INTRODCTION TO ALTERNATIVE FUELS FOR TRANSPORT

2MEDE25

MECHANICAL ENGINEERING DEPARTMENT

INSTITUTE OF TECHNOLOGY
NIRMA UNIVERSITY
Year: 2023-24

METHANOL AND ETHANOL AS ALTERNATIVE FUELS

REPORT PREPARED BY:

20BME001 AADIT KANUGA

20BME002 AARDHYAPATEL
20BME003 ADITYA GUPTA
20BME004 AKSHAY KUMAR

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 TABLE OF CONTENTS

1. INTRODUCTION 3
2. CHEMICAL AND PHYSICAL PROPERTIES 4
3. HISTORY OF METHANOL AND ETHANOL AS ALTERNATIVE FUELS 5
3.1 Historical Evolution of Methanol
3.2 Historical Evolution of Ethanol
4. PRODUCTION OF ETHANOL AND METHANOL 6
5. APPLICATIONS OF METHANOL AND ETHANOL IN INDUSTRIES 8
5.1 Direct Use without Additives
5.1.1 Ethanol (Direct Use)
5.1.2 Methanol (Direct Use)
5.2 Indirect Use with Additives
5.2.1 Ethanol (Indirect Use)
5.2.2 Methanol (Indirect Use)
5.3 Applications of Methanol
5.3.1 Methanol as fuel for automobiles
5.3.2 Methanol as a solvent
5.4 Applications of Ethanol
5.4.1 Ethanol as fuel additive
5.4.2 Ethanol as a solvent
5.4.3 Ethanol as a disinfectant
5.4.4 Ethanol as a chemical reagent
6. EFFECT ON PERFORMANCE PARAMETERS OF ETHANOL 14
7. EFFECT ON PERFORMANCE PARAMETERS OF METHANOL 18
8. CONCLUSION 23
9. REFERENCES 24

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1. INTRODUCTION

The modern transportation sector heavily relies on fossil fuels, primarily composed of
hydrocarbons, for both passenger mobility and the movement of goods. However, the extensive
use of fossil fuels has raised serious concerns, particularly in terms of global warming and air
quality degradation. In response to these pressing issues, various alternative fuels have been
explored as potential substitutes for fossil fuels, aiming to reduce net carbon emissions and
pollutant discharges. Despite their environmental benefits, these alternative fuels face
challenges such as limited availability and economic viability when compared to fossil fuels.

Among these alternative options, methanol has gained increasing attention in recent years.
Traditionally used in the production of adhesives, paints, LCD screens, pharmaceuticals, and
in industries like wood processing and automotive manufacturing, methanol is now emerging
as a promising energy source and alternative fuel. With an annual production of 20 million
tons, the utilization of methanol as a fuel or fuel blend is on the rise, demonstrating its growing
significance.

The primary motivation behind investigating methanol as a transport fuel is its scalability. Its
ease of synthesis and wide range of source feedstocks make it a strong candidate for a
sustainable fuel capable of significantly reducing the carbon footprint associated with
transportation. Methanol's superior synthesis efficiency compared to ethanol or synthetic
hydrocarbons, combined with its ability to enhance brake thermal efficiency in combustion
systems, underscores its potential to enhance primary energy utilization.

Moreover, while methanol does produce hydrocarbon emissions similar to gasoline, its
combustion characteristics and single-carbon-molecule nature result in substantially lower
emissions of oxides of nitrogen and particulate matter compared to complex hydrocarbon fuels.
This makes methanol an attractive option from the perspectives of energy security,
sustainability, and air quality, with the added benefit of limitless scalability.

It's important to note that methanol shares many attributes with ethanol, particularly in
combustion systems, driven by their similar octane numbers, high heats of vaporization, and
low stoichiometric air-fuel ratios. Ethanol, known as the most suitable fuel for gasoline engines
among various alcohols, offers multiple usage options in transportation, including direct use as
a fuel, blending with gasoline (known as "gasohol"), and incorporation into reformulated
gasoline. Notably, ethanol can be employed in spark-ignited engines with minimal alterations
to the fuel system.

