Project On Bio-Diesel

VISVESVARAYYA TECHNOLOGICAL UNIVERSITY
“Jnana Sangama “Belagavi, Karnataka, India – 590018
R. T. E. SOCIETY’S
RURAL ENGINEERING COLLEGE
HULKOTI - 582205
DEPARTMENT OF MECHANICAL ENGINEERING
PROJECT WORK PHASE – II

“EXPERIMENTAL INVESTIGATION ON PERFORMANCE AND EMISSION
CHARECTERSTICS OF DIESEL ENGINE USING MAMEY SAPOTE BIODIESEL AS
ALTERNATE FUEL”
Submitted in partial fulfilment of the requirement for the award of
BACHELOR OF ENGINEERING
IN
MECHANICAL ENGINERING
SUBMITTED BY
MANOJ M HOSAMANI 2RH19ME402
UNDER THE GUIDANCE OF

PROF. S. N. BEVINAHALLI
DEPT OF MECHANICAL ENGINEERING
RURAL ENGINEERING COLLEGE HULKOTI - 582205
R.T.E. Society’s
Rural Engineering College
Department of Mechanical Engineering
Hulkoti – 582205
2021 – 2022
Certified that the Project Work Phase – II Report Entitled
“EXPERIMENTAL INVESTIGATION ON PERFORMANCE AND EMISSION

CHARECTERSTICS OF DIESEL ENGINE USING MAMEY SAPOTE BIODIESEL AS
ALTERNATE FUEL”
Carried out by
Mr. MANOJ M HOSAMANI (2RH19ME402)
are bonafied students of Department of Mechanical Engineering, in partial fulfilment for the
award of degree of Bachelor of Engineering in Mechanical and Engineering of the
Visvesvaraya Technological University, Belgavi during the year 2021-22. It is certified that
all corrections/suggestions indicated for internal assessments have been approved as it
satisfies the academic requirements in respect of Project Work Phase – II work prescribed for
the said degree
GUIDE HOD PRINCIPAL

PROF. S. N. BEVINAHALLI Dr. M. D. HARLAPUR Dr. V. M. PATIL
External Viva
Name of the Examiners Signature with Date

1
2
ACKNOWLEDGEMENT
The satisfaction and euphoria that accompany the successful completion of any task would be
incomplete without the mention of the people who made it possible, whose constant guidance and
encouragement crowned the efforts with success.
We would like to profoundly thank management of rural engineering college for providing such a
healthy environment for the successful completion of project work.
We would like to express my thanks to Principal Dr. V. M. Patil for their encouragement that
motivated me for the successful completion of project work.
It gives us immense pleasure to thank Dr. M. D. Harlapur Prof & head of department for his
constant support and encouragement.
Also, we would like to express my deepest sense of gratitude to my project guide Prof. S. N.
BEVINAHALLI for his constant support and guidance throughout the project work.
We would like to thank all other teaching and non-teaching staff of mechanical engineering
department who has directly or indirectly helped me in completion of project work.
Last, but not least, we would hereby acknowledgement and thank my parents who have been source
of inspiration and also instrumental in the successful completion of project work.
PROJECT ASSOCIATES
MANOJ M HOSAMANI 2RH19ME402

ABSTRACT
In the present study an experimental investigation was carried out with Mamey Sapote oil as an
alternative fuel in a compression ignition engine. The problems associated with fruit seed oil are high
viscosity, low volatility and high reactivity, but at the same time their higher cetane number, lower
Sulphur content and higher oxygen concentration are the desirable properties to use as a fuel in
compression ignition engines. The process of transesterification of fruit seed oil with methyl alcohol
provides a significant reduction in viscosity, thereby enhancing the physical properties of fruit oil. The
current paper reports a study carried out to investigate the combustion, performance and emission
characteristics of Mamey Sapote oil methyl ester with diesel fuel on a single-cylinder, four- stroke,
direct injection and water-cooled diesel engine. This study gives the comparative measures of brake
specific fuel consumption, brake power, brake thermal efficiency, mechanical efficiency, volumetric
efficiency, CO, CO2, HC, NOx and smoke opacity. Mamey Sapote Biodiesel was blended at 5%, 10%,
15% and 20% ratio with diesel fuel in the present study. The results indicate that the CO and HC
emissions were lower than diesel at 15% of MSO, and NOx emissions decreased up to 20.5% for 15%
MSO when compared with diesel. From the investigation it can be concluded that biodiesel can be used
as an alternative to diesel in a compression ignition engine without any engine modifications.
CONTENTS
CHAPTER DESCRIPTION PAGE NO
1 INTRODUCTION 1
2 LITERATURE SURVEY 11
3 MATEREAL METHODOLOGY 13
4 EXPERIMENTAL SETUP 21
5 RESULTS & DISCUSSION 24
6 CONCLUSION 33
7 REFERENCES 34
LIST OF FIGURES
FIGURE DESCRIPTION PAGE NO
NO
1 Bio Fuel Nursery 4
2 Different types of bio diesel 5
3 Mamey sapote seeds 13
4 Oil expelling and extraction 14
5 Transesterification process 14
6 Oil setteling tank 15
7 Filtration 16
8 Processing steps of Biodiesel production 16
9 Bio diesel blends 17
10 Flash and Fire testing 17
11 Viscosity testing 18
12 Density Testing 18
13 Engine Setup 21
14 Load Vs Bte 24
15 Load Vs Sfc 25
16 Load Vs Vol Eff 26
17 Load Vs Egt 26
18 Load Vs Hc 27
19 Load Vs Co 28
20 Load Vs Nox 28
21 Load Vs Co2 29
22 Load Vs O2 30
LIST OF TABLES
Table No Description Page No
Properties of Mamey sapote biodiesel blends compare

