The disadvantages of Pt include production of sulfate particulates (which limits its
applicability with high sulfur fuels) and increased levels of tailpipe NO2. The use of a such fully passive filter
 Adolfo Senatore et al. / Energy Procedia 81 (2015) 918 – 929 921

systems is practically limited to retrofit applications, that is of interest in this study [10]. The filter can regenerate
passively at engine loads above approximately 40% of the maximum torque.

Test Procedure.
All the tests were performed running the engine in various steady state conditions with both fuels.
At different engine speed (1500, 2000 and 2500 rpm) the load was increased on the engine in steps (50, 100, 200,
300, 400, 500, 530/580 Nm) and each testing point was kept for at least 20 minutes. Tests have been repeated twice.

Prior to a break-even temperature (BET) test, the filter were cleaned of particulate via operation at elevated
temperature. Then, the exhaust temperature was increased in steps by increasing the load on the engine.

3. Results: Emissions

Raw emissions

The characteristics of CO emission are shown in Figure 1. For Diesel fuel, there is a strong increase of CO
emissions (up to 7000 ppmv) at engine loads higher than 400 Nm for the three engine speed due to strong
enrichment of the mixture. By fueling biodiesel this behavior is shown only at 1500 rpm.
With biodiesel, CO emissions strongly decrease due to enhanced complete combustion for the oxygen contained in
the fuel. The raw exhaust emissions of carbon monoxide from biodiesel are on average 70% lower than CO from

CO UPSTREAMDPF
8000

7000

6000
CO[ppmvol]

Biodiesel2500rpm
5000
Biodiesel2000rpm
4000
Biodiesel1500rpm
3000
Dieselfuel2500rpm

2000
Dieselfuel2000rpm

1000 Dieselfuel1500rpm

0
0 100 200 300 400 500 600

Torque[Nm]

diesel.

Figure 1: CO concentrations upstream of DPF

Figure 2 shows the variation of NOx emission with engine load. The NOx concentration increases with increase of
engine load for both fuels. NOx emissions of the biodiesel are comparable with those obtained with diesel fuel and
in many experimental points slightly lower. One of the side effects in this type of filter which utilize NO2
regeneration is increased nitrogen dioxide level at the tailpipe because the generated NO2 is never completely
consumed in soot oxidation. In fact an increased NO2/NOx ratio in the total NOx emission has been measured,
reaching values up to 25%.
922 Adolfo Senatore et al. / Energy Procedia 81 (2015) 918 – 929

NOx UPSTREAMDPF
1400

1200

1000 Biodiesel2500rpm

NOx[ppmvol]
Biodiesel2000rpm
Biodiesel1500rpm
800
Dieselfuel2500rpm
Dieselfuel2000rpm
600 Dieselfuel1500rpm
Poli.(Biodiesel2500rpm)
Poli.(Biodiesel2000rpm)
400 Poli.(Biodiesel1500rpm)
Poli.(Dieselfuel2500rpm)
Poli.(Dieselfuel2000rpm)
200 Poli.(Dieselfuel1500rpm)

0
0 100 200 300 400 500 600

Torque[Nm]

Figure 2: NOx concentrations upstream of DPF

Figure 3 shows the variation of Particulate Matter (PM) emission with engine load. The PM concentration
increases with increase of engine load for both fuels. PM emissions of the biodiesel are one order of magnitude
lower than those obtained with diesel fuel. The increased oxygen concentration in the biodiesel-blend, which aids
the soot oxidation process can be identified as the key contributor for the benefits of biodiesel relative to diesel
operation.

PM UPSTREAMDPF
500

450

400

350 Biodiesel2500rpm
Biodiesel2000rpm
3] 300 Biodiesel1500rpm
m
/
g 250 Dieselfuel2500rpm
m Dieselfuel2000rpm
[
M 200 Dieselfuel1500rpm
P Poli.(Biodiesel2500rpm)
Poli.(Biodiesel2000rpm)
150
Poli.(Biodiesel1500rpm)
100 Poli.(Dieselfuel2500rpm)
Poli.(Dieselfuel2000rpm)
50 Poli.(Dieselfuel1500rpm)

0
0 100 200 300 400 500 600

Torque[Nm]