In summary, this report explores the potential of methanol as a sustainable transport fuel and
emphasizes its scalability, synthesis efficiency, and environmental advantages. Additionally, it
highlights ethanol as a versatile alternative fuel for gasoline engines, offering various usage
options with minimal modifications to existing systems. These findings aim to contribute to
the ongoing discussions surrounding cleaner and more sustainable transportation solutions.

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2. CHEMICAL AND PHYSICAL PROPERTIES

Methanol is simplest alcohol with chemical formula CH3OH (as shown in fig,1). It is not a
hydrocarbon since the hydroxyl group is chemically bonded to the carbon atom.

It consists of a methyl group linked with a hydroxyl group. It is also known as wood alcohol
or methyl alcohol. It has a distinctive odour which is milder and sweeter than ethanol. It is
volatile and does not have colour. It is a flammable, light, poisonous liquid. This is because
Consumption of methanol is toxic and can cause blindness. It is widely used in the manufacture
of acetic acid and formaldehyde.

Ethyl alcohol (fig.2) is a simple alcohol C2H5OH / CH3CH2OH. IT consists of two carbon
chains, i.e. ethane which has a hydroxyl group (-OH) group attached to it. The physiochemical
properties of both ethanol and methanol have been displayed in Table.1 and Table.2
respectively [1] [2].

Fig.1. Chemical structure of methanol

Fig.2. Chemical structure of ethanol

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 Table.1. Physiochemical properties of ethanol

Table.2. Physiochemical properties of methanol

3. HISTORY OF METHANOL AND ETHANOL AS ALTERNATIVE FUEL

3.1 Historical Evolution of Methanol

 Methanol emerged as a potential liquid fuel after the 1973 US oil crisis.
 It was derived from hydrocarbon feedstocks (e.g., natural gas, coal) through scalable
gasification.
 Initially, its primary role was as an octane booster following the ban on lead in
gasoline in 1976.

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  The Clean Air Act Amendment of 1990 recognized methanol blends for reducing
vehicle exhaust reactivity.
 California-based programs included the conversion of gasoline vehicles to 85%
methanol with 15% additives (M85) from 1980 to 1990.
 Dedicated methanol vehicles were developed, but limited refueling infrastructure led
to operator dissatisfaction.
 India achieved a significant milestone in 2022 with the launch of its first coal-to-
methanol plant, constructed by BHEL.

3.2 Historical Evolution of Ethanol:

In contrast, ethanol has a long history as a fuel:

 Ethanol's use in powering an engine dates back to 1826.

 In 1876, Nicolaus Otto, the inventor of the modern four-cycle internal combustion
engine, employed ethanol to power an early engine.
 Ethanol was also utilized as a lighting fuel in the 1850s, but its use was curtailed due
to taxation as liquor, which helped fund the Civil War.
 Ethanol's use as a fuel persisted after the tax was repealed and notably fueled Henry
Ford's Model T in 1908.
 The first ethanol blended with gasoline for use as an octane booster emerged in the
1920s and 1930s and gained high demand during World War II due to fuel shortages.

4. PRODUCTION OF METHANOL AND ETHANOL

Methanol is typically produced using fossil sources, often through methods like steam
reformation or coal-based processes. However, these methods have a significant carbon
footprint. There's a potential alternative: producing methanol from biogenic feedstocks.
Methanol can be created from any carbon-containing material using thermochemical processes,
and these chemical reactions are generally faster than biological ones, which could lead to
increased production rates.