1 19
with diesel
2 Engine Specification 21
EXPERIMENTAL INVESTIGATION ON PERFORMANCE AND EMISSION CHARECTERSTICS
OF DIESEL ENGINE USING MAMEY SAPOTE BIODIESEL AS ALTERNATE FUEL (2021-2022)
CHAPTER-1
INTRODUCTION
1.1 Background, motivation and Energy overview in India
Transesterification of a vegetable oil was conducted as early as 1853 by Patrick Duffy, four
decades before the first diesel engine became functional Rudolf Diesel's prime model, a single 10 ft
(3.0 m) iron cylinder with a flywheel at its base, ran on its own power for the first time in Augsburg,
Germany, on 10 August 1893 running on nothing but peanut oil. In remembrance of this event, 10
August has been declared "International Biodiesel Day. It is often reported that Diesel designed his
engine to run on peanut oil, but this is not the case. Diesel stated in his published papers, "At the Paris
Exhibition in 1900 (Exposition Universally) there was shown by the Otto Company a small Diesel
engine, which, at the request of the French government ran on arachidic (earth-nut or pea-nut) oil (see
biodiesel), and worked so smoothly that only a few people were aware of it. The engine was constructed
for using mineral oil, and was then worked on vegetable oil without any alterations being made. The
French Government at the time thought of testing the applicability to power production of the Arachidic,
or earth-nut, which grows in considerable quantities in their African colonies, and can easily be
cultivated there." Diesel himself later conducted related tests and appeared supportive of the idea In a
1912 speech Diesel said, "The use of vegetable oils for engine fuels may seem insignificant today but
such oils may become, in the course of time, as important as petroleum and the coal-tar products of the
present time." Throughout the 1990s, plants were opened in many European countries, including the
Czech Republic, Germany and Sweden. France launched local production of biodiesel fuel (referred to
as diester) from rapeseed oil, which is mixed into regular diesel fuel at a level of 5%, and into the diesel
fuel used by some captive fleets (e.g. public transportation) at a level of 30%. Renault, Peugeot and
other manufacturers have certified truck engines for use with up to that level of partial biodiesel;
experiments with 50% biodiesel are underway. During the same period, nations in other parts of the
world also saw local production of biodiesel starting up: by 1998, the Austrian Biofuels Institute had
identified 21 countries with commercial biodiesel projects. 100% biodiesel is now available at many
normal service stations across Europe. India's total biodiesel requirement is projected to grow to 3.6
million tons in 2011–12, with the positive performance of the domestic automobile industry. Analysis
from Frost & Sullivan, Strategic Analysis of the Indian Biofuels Industry, reveals that the market is an
emerging one and has a long way to go before it catches up with global competitors. The Government
is currently implementing an ethanol-blending program and considering initiatives in the form of

RURAL ENGINEERING COLLEGE HULKOTI Page-1
mandates for biodiesel. Due to these strategies, the rising population, and the growing energy demand
from the transport sector, biofuels can be assured of a significant market in India. On 12 September
2008, the Indian Government announced its 'National Biofuel Policy'. It aims to meet 20% of India's
diesel demand with fuel derived from plants. That will mean setting aside 140,000 square kilometers
of land. Presently fuel yielding plants cover less than 5,000 square kilometers.
Biofuels are a serious option to compete with oil in the transport system compared to other technologies
such as hydrogen, because biofuel technologies are already well developed and available in many
countries. Bioethanol and biodiesel can be mixed with the petroleum products (gasoline and diesel) they
are substituting for and can be burned in traditional combustion engines with blends containing up to 10
per cent biofuels without the need for engine modifications.
India is a diesel-deficit nation and demand has far out striped supply. India's diesel production will not
be able to keep pace with the rapidly growing demand. Government's pricing policy now allows oil
companies to decide prices. Diesel is not much cheaper than petrol any more. Diesel demand in the
country is growing at an annual rate of 8%. At this rate India will need a brand new 9 Million Tons per
year refinery every year. The automobiles industry has estimated that the share of diesel vehicles, in
overall vehicle sales has crossed the 40% mark. The price of fuels is now going to be in line with price
of crude oil. Hence the Petrol and Diesel prices are now in line with international price levels, which
makes biofuel economically attractive.
India's biodiesel processing capacity is estimated at 600,000 tons per year. The government owned Oil
Marketing companies have now floated a tender again to buy 840 million liters of Biodiesel. However,
there are few interested suppliers. They prefer to export, rather than selling in India.
1.2 Biofuels and sustainable developments in India
India, is currently the fourth largest greenhouse gas (GHG) emitter, the fifth largest energy
consumer and the second most populous country in the world. Naturally, there is an increase in energy
demand every year. India will need to import huge amounts of energy from other countries in order to
meet its energy demands. Although India’s per capita emissions are less than half the world’s average,
in 2010, its transport sector accounted for 13 percent of the country’s energy-related carbon-dioxide
emissions. Hence, India needs to find sustainable energy generation sources to meet its demands thereby
providing a good market for biofuels.
India’s biofuel production accounted for only 1 percent of global production in 2012. Bio-ethanol and
bio-diesel are the two biofuels that are commercially produced. Currently, first generation feedstocks
such as sugarcane, maize, sugar beet and cassava are commonly exploited for bio-ethanol along with

palm oil, jatropha oil and other edible oils from various oilseed crops for the production of bio-diesel.
But since the production of these fuels compete with food crops, questions regarding food security and
sustainability issues arise. Thus, there is tremendous potential for second generation biofuels in India,
especially for cellulosic and agricultural crop residues.
Biofuel development and use is a complex issue because there are many biofuel options which are
available. Biofuels, such as ethanol and biodiesel, are currently produced from the products of
conventional food crops such as the starch, sugar and oil feedstocks from crops that include wheat,
maize, sugar cane, palm oil and oilseed rape. Some researchers fear that a major switch to biofuels from
such crops would create a direct competition with their use for food and animal feed, and claim that in
some parts of the world the economic consequences are already visible, other researchers look at the
land available and the enormous areas of idle and abandoned land and claim that there is room for a
large proportion of biofuel also from conventional crops.
More than half of India’s land is used for agriculture, with massive production of crops residues and
crop wastes. Depending on the feedstock choice and the cultivation technique, second generation biofuel
production has the potential to provide many benefits such as net GHG reduction and reducing
competition with food consumption by making use of abandoned lands and consuming waste residues.
At the same time, molasses (a by-product of sugar) production is commonly used for the production of
alcohol and ethanol in India. However, current estimates indicate that molasses alone will not be
sufficient to meet India’s mandated requirement of 5% blending. Second-generation biofuels derived
from ligno-cellulosic feedstocks can overcome the problem of feedstock availability. These biofuels
originate from agricultural residues and by-products, organic wastes, and materials derived from
purposely grown energy plantations, offering a more preferable variety of woody, grassy, and waste
materials as a feedstock. In India, although second-generation biofuels are still under technological
investigation regarding conversion technologies and process operation, they are expected to meet the
requirements for lower land use and much better CO2 emission reduction potential after
commercialisation.
Biofuels are considered among the most promising alternative options, as they can be produced locally
and can be substituted for diesel and petrol to meet the transportation sector’s requirements. India, like
many other countries, is setting targets for the substitution of petroleum products by biofuels (GoI, 2003;
MNRE, 2009). Globally, countries have been setting varying targets, ranging from 5 percent to 20
percent for the transport of fuel products to be provided from renewable sources, to be met at various
times within the period 2010–2030 (Koonin, 2006; Wiesenthal et al., 2009; Eisentraut, 2010). The
interest in biofuels in the industrialised countries, apart from promoting energy security, is also aimed
at supporting agriculture and rural development and mitigating the threat of climate change by replacing