Figure 3: PM concentrations upstream of DPF

DPF efficiency
In an ideal Particulate Trap, particulates which enter the filter are oxidized—either continuously or periodically—
without ever creating an excessive soot buildup in the media. The filter maintains a low-to-moderate soot load,
which produces an acceptable pressure loss. Continuous regeneration does not produce high temperature peaks due
to the exothermic combustion of soot, thus, there is little thermal stress on the filter material. This passive DPF
utilize a catalyst to facilitate low temperature oxidation of solid carbon particles in order to regenerate the filter and
this catalyst can oxidize carbon monoxide (and also HC) presents at raw exhaust, if its light-off temperature is
reached.
In table 2 the effect of the Diesel filter in terms of CO and particulate matter (PM) abatement is summarized as
mean values at different load values for the two fuels and the three engine speed. Conversion efficiency up 80%
have been observed for CO in high load conditions.
DPF shows filtration efficiency up to 95% in almost all tested conditions confirming, when also installed at the
exhaust of a 2-stroke diesel engine, the most effective way to remove soot particles from the exhaust gas.
 Adolfo Senatore et al. / Energy Procedia 81 (2015) 918 – 929 923

Load [Nm] Diesel fuel/Biodiesel

CO% PM%
50 15 ± 5 85 ± 5
100 25 ± 5 90 ± 5
200 30 ± 10 95 ± 3
300 30 ± 10 95 ± 3
400 40 ± 10 95 ± 3
500 70 ± 15 95 ± 3
520 80 ± 15 95 ± 3

Table 2: DPF efficiency

Fuel consumption
Figures 4 shows the effects of fuel quality and engine speed on the engine fuel consumption measured at various
load conditions, with DPF installed. As the Figure shows, fuel consumption increases at increasing of engine speed
and engine load. By using biodiesel fuel consumption increases of about 8-10% if compared with diesel fuel. The
fuel consumption depends on fuel specific gravity, viscosity and calorific value: biodiesel presents a higher specific
gravity and a lower heating value than diesel and more amount of fuel is needed to produce the same amount of
energy.
The use of filter is associated with a certain fuel economy penalty that has been evaluated at about 2% at 1500
rpm and 4% at 2500 rpm, by repeating tests without DPF installed at the exhaust, due to increased pressure drop.

FUELCONSUMPTIONWITHDPF
40

35

30
Biodiesel2500rpm
FuelConsumption [kg/h]

25 Biodiesel2000rpm
Biodiesel1500rpm
20 Dieselfuel2500rpm
Dieselfuel2000rpm
Dieselfuel1500rpm
15 Poli.(Biodiesel2500rpm)
Poli.(Biodiesel2000rpm)
10 Poli.(Biodiesel1500rpm)
Poli.(Dieselfuel2500rpm)

5 Poli.(Dieselfuel2000rpm)
Poli.(Dieselfuel1500rpm)

0
0 100 200 300 400 500 600

Torque[Nm]

Figure 4: Fuel consumption with DPF

4. B.E.T.

In this phase, it will be analyzed the applicability of the Diesel Particulate Filter on the tested engine, evaluating
the Break Even Temperature (BET), both for Diesel Fuel and Biodiesel.
The BET determination can give very useful information on DPF performance, in term of self-regeneration
temperature and on the adopted fuel.
The BET was evaluated increasing the engine output torque (to increase the exhaust gas temperature) and
evaluating the differential pressure on the DPF device, at a fixed engine speed. For low exhaust gas temperatures
(low engine load), the DPF differential pressure slightly arises while at high temperatures, when the collected
particle is burned, the differential pressure decreases. The aim of this analysis is the experimental determination of
the Break Even Temperature for both analyzed fuels.
924 Adolfo Senatore et al. / Energy Procedia 81 (2015) 918 – 929

The experimental procedure consisted of 7 steps at fixed engine rpm, during which the engine load was
progressively increased, starting from 50 Nm to its maximum value. The considered engine speeds were:

x 1500 rpm
x 2000 rpm
x 2500 rpm

while the engine loads were:

x 50 Nm
x 100 Nm
x 200 Nm
x 300 Nm
x 400 Nm
x 500 Nm
x Full load

Every step lasted more than 1000 seconds to reach steady a state condition for all the engine parameters. At the
end of an experimental test, the differential pressure was evaluated and the BET was found analyzing the time
derivative of the DPF differential pressure versus the exhaust gas temperature.
In figure 5 the exhaust gas temperature behavior, at 1500 rpm, is shown, at downstream and upstream the DPF:

Figure 5: Exhaust gas temperature

Figure 6: Differential pressure-Diesel fuel case-1500 RPM

 Adolfo Senatore et al. / Energy Procedia 81 (2015) 918 – 929 925

Analyzing this graph, it possible to analyze the whole procedure: during the seven steps, the upstream
temperature went from about 120 °C to 450 °C, while the downstream one reached more than 500°C; furthermore,
form the fourth step (300 Nm), the upstream temperature is higher than the downstream one because the self-
regeneration procedure started, or, in other words, the collected particle is burned. In figure 6, instead, the DPF
differential pressure is shown:
It is easy to understand that during the first three steps, when the gas temperature is lower than 200°C, the
differential pressure arises while for high temperatures, it decreases. In fact, the aim of this experimental procedure
is to collect particle during the first step and then to burn it, evaluating at the same time both the gas temperature and
pressure upstream and downstream the DPF. In this way it is possible to understand how the DPF collects or burns
the particulate matter and, in particular, at which temperature the particle burning occurs. To numerically evaluate
the Break Even Temperature it is necessary to derive versus time the DPF differential pressure and to plot it versus
the downstream gas temperature. The point where this curve intercepts the temperature axis is assumed as the
balance temperature. In figure 7 the differential pressure behavior is shown, for the 1500rpm case and when the
engine was fuelled with Diesel fuel:

Figure 7: BET determination-Diesel fuel case

In the Diesel fuel case, at 1500 rpm, it was found that the BET was 340°C.
The same procedure was repeated for the Biodiesel too and in the three engine speeds. In all the engine
conditions it was found that the BET was always lower for the Biodiesel case (see table A3):

Diesel fuel Biodiesel

1500 rpm 340°C 299°C
2000 rpm 319°C 300°C
2500rpm 322°C 310°C

Table A3: Break Even Temperature

For the full discussion, in the following figures 8, 9 and 10, the BET determination will be shown for all the
examined cases, comparing Biodiesel and Diesel fuel:
926 Adolfo Senatore et al. / Energy Procedia 81 (2015) 918 – 929


Figure 8: BET determination at 1500 rpm


Figure 9: BET determination at 2000 rpm


Figure 10: BET determination at 2500 rpm

As stated, in all the analyzed conditions, when the engine is fuelled with Biodiesel, the BET results always lower.
To deep understand, the DPF behavior, in the following figures 11 and 12, a comparison on the exhaust gas
temperatures and differential pressure, at 2500 rpm will be shown, during the BET evaluation procedure, while in
table 4 there is comparison on the exhaust gas temperatures, upstream and downstream DPF.
 Adolfo Senatore et al. / Energy Procedia 81 (2015) 918 – 929 927

1500 rpm Diesel fuel Biodiesel

Load [Nm] T Upstream [°C] T Downstream [°C] T Upstream [°C] T Downstream [°C]

50 129 131 130 132

100 145 147 148 150
200 193 197 194 199
300 248 255 245 252
400 319 333 299 311
500 395 439 393 433

Full Load 445 533 424 481

2000 rpm
50 141 143 138 140
100 166 168 169 172
200 217 222 215 219
300 267 275 265 272
400 319 332 333 344
500 390 406 385 398

Full Load 476 532 441 470

2500 rpm

50 171 174 150 153

100 202 207 180 184
200 244 250 218 224
300 323 335 269 277
400 369 382 325 336
500 461 483 369 381

Full Load 489 520 410 424

Table 4 Exhaust gas temperature upstream and downstream DPF at 1500, 2000 and 2500 rpm

Figure 11: Exhaust gas temperature at 2500 rpm

928 Adolfo Senatore et al. / Energy Procedia 81 (2015) 918 – 929

P_Diff_DF

P_Diff_BD

Figure 12: Differential pressure at 2500 rpm

5. Conclusions

In this paper an experimental campaign on a two stroke Diesel engine was performed, fueling it with commercial
Diesel fuel and pure Biodiesel. The exhaust line was equipped with a particulate filter (DPF) which uses a patented
catalytic technology to continuously burn the trapped particulate.
The tests revealed that:
x CO e PM emissions decrease when the engine is fueled with pure Biodiesel while the NOx emissions do
not increase significantly.
x The fuel consumption increases about 8 – 10 % in the Biodiesel case
x The DPF device shows a high efficiency (about 95%) with both fuels
Furthermore the Break Even Temperature (BET) was calculated by an experimental procedure at three different
engine speeds, increasing progressively the engine load, to increase the exhaust gas temperatures. The tests revealed
that the BET is always lower for the pure Biodiesel case, in all examined engine running conditions.
The results of this study show that
x biodiesel has the potential to reduce emissions from 2-stroke Diesel engine
x It can be used in this engine without modification
x The DPF device reduce the PM emission for both tested fuel

Nomenclature

B100 neat biodiesel

DPF diesel particulate filter
FAME fatty acid methyl ester
LHV lower heating value
PM particulate matter

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