When it comes to methanol synthesis, there are two main processes for converting CO2: direct
and indirect. In the direct approach, CO2 is transformed directly into methanol. In the indirect
method, CO2 is first converted into synthesis gas within a reverse water gas shift (RWGS)
reactor. Then, this synthesis gas is used as the raw material for the methanol synthesis reactor.
These two approaches offer different ways to tap into the potential of methanol as a versatile
fuel and chemical feedstock. Fig.3 provides a flow chart for methanol synthesis process.

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 Fig.3. Methanol production process [3]

Ethanol is considered to be one of the prospective fuels for use in ICE because it can be
produced from waste materials or natural products. If any comparison is to be made regarding
the renewability of alcohols, ethanol surpasses methanol because ethanol can be manufactured
by alcoholic fermentation of biomass feedstocks (corn, sugarcane), while methanol basically
produced from petrol fuels or coal.

Ethanol is commercially produced in by either of these ways, using either the wet mill or dry
mill process. Wet milling involves separating the grain kernel into its constituents (germ, fiber,
protein, and starch) prior to fermentation. Whereas in dry mill process, the entire grain kernel
is ground into flour. The starch in the flour is converted to ethanol during the fermentation
process, creating carbon dioxide and distillers’ grain. Fermentation is one of the oldest process
known to man. In USA, ethanol is mainly produced by dry-grinding process (approximately
67%) and its percentage is increasing rapidly.

The process of making ethanol from sugarcane starts when cane stalks are crushed to extract a
sugar-rich cane juice. When cane stalks passed through extractor/expeller, cane juice is
collected and delivered to a fermentation tank where the yeast fermentation reaction occurs to
generate ethanol.

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 Fig.4. Ethanol production process (a) Dry mill process (b) Wet mill process [1]

5. APPLICATIONS AND USE OF ETHANOL AND METHANOL IN INDUSTRIES

The use of methanol and ethanol in the context of fuels can involve either direct use as the
primary fuel or use as additives in combination with other fuels, typically gasoline. Here's an
explanation of both approaches:

5.1 Direct Use Without Additives:

5.1.1 Ethanol (Direct Use):

 In its pure form (E100), ethanol can be used as a direct fuel without additives in
vehicles designed to run on ethanol. These vehicles are often referred to as "flex-
fuel vehicles" (FFVs) and are specifically designed to handle a wide range of
ethanol concentrations, from E0 (pure gasoline) to E85 (85% ethanol and 15%
gasoline).
 In direct use, ethanol is employed as the primary fuel source without any additives
or additional blending. This is most commonly seen in flex-fuel vehicles (FFVs).
 Flex-Fuel Vehicles (FFVs): FFVs are designed to run on a wide range of ethanol
concentrations, typically from E0 (pure gasoline) to E85 (85% ethanol and 15%
gasoline). These vehicles have engine components and fuel systems engineered to
be compatible with ethanol.

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  Compatibility: The materials used in FFVs' engines and fuel systems are carefully
selected to resist corrosion and deterioration when in contact with ethanol. Common
materials include stainless steel and plastic components to prevent ethanol-related
issues.

Fig.5. India’s ethanol blending rate curve over the years

In order to save fossil fuels and ensure their sustainable use, the government of India
has forecasted (fig.5) to increase the ethanol blending rate in petrol and diesel
powered vehicles over the years. This is supposed to make the vehicles function more
efficiently and consume lesser amounts of fuel. For now, the government aims to
achieve E20 (20% ethanol and 80% petrol) across the country by the year 2025.
5.1.2 Methanol (Direct Use):

 Methanol can also be used as a direct fuel without additives, primarily in racing and
experimental applications. In such cases, the engine and fuel system components
are specifically designed or modified to handle pure methanol.
 Methanol can be used directly as a fuel without any additives, primarily in
specialized applications such as racing and experimental vehicles.
 Specialized Engines: Engines used in racing or experimental vehicles may have
components specifically designed or modified to handle pure methanol. These
components include fuel lines, seals, and gaskets that can withstand the corrosive
properties of methanol.
 Corrosion Resistance: Methanol-compatible materials are used to mitigate
corrosion issues, as methanol can be corrosive to certain metals and materials.
5.2 Indirect Use with Additives:

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5.2.1 Ethanol (Indirect Use with Additives):

 Ethanol is commonly used as an additive in gasoline (E10, E15) in many countries.