petroleum fuels with renewable sources (Lapola et al., 2010). According to IPCC (2007), biofuels have
a large potential to reduce GHG emissions in the transportation sector. On the other hand, developing
countries such as India have multiple constraints in promoting biofuels, such as promoting energy
security, rural development, and the reclamation of degraded lands as well as coping with the challenges
of land and water scarcity and improving food security.
Biofuels are considered among the most promising and economically viable alternative option, as they
can be produced locally, within the country, and can be substituted for diesel and petrol to meet the
transportation sector’s requirements. Then there wouldn’t be dependency on foreign oils, helping boost
the country’s overall economy.
Fig 1. Biofuel nursey
Oil being the dominant fuel in the world, like any other net oil-importing developing country, India’s
energy insecurity is centred on the uncertainty surrounding oil prices and its supply. Since oil, like any
other fossil fuel, is non-renewable, India faces increasingly difficult challenges in ensuring energy
security. The scope for fuel substitution is highly restricted in the transport sector, which is a very vital
one because of its role in ensuring the mobility of goods and people. The vehicular population is growing
at 8-10 percent annually in India, with two wheelers constituting 72 percent of the total registered motor
vehicles. Among the various petroleum products, diesel meets an estimated 73 percent of fuel demand
from transport sector.
With growing concerns of vehicular exhaust being one of the major causes of global environmental
pollution, the global community is seeking non-petroleum-based alternative fuels, along with more
advanced energy technologies, to increase energy use efficiency. Thus, there has been a worldwide
search for alternative renewable fuels to mitigate the problem of energy insecurity and India has been
exploring the feasibility of developing biofuels that can reduce the dependence on petroleum products
for transport.

India biofuel policy regime is influenced broadly by: (a) energy security concerns – ever increasing
energy demand necessitates search for renewable energy alternatives given India’s limited fossil fuel
reserves; (b) environmental concerns – growing local pollution and climate change concerns make it
imperative to search for environmentally friendly alternatives; (c) wasteland utilization – biofuel
feedstock cultivation could bring wastelands and other unproductive lands for effective utilization; and
(d) enhance rural livelihood options. India’s high-speed diesel (HSD) requirement would reach 190
million tons by 2031-32. Twenty percent blending target outlined in the National Biofuel Policy 2009
translates to biodiesel demand of about 38 million tons by 2031-32.
1.3 Types of Biofuels, Advantages, Disadvantages and Applications of Alternative

fuels
Bio fuel is a generic term referring to liquid or gaseous fuels derived from renewable biomass
such as plants and organic waste. Broad classification of Bio fuels is as follows:
First generation bio fuels are produced from agricultural feed stocks, vegetable oils, and animal fats
using conventional technology. The most common first-generation bio fuels are:
Bio ethanol – is blended with gasoline or petrol and produced by fermenting sugars or starches (includes
sugarcane, corn, wheat, and sugar beets, etc.)
Biodiesel – is blended with petroleum diesel and produced from vegetable oil or animal fats (made up
of the oil from palm, jatropha, coconut, and soybeans)
Fig 2. Different types of biodiesels

Second generation bio fuels are produced from non-food feedstocks, including plant and wood waste
(commonly called cellulosic bio fuels), micro-algae, or other technologies that are currently advanced
or experimental in nature. Some well-known alternative fuels include biodiesel, bio alcohol (methanol,
ethanol, butanol), chemically stored electricity (batteries and fuel cells), hydrogen, non-fossil methane,
non-fossil natural gas, vegetable oil, propane and other biomass sources.
Both ethanol and methanol have been used as an automotive fuel While both can be obtained
from petroleum or natural gas, ethanol has attracted more attention because it is considered a renewable
resource, easily obtained from sugar or starch in crops and other agricultural produce such as grain,

sugarcane, sugar beets or even lactose. Since ethanol occurs in nature whenever yeast happens to find a
sugar solution such as overripe fruit, most organisms have evolved some tolerance to ethanol, whereas
methanol is toxic.
Biodiesel (Fatty acid methyl ester), is commercially available in most oilseed-producing states in the
United States. As of 2005, it is somewhat more expensive than fossil diesel, though it is still commonly
produced in relatively small quantities (in comparison to petroleum products and ethanol). Many farmers
who raise oilseeds use a biodiesel blend in tractors and equipment as a matter of policy, to foster
production of biodiesel and raise public awareness. It is sometimes easier to find biodiesel in rural areas
than in cities. Biodiesel has lower Energy Density than fossil diesel fuel, so biodiesel vehicles are not
quite able to keep up with the fuel economy of a fossil fueled diesel vehicle, if the diesel injection system
is not reset for the new fuel. If the injection timing is changed to take account of the higher Cetane value
of biodiesel, the difference in economy is negligible. Because biodiesel contains more oxygen than diesel
or vegetable oil fuel, it produces the lowest emissions from diesel engines, and is lower in most emissions
than gasoline engines. Biodiesel has a higher lubricity than mineral diesel and is an additive in European
pump diesel for lubricity and emissions reduction.
Biogas may be used for Internal Combustion Engines after purification of the raw gas. The removal of
H2O, H2S and particles can be seen as standard producing a gas which has the same quality as
Compressed Natural Gas. The use of biogas is particularly interesting for climates where the waste heat
of a biogas powered power plant cannot be used during the summer.
High-pressure compressed natural gas, mainly composed of methane, that is used to fuel normal
combustion engines instead of gasoline. Combustion of methane produces the least amount of CO2 of
all fossil fuels. Gasoline cars can be retrofitted to CNG and become biofuel Natural gas vehicles (NGVs)
as the gasoline tank is kept. The driver can switch between CNG and gasoline during operation. Natural
gas vehicles (NGVs) are popular in regions or countries where natural gas is abundant.

1.3.1 Advantages:
Bio fuel advocates frequently point out the advantages of these plant- and animal-based fuels, such as.
• Cost: Bio fuels have the potential to be significantly less expensive than gasoline and other fossil
fuels. This is particularly true as worldwide demand for oil increases, oil supplies dwindle, and more
sources of bio fuels become apparent.
• Source material: Whereas oil is a limited resource that comes from specific materials, bio fuels can
be manufactured from a wide range of materials including crop waste, manure, and other by-
products. This makes it an efficient step in recycling.
• Renewability: It takes a very long time for fossil fuels to be produced, but bio fuels are much more
easily renewable as new crops are grown and waste material is collected.
• Security: Bio fuels can be produced locally, which decreases the nation's dependence upon foreign
energy. By reducing dependence on foreign fuel sources, countries can protect the integrity of their
energy resources and make them safe from outside influences.
• Economic stimulation: Because bio fuels are produced locally, bio fuel manufacturing plants can
employ hundreds or thousands of workers, creating new jobs in rural areas. Bio fuel production will
also increase the demand for suitable bio fuel crops, providing economic stimulation to the
agriculture industry.
• Lower carbon emissions: When bio fuels are burned, they produce significantly less carbon output
and fewer toxins, making them a safer alternative to preserve atmospheric quality and lower air
pollution.