These ethanol-gasoline blends are considered indirect uses. In this case, ethanol is not
used as the primary fuel but as a gasoline enhancer.
 Ethanol is often used as an additive in gasoline to enhance its properties. This is an
indirect use of ethanol as it's not the primary fuel but an enhancer.
 Octane Rating: Ethanol is added to gasoline to increase its octane rating. A higher
octane rating reduces the likelihood of engine knocking, allowing for higher
compression ratios and more efficient combustion.
 Oxygenation: Ethanol is an oxygenate, meaning it adds oxygen to the fuel mixture.
This helps reduce carbon monoxide (CO) emissions during combustion, contributing
to cleaner exhaust.
 Corrosion Inhibitors: In some cases, additives such as corrosion inhibitors are used in
ethanol-gasoline blends to prevent corrosion of fuel system components that may be
sensitive to ethanol's corrosive nature.
5.2.2 Methanol (Indirect Use with Additives):

 Methanol has been used as an additive in gasoline, similar to ethanol, although its use
in this manner is less common. Methanol can increase the octane rating of gasoline
and enhance combustion.
 Methanol has been used as an additive in gasoline, although it is less common than
ethanol in this regard.
 Octane Enhancement: Similar to ethanol, methanol can increase the octane rating of
gasoline, reducing the risk of engine knock and improving performance.
 Combustion Enhancement: Methanol can enhance combustion due to its oxygen
content. This can lead to more efficient fuel combustion and reduced emissions.
 Additives: When used as an additive, methanol may be mixed with other compounds
to create specific gasoline formulations. These additives can vary based on fuel
quality and performance requirements.
It's important to note that when ethanol and methanol are used as additives in gasoline, they
are typically present in relatively low concentrations (e.g., E10 contains 10% ethanol, and
gasoline with methanol additives may contain a lower percentage). The specific formulations
and regulations governing these fuel blends can vary by region and are subject to government
mandates and industry standards.

5.3 Applications of Methanol

Here in this report, the 4 major applications are covered for both methanol and ethanol
separately. For methanol those 4 applications are – Automobiles, solvents, as a fuel cell and
as a transfer fluid.

5.3.1 Methanol as fuel for automobiles

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Methanol can be used as a fuel in several internal combustion engines. The chemical equation
for the burning of methanol is given by

2CH3OH + 3O2 → 4H2O + 2CO2

Now there are certain advantages of using it as a fuel, which potentially might act as a game
changer:

 Clean-Burning: Methanol can produce fewer greenhouse gas emissions and pollutants
(such as sulfur dioxide and particulate matter) compared to traditional fossil fuels like
gasoline and diesel when burned.
 High Octane Rating: Methanol has a high octane rating, which makes it suitable for
use as a fuel additive to increase the octane levels of gasoline.
 Energy Density: While lower than gasoline, methanol's energy density is higher than
that of other alternative fuels like ethanol, making it a viable option for some
applications.
 Versatility: Methanol can be used as a standalone fuel, blended with gasoline (e.g.,
M85), or converted into hydrogen for fuel cells
Methanol stands out as an environmentally preferable option when compared to traditional
gasoline, offering a range of advantages. Not only is it safer for the environment, but it also
serves as an effective anti-freeze, helps maintain engine cleanliness, boasts a higher flashpoint
in the event of a fire, and delivers impressive horsepower akin to super high-octane gasoline.
However, to prevent potential vapor lock issues arising from its pure and straightforward
composition, it's possible to include a small percentage of other fuels or specific additives.