1.3.2 Disadvantages
Despite the many positive characteristics of bio fuels, there are also many disadvantages to these energy
sources.
• Energy output: Bio fuels have a lower energy output than traditional fuels and therefore require
greater quantities to be consumed in order to produce the same energy level. This has led some noted
energy analysts to believe that biofuels are not worth the work.
• Production carbon emissions: Several studies have been conducted to analyse the carbon footprint
of bio fuels, and while they may be cleaner to burn, there are strong indications that the process to
produce the fuel - including the machinery necessary to cultivate the crops and the plants to produce
the fuel - has hefty carbon emissions.
• High cost: To refine bio fuels to more efficient energy outputs, and to build the necessary
manufacturing plants to increase bio fuel quantities, a high initial investment is often required.
• Food prices: As demand for food crops such as corn grows for bio fuel production, it could also raise
prices for necessary staple food crops.
• Food shortages: There is concern that using valuable cropland to grow fuel crops could have an
impact on the cost of food and could possibly lead to food shortages.
• Water use: Massive quantities of water are required for proper irrigation of bio fuel crops as well as
to manufacture the fuel, which could strain local and regional water resources.

1.3.3 Applications of bio fuels:
• Cars and Trucks: Several passenger vehicles come with a flex-fuel option that allows them
to run on ethanol/gasoline blends from 0 percent to 85 percent ethanol. Even normal gasoline
vehicles can operate on a 10 percent ethanol blend with no problems. Diesel cars and trucks
can run on biodiesel, though older models may need to have their fuel lines and gaskets
replaced with modern synthetic materials, since biodiesel is a solvent. Some diesel owners
have also modified their vehicles to run on straight vegetable oil.
• Aircraft: testing has shown the viability of biofuel use in the aviation industry, and use of biofuels to power aircraft is
expected to increase substantially in the next decade.
• Off-Road Equipment: A large percentage of off-road equipment -- such as vehicles used in agriculture, mining,
forestry, construction, and power and heat production -- use diesel fuel, making this equipment suitable for biodiesel
use.
• Small Engines: Small engines, like those found in lawn mowers and chainsaws, can use ethanol blends up to 10 percent
without problems.
• Biodiesel in generators: 2001, UC Riverside installed a 6-megawatt backup power system that is
entirely fueled by biodiesel. Backup diesel-fueled generators allow companies to avoid damaging
blackouts of critical operations at the expense of high pollution and emission rates. By using B100,
these generators were able to essentially eliminate the byproducts that result in smog, ozone, and
sulfur emissions. The use of these generators in residential areas around schools, hospitals, and the
general public result in substantial reductions in poisonous carbon monoxide and particulate matter.

1.4 Problem Statement:
Some of the plants are available locally which plant seeds are used to producing biodiesel, namely
neem, hippe, honge, karanja, surahonne, Mamey sapote, etc. Cost of biodiesel is 50-57 rupees per
litre, is available in bio fuel park hasaana, Dharwad, and Bangalore. Based on these criteria we
are selecting the Mamey sapote biodiesel.
The Mamey sapote biodiesel having high oil content (65 to 75%) with compare to all other
biodiesel seeds which are available now.
We are using different quantity of biodiesel blend with diesel (B10 B20 B25), and we get the
properties of biodiesel blends which very near to the pure diesel. We are conducting the
experiments on diesel engine using these blends in different parameters like performance,
combustion, emission etc.

CHAPTER-2
LITERATURE SURVEY
2.1 Literatures:
1. Sharun Mendonca, et all (Volume 4, Issue 6, September – October 2013, pp. 195-202) He
concluded that the performance and emission characteristics of diesel engines. In this paper S20 and
W20 is tested at different injection pressures and found that, while using S20 and W20 the BTE is
decreased and BSFC is increased. The CO and HC emission is considerably decreased compare to diesel
while NOX emission is increased slightly.
2 Abhishek V, et all (Volume 5, Issue 9, September (2014), pp. 224-228

He concluded that the biodiesel engine performance is highly influenced by the factors like viscosity,
density and volatility of fuel. For biodiesel, these factors are mainly decided by the effectiveness of the
transesterification process. The Mamey sapote can provide a useful substitute for diesel thereby reducing
our dependency on foreign countries for oil and improving the economic scenario of our country.
3. K. Suresh Kumar, et all (Volume 6, (2008) 2294–2302)

He concluded that the aim of the present investigation was to analyse the usability of PPME as a
replacement to diesel in an unmodified CI engine. It was found that blends of PPME and diesel could be
successfully used with acceptable performance and better emissions than pure diesel up to a certain
extent. From the experimental investigation, it is concluded that blends of PPME with diesel up to 40%
by volume (B40) could replace the diesel for diesel engine applications for getting less emissions and
better performance and will thus help in achieving energy economy.
4.K. Nantha Gopal, et all (Received 13 December 2013; revised 11 February 2014; accepted 23
February 2014) He concluded in the present investigation, the performance, emission and combustion
characteristics of a direct injection compression ignition engine fuelled with waste cooking oil methyl
esters and their blends have been discussed and compared with diesel
5. Mishra S.R. et all (Vol. 2(5), 66-71, May (2012).)

He concluded the Biodiesel has become more attractive to replace the petroleum fuels. As per reputed
literature, most of the transesterification studies have been done on edible oils like rapeseed, soybean,
and sunflower etc by using NaOH or KOH catalyst. The tree borne oil like Mamey sapote is the most

potential species to produce biodiesel in India which could offer opportunity the generation of rural
employment. The process is based on the alkaline catalysed transesterification and can be further
improved to get high yield and good fuel quality Biodiesel.
2.2 Objectives:
➢ To produce a bio diesel from Mamey sapote as alternate fuel.
➢ To determine the properties from Mamey sapote seeds oil.
➢ To compare the properties of Mamey sapote seeds oil ASTM standards.
➢ To determine the performance tests on Mamey sapote seeds oil in CI engine
➢ To determine the emission test on Mamey sapote seeds oil in CI engine.

CHAPTER-3
MATERIAL AND METHODOLOGY

A. Mamey sapote Biodiesel Production
Mamey sapote: seeds are collecting from the Chikku plants and juice center
.
Fig 3. Mamey sapote seeds
SEED DECORTICATION: Decortications is the act of separating the seed husk or seed shell from the
actual seed of kernel. Decortications is an essential step prior to milling and extracting the oil from the
kernel or seeds.
OIL EXPELLING AND EXTRACTION: Expelling refers to the process of pressing the liquid out
of liquid containing solids mechanically where extraction refers to the process of separating a liquid-
solid system. Mechanical expression of seed oils using a screw press is said to be the oldest and most
popular method of expelling oil from seeds in the world. While solvent extraction has proved to be more
efficient the simplicity and safety aspects of expelling have made it the more advantageous process.
Plus, solvent extraction adds chemicals contaminating the protein rich cake that can be used or sold to
increase the efficiency of the production model.

Fig 4. Oil Expelling and Extraction

B. Common Process of Biodiesel Production:
Biodiesel derived from biological resources is a renewable fuel, which has drawn more and more
attention recently. A fatty acid methyl ester is the chemical composition of biodiesel. Transesterification
is widely used for the transformation of triglyceride into fatty acid methyl ester. The manufacturing
process is based on the transesterification of triglycerides by alcohols to fatty acid methyl esters, with
glycerol as a by-product. The base catalysed production of biodiesel generally has the following
processes.
Transesterification:
This is most commonly used process in production of biodiesel. It is most commonly used and
important method to reduce the viscosity of vegetable oils. In this process triglyceride reacts with three
molecules of alcohol in the presence of a catalyst producing a mixture of fatty acids, alkyl ester and
glycerol. The process of removal of all the glycerol and the fatty acids from the vegetable oil in the
presence of a catalyst is called esterification.
Fig 5. Transesterification

Mixing of Alcohol and Catalyst: This typical process is mainly done by mixing alkali hydroxide
(commonly potassium hydroxide and sodium hydroxide) with common alcohols (methanol and ethanol)
in the mixer with standard agitator to facilitate the mixing. Alkali hydroxide is dissolved in the alcohol
to produce alkoxide solution.
Chemical Reaction: The alcohol and catalyst mixture are then charged into a closed reaction vessel and
the oil is added. The reaction system is totally closed to the atmosphere to prevent the loss of alcohol,
since it easily vaporizable. The reaction mixture is kept just near the boiling point of the alcohol to speed
up the reaction. Excess alcohol is normally used to ensure total conversion of the oil to its esters as there
is no problem of recovering of the alcohol for later use after recycling.
Separation: After the reaction is completed, there exists glycerol and biodiesel formation. Both have a
significant amount of the excess alcohol that was used in the reaction which is in need of being recovered.
The reacted mixture is sometimes neutralized at this step if the basic media that is caused by alkali
hydroxide is occurred. The glycerol phase is much denser than biodiesel phase, making biodiesel to be
floated. The two products can be separated by gravity using settling vessel. The glycerol is drawn off at
the bottom of the settling vessel and biodiesel is drawn off at the top. In some cases, a centrifuge is used
to separate the two materials faster by screening both phases.
Fig 8. Oil Settling Tank

Alcohol removal: After the glycerol and biodiesel phases have been separated, the excess alcohol in
each phase is removed with a flash evaporation process or by distillation commonly. But currently
extractive distillation can instead be used to fasten the process and to be more economical. On the other
hand, the alcohol is removed and the mixture neutralized before the glycerol and esters have been
separated to prevent the effect of basic media inside the reactor. After the alcohol is being recovered it
is used as main raw material.

Fig 7. Filtration Unit
Biodiesel Washing: After transesterification the upper ester layer may contain traces of NaOH,
methanol and glycerol. Since the remaining unreacted methanol in the biodiesel has safety risks and can
corrode engine components, the residual catalyst (NaOH) can damage engine components, and glycerol
in the biodiesel can reduce fuel lubricity and cause injector coking and other deposits. These being water
soluble is removed by washing (4 -6 times) the biodiesel with water maintained at 40-50ºC. Washing is
carried out by spraying hot water over the biodiesel; precautions were taken to avoid soap formation.
The washed biodiesel needs drying in order to remove trace impurities. In some processes washing step
is not necessary depending on the quality of biodiesel produced. After the completion of washing
process, the biodiesel may contain some traces of water. Biodiesel is heated to 110 0C to remove the
trapped traces of water (for drying).
MAMEY SAPOTE SEEDS
MECHANICAL EXPELLER
RAW OIL
FILTER
METHANOL & CATALYST FILTERD OIL GLYCERIN
TRANSESTERIFICATION
BIO -DIESEL CATALYS
WASHING
DRYING
FINAL BIO-DIESEL
BLENDING OF BIO-DIESEL WITH COMMERCIALLY

AVAILABLE DIESEL AT DIFFERENT RAIOS
Fig 8. Processing steps of biodiesel production

Fig 9. biodiesel blends

3.2 Properties of Diesel and Biodiesel blends:
1.Viscosity:
Most important parameters in evaluate the fuel quality. Viscosity affects engine working process very
much. Higher viscosity would prohibit atomisation and instability of fuel droplets, and promote the
formation of deposit. Biodiesel has a higher viscosity than fossil diesel. At lower blend ratio, the
viscosities of diesel and biodiesel/diesel blend are very close. As the blend ratio continues to increase,
biodiesels show a much higher value. This can partly explain why biodiesel/diesel blends with lower
blend ratio are widely used in diesel engines.
2.Cetane number:
CN is used to evaluate fuel ignition quality determined by the time between start of injection and start
of combustion. Higher CN indicates shorter time after the injection. CN is mainly determined by the fuel
composition and can affect engine start ability, noise and emission characteristics. Generally, biodiesel
has a higher CN than mineral diesel. This can be attributed to the longer carbon chain length of biodiesel.
3.Flash Point: Flash point of a fuel is defined as the temperature at which it will ignite when exposed
to flame or spark. The flash point of sample was determined by Pensky Martens Flash Point apparatus.
Fig 10. Flash and Fire Testing

4.Kinematic viscosity: Kinematic viscosity of sample was measured with the help of Red wood
Viscometer No.1. Time of gravity flow of fixed value (50 ml) of sample was measured. The experiment
was performed at 38/40°C.
Fig 11. Viscosity testing

Density: Density was measured using the standard method (BIS, 1972), capillary stopper relative
density bottle of 50 ml capacity was used to determine density of biodiesel.
Fig 12. Density Testing

Table 1. Properties of Mamey sapote biodiesel blends compare with diesel
Mamey sapote biodiesel properties