Incorporating methanol as a fuel in spark-ignition engines presents numerous benefits,

including enhanced thermal efficiency and increased power output in comparison to gasoline.
These advantages stem from methanol's remarkable high octane rating, measured at 114, and
its substantial heat of vaporization. Nevertheless, it's important to acknowledge that methanol
does come with certain limitations, notably its relatively low energy content of 19.7 MJ/kg and
a stoichiometric air-to-fuel ratio of 6.42:1. These factors contribute to higher fuel consumption
on both volume and mass bases when compared to hydrocarbon fuels.

Considering the broader goals of reducing greenhouse gas emissions and promoting energy
sustainability, methanol has garnered significant attention as a potential alternative automotive
fuel. To harness the potential of methanol in this context, it's crucial to consider the following
technical aspects:

 Methanol, denoted as CH3OH, serves as a versatile automotive fuel, suitable for use
in gasoline blends or as a standalone option.
 Methanol Blends: Some vehicles have successfully employed methanol-gasoline
blends, such as M85 (comprising 85% methanol and 15% gasoline) and M100 (100%
methanol). Methanol can also be added to gasoline as an oxygenate, improving
combustion and reducing emissions.
 Conversion kits are often employed to adapt automobiles for methanol use or
methanol-gasoline mixtures. These kits encompass modifications designed to
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 accommodate methanol's unique characteristics, as well as adjustments to the
engine's fuel injection system.

5.3.2 Methanol as solvents

Methanol as solvent - Methanol is a widely used solvent in various industrial, laboratory, and
chemical processes due to its unique properties and versatility. Here are some key aspects of
methanol as a solvent:

1. Polar Nature: Methanol is a polar solvent, meaning it has a positive and a negative
end (dipole moment). This polarity makes it effective at dissolving a wide range of
polar and ionic compounds, including salts, acids, and some organic molecules.
2. Solubility: Methanol exhibits excellent solubility in water and is miscible with it in all
proportions. This property makes it useful for creating solvent mixtures and adjusting
the polarity of a solution.
3. Versatile Solvent: Chemical Reactions: Methanol is commonly used as a solvent for
chemical reactions, particularly those involving organic compounds. It can facilitate
reactions by dissolving reactants, catalysts, or reaction intermediates.
4. Extraction: Methanol is used in the extraction of various compounds from natural
products, such as essential oils and plant extracts. Its ability to dissolve a wide range
of compounds makes it valuable in this regard.
5. Chromatography: Methanol is often employed as a mobile phase or solvent in various
chromatographic techniques, such as high-performance liquid chromatography
(HPLC) and thin-layer chromatography (TLC).

5.4 Application of Ethanol

The 4 major applications that are going to be discussed are as fuel additive, solvent, disinfectant
and chemical reagent.

5.4.1 Ethanol as Fuel Additive

Ethanol is widely used as a fuel additive, especially in the form of ethanol-blended gasoline. It
is a renewable and bio-based alternative to traditional fossil fuels. The most common blend is
E10, which consists of 10% ethanol and 90% gasoline. In some regions, E85 (85% ethanol and
15% gasoline) is also available for use in flex-fuel vehicles. Ethanol as a fuel additive has
several advantages:

 Reduced Greenhouse Gas Emissions: Ethanol is considered a cleaner-burning fuel,

as it produces fewer greenhouse gas emissions compared to pure gasoline.
 Energy Security: It helps reduce reliance on imported oil and diversifies the energy
sources.
 Octane Enhancement: Ethanol has a high octane rating, which can improve the
overall octane rating of gasoline when blended, enhancing engine performance and
reducing engine

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5.4.2 Ethanol as a solvent

Ethanol is an effective solvent and is used in various industrial and consumer applications, such
as:

 Chemical Manufacturing: Ethanol serves as a solvent for the production of a wide

range of chemicals, including perfumes, cosmetics, and pharmaceuticals.
 Paints and Coatings: Ethanol is used as a carrier or diluent in the formulation of
paints, inks, and coatings.
 Cleaning Products: It is a common ingredient in household cleaning products,
where it helps dissolve and remove grease and grime.
 Extraction Processes: Ethanol is used for extracting compounds from natural
products, such as plant extracts in herbal medicine and the production of essential
oils.
5.4.3 Ethanol as a disinfectant

Ethanol is a well-known disinfectant and antiseptic. It is used in various healthcare and

personal care products for its germ-killing properties. Key uses include:

 Hand Sanitizers: Ethanol-based hand sanitizers are effective in killing a wide range
of bacteria and viruses, making them a valuable tool for maintaining hand hygiene.
 Surface Disinfection: Ethanol is used to disinfect surfaces in healthcare settings,
laboratories, and various industrial applications.
 Wound Disinfection: It is used in medical settings to clean and disinfect the skin
before medical procedures.
5.4.4 Ethanol as chemical reagent

Ethanol is utilized as a chemical reagent in various chemical processes and laboratory work.
Some of its applications include:

 Chemical Synthesis: Ethanol can be a reactant or a solvent in chemical reactions,

particularly in organic chemistry.
 Extraction and Purification: It is used to extract and purify various compounds,
such as plant extracts, essential oils, and natural flavourings.
 Pharmaceuticals: Ethanol is used as a solvent in the production of pharmaceutical
drugs, including tinctures and syrups.

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6. EFFECT ON PERFORMANCE PARAMETRERS OF ETHANOL
In this section we will view the effect of performance parameters for ethanol as an alternate
fuel. The various blends such as E5, E10, E15, E20, E22, E100 etc., will be analyzed for
parameters such as compression ratio, brake specific fuel consumption (BSFC), torque, power,
ignition temperature, specific fuel consumption (SFC), thermal efficiency, volumetric
efficiency and exhaust temperature.

Fig. 6. Variation of torque and BMEP with compression ratio and engine speed [4]

Upon increasing the ethanol content in gasoline, the torque produced for a given engine speed
and compression ratio considerably decreases. This can be observed in the fig.7 above where
a similar trend is also observed for an increase in compression ratio between E100 and E22
blends.

Fig. 7. Variation of output power with compression ratio and engine speed [4]
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It is observed that higher power output is obtained at a higher compression ratio for a given
engine speed. As power is the product of engine speed and torque, it is evident that above fig.8
is a direct consequence of fig 7. E22 produced a higher peak power than E100 blend.

Fig.8. Variation of specific fuel consumption with compression ratio and engine speed [4]

Upon increasing the ethanol blend in the fuel from E22 to E100, the specific fuel consumption
sees a significant increase with respect to constant engine speed as shown in fig.9.

Fig.9. Variation of thermal efficiency with compression ratio and engine speed [4]

Fig.10 shows the influence of compression ratio on engine thermal efficiency. For both fuels,
increasing compression ratio increases thermal efficiency. The use of hydrous ethanol with
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compression ratio 12:1 produced much higher thermal efficiency than all other tested
conditions. Compression ratio is, thus, a key parameter to improve engine thermal efficiency
when burning hydrous ethanol.

Fig.10. Variation of volumetric efficiency with compression ratio and engine speed [4]

The short time available for the engine to intake the air charge at high engine speeds decreases
the volumetric efficiency for all compression ratio and fuels. In most cases hydrous ethanol
produces higher volumetric efficiency than E22 at a given compression ratio and engine speed.
There is not a defined trend observed in fig.11 for volumetric efficiency with varying
compression ratio, but hydrous ethanol and low compression ratio (10:1) produced the highest
volumetric efficiency throughout the whole engine speed range investigated.

Fig.11. Variation of exhaust gas temperature with compression ratio and engine speed [4]
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The influence of compression ratio on exhaust gas temperature, measured at the entrance of
the catalytic converter, is shown by fig.12. With increasing engine speed the shorter time
availability makes combustion being completed later in the cycle, thus increasing the exhaust
gas temperature for all compression ratios and fuels. For all compression ratios the exhaust gas
temperature is higher when E22 is used as fuel instead of hydrous ethanol.

Fig.12. CO emissions versus engine load with ethanol–diesel blend fuels and diesel [5]

Fig.13. NOx emissions versus engine load with neat diesel and ethanol–diesel blend fuels [5]

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 Fig.14. Total hydrocarbon emissions versus engine load with neat diesel and ethanol–diesel
blend fuels [5]

Fig.13, fig.14 and fig.15 display the CO, NOx and total hydrocarbon emission for diesel and
ethanol-diesel blend fuels for given engine load respectively. The trend emissions for pure
diesel and diesel with ethanol additives is not something that is constant. The emissions vary
with change in engine load % at rated speed. At higher engine loads the CO emissions are low
but NOx and hydrocarbon emissions are high, the case is opposite for engines operating at
lower engine load. Hence, in order to select the correct fuel for least emissions to the
environment, calculations pertaining to the operating engine load must be done as prerequisite.

7. EFFECT ON PERFORMANCE PARAMETERS OF METHANOL

With the introduction of methanol as an alternative fuel in fuel cells for automobiles, their
behaviours as percentage blends in diesel for CI engine have also been investigated in order to
reduce emissions and dependency on fossil fuels. Here in this section, the effect and trend of
various performance parameters such as SFC, thermal efficiency, power produced as well as
volumetric efficiency with respect to changing methanol blends as additives in fuel are
understood.

Methanol addition in diesel fuel leads to cooling effect on the cylinder charge because of its
lower heating value, higher latent heat of vaporization and higher stoichiometric fuel to air
ratio. As a result, the peak cylinder temperature decreases and the engine knock could be
prevented. Therefore, improvements in engine performance can be expected when diesel
methanol blends are used in CI engines. [6]

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 Fig.15. Rated power against RPM curve for diesel and methanol blend diesel fuels [7]

It is evident from fig.16 that as the methanol content in diesel is increased for a given RPM,
the effective power of the vehicle is mostly increased, highest being for DM10 (diesel and
methanol mixture at 10%). The effective power curve of diesel is almost same as that of the
DM15 curve. Fig.16 also shows that the blends having methanol proportions above 10% cause
deteriorations in the engine performance. This can be explained with the following reasons:
The cetane number of the blended fuel decreases and the auto ignition temperature and
vaporization heat of blended fuels increase as methanol concentration increases. When the
cetane number drops below the levels required for CI engine operation and the charge
temperature extremely decreases, very long ignition delays could occur because of the
difficulties in ignition, so that combustion may start during the expansion process and the fuel
cannot be completely burned within this limited time remaining for the combustion. Another
reason for decreasing power can be attributed to the decreasing lower heating value of diesel–
methanol blends with increasing methanol concentration.

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 Fig.16. Specific fuel consumption (SFC) against RPM curve for diesel and methanol
blend diesel fuels [7]

The improvement in combustion enhances the fuel conversion efficiency and results in
decreases in specific fuel consumption SFC. On the other hand, SFC is inversely proportional
to the effective power. Due to such reasons, SFC decreases with increasing methanol
percentage up to 10% as shown in fig.17.

Fig.17. Overall efficiency against volume percentage of methanol [7]

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According to the second law of thermodynamics, the engine thermal efficiency increases due
to the reduced heat loss from the engine through heat transfer to the coolant and to atmosphere.
Moreover, the effective efficiency is inversely proportional to the SFC. Consequently,
decreases in the heat loss, SFC improve the effective efficiency. As shown in fig.18, effective
efficiency reaches maximum at DM10 and then decreases. The maximum increase in effective
efficiency obtained with this blend is about 7%.

Fig.18. NOx emissions vs. engine speed for different methanol blends in diesel fuel [8]

Fig.19. CO emissions vs. engine speed for different methanol blends in diesel fuel [8]
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 Fig.20. Hydrocarbon emissions vs. engine speed for different methanol blends in diesel
fuel [8]

Fig. 20, 21 and 22 display the effect on emissions of CO, NOx and HC (hydrocarbons) with
respect to change in methanol content in diesel fuel. The NOx emissions show no changes for
decreasing or increasing methanol blends and it can be concluded that the change in methanol
blends do not reduce NOx emissions. Whereas, for CO emissions, it can be observed that at
lower engine speeds the CO emissions are maximum for D50 and least for D10 fuel. The
emissions of D10 fuel are minimum due to its higher SFC and proper combustion of it as fuel
in the CI engine. For HC emissions, it can be seen that at lower engine speeds (1500 rpm),
DM5 has highest HC emissions but as the engine speed increases (2000 rpm), the HC emissions
are least for DM5 and maximum for DM10 [9].

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8. CONCLUSION

The application of ethanol and methanol as alternative fuels for vehicles holds significant
promise in addressing both environmental and energy sustainability concerns. These biofuels
have garnered considerable attention for their potential to reduce greenhouse gas emissions and
reliance on fossil fuels in the transportation sector. As such, our study sought to investigate the
effects of performance of engines fuelled by hydrous ethanol (E100) and a variety of anhydrous
ethanol blends (E10, E22, E50 etc.), recognizing the pivotal role of ethanol blending in the
development of flexible fuel technology. Similar study was done for methanol blends.

In the pursuit of enhancing the utility of these alternative fuels, it is imperative to understand
their performance characteristics and the impact of compression ratio adjustments. The
findings of our research shed light on crucial aspects of engine operation in the context of
ethanol and methanol based fuels.

We observed that, when transitioning from gasoline to an ethanol blend (E22), the compression
ratio becomes knock-limited, necessitating changes in ignition timing to prevent knocking.
This highlights the inherent challenges in accommodating different fuel mixtures in flexible
fuel engines. However, it also underscores the importance of fine-tuning compression ratios to
achieve optimal performance with varying fuel compositions.

Furthermore, our investigation revealed that increased compression ratios lead to substantial
improvements in engine torque, Brake Mean Effective Pressure (BMEP), and output power,
particularly at higher engine speeds, for both E22 and hydrous ethanol. These performance
enhancements are indicative of the potential for compression ratio adjustments to maximize
the efficiency and power output of engines running on these alternative fuels.

Additionally, our study uncovered differences in specific fuel consumption between hydrous
ethanol and E22, emphasizing the need for tailored compression ratio modifications to mitigate
these variations. Varying the compression ratio, below the knock limit of E22, demonstrated
minimal impact on specific fuel consumption and thermal efficiency, further highlighting the
fuel-specific considerations essential for optimizing engine performance.

The effects of compression ratio were not limited to fuel consumption; they also influenced
exhaust gas temperature and volumetric efficiency, differing between the two fuels. These
nuanced findings underscore the importance of tailoring compression ratios for specific fuel
types to achieve the desired performance characteristics.

In light of our research, it becomes evident that ethanol and methanol hold substantial potential
as alternative fuels for vehicles, and the customization of compression ratios presents a flexible
and effective solution for optimizing engine performance. As we continue to explore and
develop advanced automotive technologies, such as flexible fuel engines, our study contributes
valuable insights that can drive progress towards more sustainable and efficient transportation
systems. Ultimately, the application of these alternative fuels, combined with compression ratio
adjustments, offers a promising path toward addressing the challenges of energy and
environmental sustainability in the automotive industry.

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9. REFERENCES

[1] S. N. Naik, V. V. Goud, P. K. Rout, and A. K. Dalai, “Production of first and second
generation biofuels: A comprehensive review,” Renewable and Sustainable Energy
Reviews, vol. 14, no. 2. 2010. doi: 10.1016/j.rser.2009.10.003.
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