SOME Diesel B10 B20 B25 B30
Flash point(0C) 57 61 60 62 64
Fire point(0C) 63 66 64 64 67
Density
830 833.7 837.4 841.1 867
(Kg/m3)
Viscosity(40oc) 2.9 3.09 3.28 3.47 4.8
CV(KJ/Kg) 42500 42230 41960 41690 39800
3.3 Usage of Mamey sapote Plant: Mamey sapote is grown widely across South America, Central
America, and India. The most economically important part of the plant is the seed oil. The Mamey sapote
seed contain between 55-65% oil content. The oil has many industrial uses, including its ability to be
turned in to fat or margarine. The fruits have a semi-sweet pulp that is suitable for eating or use in the
beverage industry. The leaf litter and seed cake are good sources of manure. Lastly, the bark and leaves
have been known to have medicinal qualities and have at least one patent has been applied for using
Mamey sapote. It is popular because all the parts of the tree can be used in different processes.
1. MEDICINAL VALUE: Mamey sapote has a long history in herbal medicine in many
countries. Mamey sapote is one of the important herbal drugs used against dysentery
hence its bark is also known as dysentery bark. The bark and leaf extract of Mamey sapote
is well known for its different types of pharmacological properties such as haemostatic,
anthelminthic, antiparasitic, antidysentery, antipyretic and anticancer us. The bark is used
to cure fever, malaria, stomach and bowel disorders, haemorrhages, amoebiasis as well
as leaf, fruit pulp and seeds are possessing medicinal properties such as analgesic,
antimicrobial, antiviral, astringent emmenagogue, stomachic tonic and vermifuge. The
crushed seeds are used as Antigo against snake bites
2. FRUITS: The fruit pulp contributes about 60% of the fresh fruitlet by weight. It is rich
in sugar (up to 11-12 %) and is well suited for fermentation or beverage industry. The

pulp can be used in preparation of squash and jam. The fruits can also be a source of
natural colorants.
3. SEED OIL Scientific studies reported that the seeds contain 40% kernels and the kernels
contain 60% fat, which is edible (Jeyarani and Reddy, 2001). Oil can be easily refined,
bleached, deodorized and fractionated. The fat has good potential for blending with
Vanaspati or for use as cocoa butter (CB) substitute or extender. Mamey sapote oil is also
used in industrial manufacture of soap, lubricant, paint, polishes and pharmaceuticals,
etc. After oil extraction, the left over Mamey sapote meal is reported to have high
nutritional indices and digestibility which can be used in the production of food
supplements to broilers, fish etc.
4. SHELL: The seed shells can be used in activated charcoal industry and particleboard
industry. They can also be used as briquettes to heat boilers thereby generating thermal.
5. TIMBER: The wood is useful in making light furniture, toys, packing material, pulp for
paper industry and match boxes. Waste wood can be used to generate biogas.

CHAPTER 4
EXPERIMENTAL SETUP
Fig 13. Engine Setup
4.1 Engine Specification:
Table 2: Engine Specification
Engine Supplier APEX INNOVATIONS PVT. LTD.E9/1, MIDC, Kupwad,

Sangli ‐ 416436 (MS) India
Product VCR Engine test setup 1 cylinder, 4 stroke, Diesel (Comp.)
Engine Make Kirloskar, Type 1 cyl., 4 stroke Diesel, water cooled,
power 3.5kW at 1500rpm, stroke 110mm, bore 87.5mm.
661cc, CR17.5, Modified to VCR engine CR 12 to 18. with
electric start arrangement, battery and charge
Dynamometer Type eddy current, water cooled,
Load sensor Load cell, type strain gauge, range 0‐50 Kg
Compression ratio 17.5:1

4.3 Engine testing procedure:
1.Fuel efficiency: The power output of biodiesel depends on its blend, quality, and load conditions under
which the fuel is burnt. Thermal efficiency of a fuel is based in part on fuel characteristics such as:
viscosity, specific density, and flash point; these characteristics will change as the blends as well as the
quality of biodiesel varies.
2.Combustion: Fuel systems on the modern diesel engine were not designed to accommodate biodiesel,
while many heavy-duty engines are able to run with biodiesel blends e.g. B20. Traditional direct
injection fuel systems operate at roughly 3,000 psi at the injector tip while the modern common rail fuel
system operates upwards of 30,000 PSI at the injector tip. Components are designed to operate at a great
temperature range, from below freezing to over 1,000 degrees Fahrenheit. Diesel fuel is expected to burn
efficiently and produce as few emissions as possible. As emission standards are being introduced to
diesel engines the need to control harmful emissions is being designed into the parameters of diesel
engine fuel systems.
One study found that during atomization biodiesel and its blends produced droplets that were greater in
diameter than the droplets produced by traditional Petro diesel. The smaller droplets were attributed to
the lower viscosity and surface tension of traditional petrol. It was found that droplets at the periphery
of the spray pattern were larger in diameter than the droplets at the center this was attributed to the faster
pressure drop at the edge of the spray pattern; there was a proportional relationship between the droplet
size and the distance from the injector tip. It was found that B100 had the greatest spray penetration, this
was attributed to the greater density of B100. Having a greater droplet size can lead to; inefficiencies in
the combustion, increased emissions, and decreased horse power. In another study it was found that there
is a short injection delay when injecting biodiesel. This injection delay was attributed to the greater
viscosity of Biodiesel. It was noted that the higher viscosity and the greater cetane rating of biodiesel
over traditional Petro diesel lead to poor atomization, as well as mixture penetration with air during the
ignition delay period. Another study noted that this ignition delay may aid in a decrease of NOx
emission.

3.Emissions: Emissions are inherent to the combustion of diesel fuels that are regulated by the U.S.
Environmental Protection Agency (E.P.A.). As these emissions are a by-product of the combustion
process, in order to ensure E.P.A. compliance a fuel system must be capable of controlling the
combustion of fuels as well as the mitigation of emissions. There are a number of new technologies
being phased in to control the production of diesel emissions. The exhaust gas recirculation system,
E.G.R., and the diesel particulate filter, D.P.F., are both designed to mitigate the production of harmful
emissions.
This study showed an advantage over traditional diesel within a certain operating range of the E.G.R.
system. Currently blended biodiesel fuels (B5 and B20) are being used in many heavy-duty vehicles
especially transit buses in US cities. Characterization of exhaust emissions showed significant
emission reductions compared to regular diesel.

CHAPTER 5
RESULTS AND DISCUSIONS

5.1 PERFORMANCE CHARECTERSTICS (MSO)
5.1.1 LOAD VS BREAK THERMAL EFFICIENCY
Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar

35
,Fuel Used: Mamey sapote Biodiesel
30
25
20
BTE,%
15
10
0
0 2.4 4.8 7.2 9.6 12
load,(kg)
Fig 14. Load Vs Bte
Brake Thermal Efficiency (BTE) 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. The brake thermal efficiency plots in Fig. 14 show an increase of brake thermal efficiency
with an increase in the engine load as the amount of diesel in the blend increases. Even a small quantity
of diesel in the blend improves the performance of the engine. The brake thermal efficiency of the B20
blend was better than other blends, which is very close to diesel. This is due to reduction in viscosity
which leads to improved atomization, vaporization and combustion. Due to a faster burning of biodiesel
in the blend, the thermal efficiency improved. The value is 30.14% as against 31.67% for diesel at 100%
load.

5.1.2 LOAD VS SFC
Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel

Used: Mamey sapote Biodiesel
0.8
0.7
0.6
SFC,kg/kw.hr
0.5
0.4
0.3
0.2
0.1
0
0 2.4 4.8 7.2 9.6 12
Load ,(kg)
Fig 15. Load Vs Sfc
The BSFC is an ideal parameter for comparing the engine performance of fuels having different calorific
values and specific gravities. BSFC is the ratio between the mass flow rate of the tested fuel and effective
power. Figure 15 shows the BSFC variation of the biodiesel and its blends with respect to brake power
of the engine. The BSFC of the engine with neat MSO (B100) is higher when compared to B10, B20,
B30 and diesel at all loads. The lowest BSFC's are 0.27, 0.30, 0.30, 0.32 and 0.33 kg/kW h for D100,
B10, B20, B30 and B100 respectively. This may be due to lower heating value, higher viscosity and
density of MSO.

5.1.3 LOAD VS VOLUMETRIC EFFICIENCY
Engine Speed :1500, IT:23 deg bTDC,CR:17.5,

IOP:210bar ,Fuel Used: Mamey sapote Biodiesel
75
Volumetric Efficiency,%
74.5
74
73.5
73
72.5
72
71.5
0 2.4 4.8 7.2 9.6 12
load,(kg)
Fig 16. Load Vs Vol Eff
Fig 18: The variation of volumetric efficiency with brake power is shown in fig 16. from graph diesel
and B20 has higher volumetric efficiency compare to blends. the graph for different blends is in zigzag
in nature because of breathing ability of engine for the particular combinations’ i.e. ratio of the actually
induced at ambient conditions to the swept volume of the engine
5.1.4 LOAD VS EGT

350
300
250
EGT(0C)
200
150
100
50
0
0 2.4 4.8 7.2 9.6 12
Load(Kg)
Fig 17. Load Vs Egt
The variation of gas temperature with brake power for different blends shown in fig 19. It is evident
from the graph that exhaust gas temperature is increased along with the increase in load for all fuels. The
increase in exhaust gas temperature with load is obvious from the fact that more fuel is required to take
additional load. The exhaust gas temperature was found to increase with increasing concentration of

biodiesel in the blends. This could be due to lower heat transfer rate in case of biodiesel which in evident
from trends of thermal efficiency.
5.2 EMISSIONS CHARECTERSTIC (MSO)
5.2.1 LOAD VS HC

30
25
20
HC,ppm
15
10
5
0
0 2.4 4.8 7.2 9.6 12
load,(kg)
Fig 18. Load Vs Hc
Unburned HC emissions: the UHC exhaust emissions are shown in Fig. 18. For the methyl ester and its
blends, the UHC emissions were less than for the biodiesel fuel because of the better combustion of the
biodiesel inside the combustion chamber due to the availability of excess content of oxygen in the
MOME blends as compared to pure diesel fuel. The highest UHC reduction was found for MME.

5.2.2 LOAD VS CO

0.12
0.1
0.08
CO,%
0.06
0.04
0.02
0
0 2.4 4.8 7.2 9.6 12
load,(kg)
Fig 19. Load Vs Co
Carbon monoxide the CO emissions occur due to the incomplete combustion of fuel. The comparative
analysis is shown in Fig. 19. All blends of MSO are found to emit significantly lower CO concentration
compared with that of diesel fuel over the entire load. When the percentage of blend of biodiesel
increases, CO emission decreases. The excess amount of oxygen content of biodiesel results in complete
combustion of the fuel and supplies the necessary oxygen to convert CO to CO2.
5.23 LOAD VS NOX

1500 ,Fuel Used: Mamey sapote Biodiesel
1000
Nox,ppm
500
0
0 2.4 4.8 7.2 9.6 12
Load,(kg)
Fig 20. Load Vs Nox
NOx emissions: Three conditions which favour NOx formation are: higher combustion temperature,
more oxygen content and faster reaction rate. The above conditions are attained in biodiesel combustion
very rapidly as compared to diesel fuel. Hence, NOx formations for biodiesel blends are always greater
than diesel fuel. The increase in the NOx emissions may be associated with the oxygen content of the
methyl ester, since the fuel oxygen may provide additional oxygen for NOx formation and also the

difference in the compressibility of the tested fuels can cause early injection timing and produce higher
NOx emissions.
5.24 LOAD VS CO2

,Fuel Used: Mamey sapote Biodiesel
3.5
3
2.5
2
CO2,%
1.5
1
0.5
0
0 2.4 4.8 7.2 9.6 12
load,(kg)
Fig 21. Load Vs Co2
It is observed from the Fig.21 that CO2 emission initially decrease, reach the lowest and subsequently
increase with the increase for all the fuels tested. CO2 emission is higher for biodiesel compared to
Diesel at all loads. It is found that CO2 emissions are more for Mamey sapote biodiesel than that of
diesel. Higher CO2 emissions reduce harmful CO emissions. The percentage reduction in HC
emissions for Mamey sapote biodiesel is about 60% as compared to that of Diesel.

5.25 LOAD VS O2

18.5
18
17.5
O2,%
17
16.5
16
0 2.4 4.8 7.2 9.6 12
Load,(kg)
Fig 22. Load Vs O2
Oxygen (O2) in exhaust. The oxygen in the exhaust of biodiesel blends is higher compared to the exhaust
of neat diesel. Higher the percentage of biodiesel blend higher is the presence of oxygen in exhaust. In
Fig. 22 it is observed that the oxygen in exhaust decreases with increase in loads. MSO B30 shows
highest oxygen in exhaust compare to MSO B20 and MSO B10 blends.

CHAPTER - 6
CONCLUSION
1. Performance, combustion and emission characteristics of MSO B20 blend. The maximum brake
thermal efficiency of MSO B20 and DIESEL are respectively 31.67%, and 30%.
2. 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 biodiesels, MSO B20 is 0.30 which is higher
than diesel fuel.
3. 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 8% of MSO at full load conditions, which
is higher than diesel fuel.
4. 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 16% and 20%
respectively which is lower than diesel fuel.
5. On the whole, the methyl esters of Mamey sapote biodiesel and its blends can be used as an
alternative fuel in diesel engines without any engine modifications. It gives lower HC, CO
emission when compared with the diesel fuel. But the addition of higher percentage of biodiesel
blend with diesel fuel which decreases brake thermal efficiency and increases specific fuel
consumption.
6. It is found that CO2 emissions are more for Mamey sapote biodiesel than that of diesel. Higher
CO2 emissions reduce harmful CO emissions. The percentage reduction in HC emissions for
Mamey sapote biodiesel is about 60% as compared to that of Diesel. Due to higher NOx
emissions with pure Mamey sapote biodiesel, suitable blends can become a striking balance
between NOx emissions on one end and all other emissions along with performance on the
other hand.

CHAPTER – 7
REFERENCES
[1] Murthy P.V.K , Murali Krishna M.V.S , Sitarama Raju A, Vara Prasad C.M. Srinivasulu N.V.
Performance evaluation of low heat rejection diesel engine with pure diesel. international journal of
applied engineering research, dindigul volume 1, No 3, 2010.
[2] Sivanathan Sivalaxmi and Thangavel Baluswamy. Experimental investigation on a diesel engine
fueled with neem oil and its methyl ester, thermal science, year 2011, Vol. 15, No. 4, Pp. 1193-1204.
[3] Lovekush Prasad1, Dr. Alka Agrawal, Experimental investigation of performance of diesel engine
working on diesel and neem oil blends, iosr journal of mechanical and civil engineering (IOSRJMCE)
ISSN : 2278-1684 Volume 1, Issue 4 (July-August 2012), PP 48-51.
[4] K.Dilip Kumar1 P.Ravindra Kumar. Experimental investigation of cotton seed oil and neem methyl
esters as biodiesel on CI engine. international journal of modern engineering research (IJMER) Vol.2,
Issue.4, July-Aug 2012 pp-1741-1746 ISSN: 2249-6645
[5] K. Arun Balasubramanian, Dual Biodiesel Blends in Diesel Engine - Performance and Emission
Analysis, European Journal of Scientific ResearchISSN 1450-216X Vol.75 No.3 (2012), pp. 400-408.
[6] Ashish Jawalkar1 et.al. Performance and emission characteristics of mahua and linseed biodiesel
operated at varying injection pressures on ci engine, international journal of modern engineering
research (IJMER) www.ijmer.com Vol.2, Issue.3, May-June 2012 pp-1142-1149 ISSN: 2249-6645.
[7] B.K.Venkanna, C.Venkataramana Reddy. Performance, emission and combustion characteristics of

direct injection diesel engine running on calophyllum inophyllum linn oil (honne oil) Int J Agric & Biol
Eng Vol. 4 March, 2011.
[8] M. C. Navindgi et.al . Influence of injection pressure, injection timing and compression ratio on
performance, combustion and emission of diesel engine using castor methyl ester blends. International
Journal of Engineering Science and Technology (IJEST).
[9] Daming Huang et al. energy procedia 16(2012) 1874-1885 Biodiesel: an Alternative to Conventional
Fuel.
[10] Ricky Priambodo et al.energy procedia 75(2015) 84-91. Novel Technology for Bio-diesel
Production from Cooking and Waste Cooking Oil by Microwave Irradiation.

[11] S V Channapattana et al. energy procedia 74 (2015) 281-288. Emissions and Performance
Evaluation of DI CI - VCR Engine Fuelled with Honne oil Methyl Ester / Diesel Blends.
[12] Somashetty S s ,et al . International Journal of Engineering and Technical Research (IJETR) ISSN:
2321-0869, Volume-3, Issue-5, May 2015. Production of Biodiesel from Mamey sapote Seeds and
Performance Test on Single Cylinder Compression Ignition Engine with Variable Injection Pressure


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VISVESVARAYYA TECHNOLOGICAL UNIVERSITY

“Jnana Sangama “Belagavi, Karnataka, India – 590018

PROJECT WORK PHASE – II

Submitted in partial fulfilment of the requirement for the award of

MANOJ M HOSAMANI 2RH19ME402

UNDER THE GUIDANCE OF

Certified that the Project Work Phase – II Report Entitled

“EXPERIMENTAL INVESTIGATION ON PERFORMANCE AND EMISSION

GUIDE HOD PRINCIPAL

Name of the Examiners Signature with Date

MANOJ M HOSAMANI 2RH19ME402

5 RESULTS & DISCUSSION 24

2 Different types of bio diesel 5

3 Mamey sapote seeds 13

4 Oil expelling and extraction 14

6 Oil setteling tank 15

8 Processing steps of Biodiesel production 16

9 Bio diesel blends 17

10 Flash and Fire testing 17

16 Load Vs Vol Eff 26

Properties of Mamey sapote biodiesel blends compare

1.1 Background, motivation and Energy overview in India

DEPARTMENT OF MECHANICAL ENGINEERING

1.2 Biofuels and sustainable developments in India

DEPARTMENT OF MECHANICAL ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING

Fig 1. Biofuel nursey

DEPARTMENT OF MECHANICAL ENGINEERING

1.3 Types of Biofuels, Advantages, Disadvantages and Applications of Alternative

Fig 2. Different types of biodiesels

DEPARTMENT OF MECHANICAL ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING

1.3.3 Applications of bio fuels:

DEPARTMENT OF MECHANICAL ENGINEERING

1.4 Problem Statement:

DEPARTMENT OF MECHANICAL ENGINEERING

2 Abhishek V, et all (Volume 5, Issue 9, September (2014), pp. 224-228

3. K. Suresh Kumar, et all (Volume 6, (2008) 2294–2302)

5. Mishra S.R. et all (Vol. 2(5), 66-71, May (2012).)

DEPARTMENT OF MECHANICAL ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING

MATERIAL AND METHODOLOGY

Fig 3. Mamey sapote seeds

DEPARTMENT OF MECHANICAL ENGINEERING

Fig 4. Oil Expelling and Extraction

DEPARTMENT OF MECHANICAL ENGINEERING

Fig 8. Oil Settling Tank

DEPARTMENT OF MECHANICAL ENGINEERING

Fig 7. Filtration Unit

METHANOL & CATALYST FILTERD OIL GLYCERIN

BIO -DIESEL CATALYS

BLENDING OF BIO-DIESEL WITH COMMERCIALLY

Fig 8. Processing steps of biodiesel production

DEPARTMENT OF MECHANICAL ENGINEERING

Fig 9. biodiesel blends

Fig 10. Flash and Fire Testing

DEPARTMENT OF MECHANICAL ENGINEERING

Fig 11. Viscosity testing

Fig 12. Density Testing

DEPARTMENT OF MECHANICAL ENGINEERING

Table 1. Properties of Mamey sapote biodiesel blends compare with diesel

Mamey sapote biodiesel properties

DEPARTMENT OF MECHANICAL ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING