Fuel Processing Technology 139 (2015) 100–107

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Fuel Processing Technology

journal homepage: www.elsevier.com/locate/fuproc

Examination of the effects of organic based manganese fuel additive on

combustion and engine performance
Mehmet Çelik a, Hamit Solmaz b,⁎, H. Serdar Yücesu b
a
Nigde Vocational High School, Nigde University, Nigde, Turkey
b
Automotive Engineering Department, Faculty of Technology, Gazi University, Ankara, Turkey

a r t i c l e i n f o a b s t r a c t

Article history: The physical and chemical properties of the fuel used in internal combustion engines affect fuel economy and
Received 25 June 2015 emission characteristics. Various additives are added into diesel fuel in order to improve fuel quality, achieve
Received in revised form 22 July 2015 better combustion and reduce exhaust emissions. Acting as catalyzers during combustion, additives expedite
Accepted 3 August 2015
fuel instability reactions and establish positive effects on engine performance. In the present study organic
Available online 11 August 2015
based manganese additive was added into diesel fuel. Combustion, performance and exhaust emission character-
Keywords:
istics of the manganese fuel additives were investigated. The tests were carried out in a single-cylinder diesel en-
Diesel engines gine. Among the fuels supplemented with organic based manganese additive, the best results were obtained
Fuel additives from 12 ppm mixture rate. In comparison with diesel fuel, the maximum power of the D0Mn12 fuel increased
Manganese by 12.48% while the specific fuel consumption was reduced by 8.17%. At fuel load while CO, THC and smoke
Combustion characteristics emissions were determined to remain at the minimum levels in the fuel D0Mn12, NOx emissions reached the
Exhaust emissions maximum level.
Motor performance © 2015 Elsevier B.V. All rights reserved.

1. Introduction
Diesel engines are widely preferred in industrial and agricultural
applications and transportation due to the high levels of efficiency and
reliability they provide [1]. The energy demand increases rapidly due
to the rapid industrialization and the ever increasing number of vehicles
in traffic [2]. The limited nature of energy generation, increasing
demand for energy, depletion of fossil fuels, global warming, negative
environmental effects and strict emission-related standards brought in
have been urging researchers to involve in studies aimed at improving
fuel quality and finding alternative and renewable fuels [3–5]. Signifi-
cant studies are being carried out all around the world in order to
limit diesel engine emissions and fuel consumption. Emissions and
fuel consumption have been significantly reduced by virtue of the
efforts in engine design. However, it is difficult to attain the required
emission standards solely through engine design. Alternative methods
aimed to obtain lower emission levels, better engine performances
and increase fuel durability are tried by mixing different additives with-
in diesel fuel. In recent years additive usage has become the focal point
of the studies in this field [6,7]. Various additives are added into diesel
fuel in order to improve fuel quality, achieve better combustion and re-
duce exhaust emissions. These additives create a catalytic action in
order to enable better combustion of hydrocarbons [8]. The physical
⁎ Corresponding author.
E-mail addresses: mehmetcelik@nigde.edu.tr (M. Çelik), hsolmaz@gazi.edu.tr
(H. Solmaz), yucesu@gazi.edu.tr (H. Serdar Yücesu).
and chemical properties of the fuel used in internal combustion engines
affect fuel economy and emission characteristics [9]. With the use of
additives, the performance, combustion and emission characteristics
of the fuel may be improved. Conducted studies indicate that additives
reduce ignition delay and specific fuel consumption while increasing
the thermal values of the fuel [10]. In diesel engines, proper fuel atom-
ization enables higher efficiency and significantly reduces exhaust
emission generation. Ignition, combustion and pollutant emission
generation are affected by atomization properties [11]. Diesel engine
performance is closely related with the quality of the injected fuel, the
air/fuel mixture in the combustion chamber, the atomization, vaporiza-
tion, density and viscosity of the fuel [12]. Nitrogen oxides (NOx) are
one of the troublemakers for diesel engines. Especially it is well
known that the usage of the biodiesel increases the NOx level because
of its oxygen content and higher cetane number. Higher cetane number
reduces the ignition delay period and a shorter ignition delay may result
if the initial combustion products are exposed to high temperatures
which enable more NOx formation. However, cetane improving addi-
tives can be used sometimes for reducing the NOx emissions [13]. Keskin
et al. mixed tall oil-based methyl ester with diesel fuel (B60) at the rate
of 60%, and further added 4 μmol/l, 8 μmol/l and 12 μmol/l magnesium
(Mg) and molybdenum (Mo) additives into the fuel. Carbon monoxide
(CO) and smoke density emissions were determined to be reduced by
56.42% and 30.43% respectively. It was reported that the reduction of
the CO and smoke emissions was highly related to the oxygen content
of the biodiesel and the catalyst effect of the metal based fuel additives
[14]. A higher viscosity property of biodiesels is the biggest handicap for

http://dx.doi.org/10.1016/j.fuproc.2015.08.002
0378-3820/© 2015 Elsevier B.V. All rights reserved.
 M. Çelik et al. / Fuel Processing Technology 139 (2015) 100–107 101

using in engines having advance fuel injection systems such as common Table 2
rail. In order to improve the performance and emission values of tallow Technical specifications of the test engine.

methyl ester Guru et al. added organic-based magnesium additive into Make/model Antor/6LD400
biodiesel. With the addition of 12 μmol/l additive into biodiesel, 40 °C Engine type DI-Diesel engine, natural aspirated, air cooled
viscosity was reduced by 8.33%. Flashpoints of the biodiesel and the Cylinder number 1
Bore × stroke [mm] 86 × 68
fuel supplemented with the additive were determined to be 138 °C
Displacement [cm3] 395
and 132 °C respectively [15]. Keskin et al., on the other hand, examined Compression ratio 18:1
the effects of organic-based metallic fuel additives on diesel engine per- Maximum power [kW] 5.4 @ 3000 rpm
formance and emissions (smoke, CO, nitrogen oxide (NOx) and carbon Maximum torque [Nm] 19.6 @ 2200 rpm
Combustion chamber geometry ω type
dioxide (CO2)). Each of MnO2 and MgO metal additives was added to
Fuel injection system PF Jerk-type fuel pump
diesel fuel at the rates of 8 μmol/l and 16 μmol/l in order to prepare a Injection nozzle 0.24 [mm] × 4 holes × 160°
test fuel. The lowest boiling point and pour point were obtained with Nozzle opening pressure [bar] 180
the addition of the manganese (Mn) based additive. The addition of Fuel delivery advance angle [°KA] 24 BTDC
the 16 μmol/l Mn based additive to diesel fuel reduced pour point to Valve timings IVO/IVC [°KA] 7.5 BTDC/25.5 ABDC
EVO/EVC [°KA] 21 BBDC/3 ATDC
8 °C and cloud point to 4 °C. The maximum decrease in viscosity was ob-
tained with D-16 Mg [16]. In the study conducted by Caynak et al. it was
reported that the viscosity and cold flow properties of fuel were im-
proved with the use of manganese additive. Manganese addition to was made through the use of an AVL 4000 DiSmoke model partial-
the biodiesel at a ratio of 12 μmol/l resulted a 20.37% decrease in viscos- flow opacimeter. Technical specifications of the gas analyzer and
ity. It was also reported that the flash point of the fuel decreased by 7 °C opacimeter were given in Tables 3 and 4 respectively. The schematic
with manganese addition [17]. A supporting study was performed by figure of the experimental setup is presented in Fig. 1. Uncertainties
Guru et al. In this study Mn, Mg, copper (Cu) and calcium (Ca) metals were given in Table 5.
were synthesized and their solutions were used as diesel fuel additives. During the experimental measurement, the constant variation of the
The cetane number of the pure diesel fuel was increased from 46.22 to data obtained from cylinder pressure sensor due to the instantaneous
48.24 by using the optimum additive dosage. The freezing point was change of cylinder volume, combustion and heat transfer to the cylinder
also reduced about 12.4 °C by using fuel additives [18]. Manganese is wall are the most significant factors acting upon the graphic [20]. In
an attractive material as fuel additive. In another study it was also each cycle 2000 raw in-cylinder pressure data are received at intervals
used as gasoline fuel additive. Geng and Zhang evaluated Methyl- of 0.36 °CA. For the purpose of negating the effect of cyclic differences,
cyclopentadienyl Manganese Tricarbonyl (MMT) as gasoline additive corrections were made on 50 consecutive cycles and their average
to improve octane rating and knocking resistance of the fuel. Test fuels was calculated for analyses. During a cycle the cylinder pressure corre-
were prepared by doping MMT in a volume of 8, 12 and 18 mg/l to gas- sponding to each °CA in compression and extension time provide quan-
oline. Test results showed that the increasing ratios of the MMT caused titative information on the combustion. These data consist of the energy
an increase in cylinder pressure and peak heat release rates. It was also released during the transformation of the fuel's chemical energy into
reported that CO, NOx and particulate matter (PM) emissions increased heat energy. In-cylinder pressure data were used to calculate heat distri-
with the increase of MMT percentage [19]. bution rates [17–23]. Noise is generated in consequence of the numeric
In this study, organic based manganese additive was added into die- operations conducted with cylinder pressure data in heat dissipation
sel fuel. During the preparation of test fuels 4 ppm (D0Mn4), 8 ppm analysis. In order to reduce these noises, the filtering operation present-
(D0Mn8), 12 ppm (D0Mn12) and 16 ppm (D0Mn16) organic-based ed in Eq. (1) was implemented.
manganese additive was added into diesel fuel (D0). The properties
of the used fuels are presented in Table 1. The tests were carried  
out in a single-cylinder diesel engine. Engine tests were conducted 1 Pi−ðx−1Þ þ 2Pi−ðx−2Þ þ 3Pi−ðx−3Þ þ … þ xPi þ … þ 3Piþðx−3Þ þ
Pi ¼
at 2200 1/min fixed engine speed where the maximum torque is ob- x2 2Piþðx−2Þ þ Piþðx−1Þ
tained and at 5 different loads. By establishing stable operation condi- ð1Þ
tions, the tests were conducted at fixed engine operating temperature.
where Pi functions indicate the cylinder pressure signals and i indicates
2. Experimental setup and procedure the certain crankshaft interval.
Heat dissipation was calculated from Eq. (2) by making certain
In the study a Cussons P8160 engine test mechanism and a single- assumptions and implementing the first law of thermodynamics with
cylinder diesel engine were used. The technical properties of the test single zone combustion model.
engine are presented in Table 2. The indicator system consisted of
a Cussons brand P4100 model combustion analysis device, an AVL dQ net k dV 1 dP
¼ P þ V ð2Þ
brand 3009 model charge amplifier, a water-cooled piezoelectric dt k−1 dt k−1 dt
AVL8QP500c cylinder pressure sensor and National Instruments' USB
6259 data transfer card and an encoder. THC, NOx, CO2 and CO emission The variation of the mixture composition within the cylinder along
measurements from exhaust gases were carried out through an with the temperature and pressure differences in the cylinder causes
EGAS-2M model analytical exhaust gas measurement system pro- cyclic differences. The sudden and rapid heat dissipation that occurs in
duced by the Environnement SA Company. Smoke measurement the whole combustion chamber causes the cyclic differences to increase.

Table 1
Characteristics of test fuels.

Parameter Method D0 D0Mn4 D0Mn8 D0Mn12 D0Mn16

Viscosity (mm2/s, 40 °C) ASTM D 445 2.5 2.4 2.34 2.25 2.18
Density (kg/m3, 15 °C) ASTM D 1298 0.838 0.833 0.830 0.828 0.827
Flash point (°C) ASTM D 93 64 62 59 58 57
Lower heating value (MJ/kg) ASTM D 2015 41.13 41.19 41.22 41.24 41.25
102 M. Çelik et al. / Fuel Processing Technology 139 (2015) 100–107
Table 3
Technical specifications of exhaust gas analyzers.
Analyzer GRAPHITE 52 M
Measuring compound THC (wet)
Measurement principle HFID
Linearity b1%
Measurement rates 0–10/30,000 ppm
Lower detectable limit 0.05 ppm
(0–10 ppm range)
Response time (T90 s) b1.5 s
In addition, ignition delay that takes place particularly at low engine
loads and knocking that occur under high loads further increases the
differences among cycles. For a stable operation of the engine, variance
coefficient should not exceed 10%. Indicated average effective pressure
variance coefficient was calculated by means of Eq. (3).
σ imep
COVimep ¼  100
X the organic based manganese rate, after 12 ppm mixture rate the im-
where σimep indicates the standard deviation of the average effective
pressure values of 50 cycles and X indicates the mean of average effec-
tive pressure.
The variation of the in-cylinder pressure and the first order deriv-
ative of pressure curve in line with the crank angle can be seen in
Fig. 2. Crank angle-dependent pressure increase rate and maximum
pressure increase rate can be calculated from the first order derivative
of cylinder pressure. Also, the crank angle which gives zero pressure in-
crease rate curve corresponds to the crank angle where the maximum
in-cylinder pressure occurs. In the present study, the crank positions
that lead to the maximum in-cylinder pressure were obtained from
the first order derivative of in-cylinder pressure.
3. Results and discussions
Figs. 3 and 4 present the engine speed-dependent torque and power
variations of diesel fuel (D0) manganese mixtures. The maximum
engine torque of 24.52 Nm was obtained at 2200 1/min, with the
D0Mn12 fuel. With the fuels D0, D0Mn4, D0Mn8 and D0Mn16 the
maximum torques at 2200 1/min were determined to be respectively
21.5 Nm, 22.95 Nm, 23.07 Nm and 23.1 Nm. At 2200 1/min, 14.04%
torque increase was achieved with the D0Mn12 fuel in comparison
with the D0 fuel. At 2750 1/min, while the maximum power obtained
with the D0Mn12 fuel was 6.14 kW, which increased the power of D0
by 12.98%. On the other hand, again at 2750 1/min D0Mn4 provided a
6.09% increase, D0Mn8 provided a 5.69% increase and D0Mn16 provid-
ed a 5.43% increase over the maximum power of D0 fuel.
Increases in engine power and torque were achieved with the use of
organic-based manganese additive. The increases in engine power and
torque are considered to be originating from high combustion efficiency
and proper atomization, which in turn are related with the decrease in
fuel viscosity and density and the increase in lower heating value [4].
In connection with the catalytic cracking effect of these additives, it re-
sults from the fuel being separated into smaller hydrocarbons [15]. Fuel
Table 4
Technical specifications of opacimeter.
Analyzer AVL DiSmoke 4000
Measurement principle Partial flow opacimeter
Opacity K value
Measurement range 0–100% Accuracy 0.1%
Accuracy 0–99.99 m−1 0.01 m−1
TOPAZE 32 M MIR 2 M
NO–NOx (wet) CO–CO2–O2 (dry)
HCLD NDIR-paramagnetic
b1% b1%
0–10/10,000 ppm 0–500/10,000 ppm (CO)
0–1/20% (CO2)
0–5/25% (O2)
0.1 ppm b2%
(0–10 ppm range) (FSO)
b2 s b2 s
supplemented with additives penetrates into a wider area. Thus, during
combustion it is observed that additives enable the fuel to be better
mixed with air [20]. It is reported that the improvements in power
and torque result from the catalyzer effect of organic based manganese
additive and the improvement of combustion [16]. Examining power
and torque curves in the case of using organic based manganese
additive shows that the best results are obtained by the 12 ppm additive
rate. While the torque and power outputs improve with the increase of
ð3Þ
provement decreases.
Figs. from 5 to 9 present the cylinder pressure traces and heat dissi-
pation graphs of diesel fuel (D0) manganese mixtures. Examining the
graphics shows that under all loads the maximum cylinder pressure
and heat dissipation are generated in the D0Mn12 fuel. Since the low
ambient temperature within the cylinder affects the volatility of the
fuel, under lower loads maximum cylinder pressures are also low.
Cylinder gas pressure increases in line with increasing loads and with
this increase of load the reduction in the ignition delay is caused by
the additive. High maximum heat dissipation is related with the high
number of cetane shortening ignition delay, therefore the early start of
combustion and the catalyzing effect of the additive [22]. In all test
fuels, maximum heat dissipation occurred nearly at the same crank
angle. With the increase of load, heat dissipation moves away from
TDC. Earlier heat dissipation obtained with the increase of load may be
considered to be a result of the increase in the in-cylinder temperature
[23].
The highest indicated mean effective pressure (imep) value of diesel
(D0) fuel manganese mixture is obtained from the D0Mn12 fuel. While
the maximum imep was determined to be 7.92 bar with D0Mn12, in D0
it was 7.03 bar, in D0Mn4 it was 7.77 bar, in D0Mn8 it was 7.87 bar and
in D0Mn16 it was 7.90 bar. The higher the average effective pressure is,
the higher power can be obtained [24].
COVimep values were calculated in order to determine the knocking
area, which is a significant boundary in the determination of the opera-
tion range of diesel engine. In order to ensure that internal combustion
engines operate smoothly in a stable way COVimep value is required not
to exceed 10% [25,26]. In diesel combustion, generally combustion may
take place in an incomplete manner at low engine loads, which may
cause misfire. When misfire takes place, unburned fuel may stay within
the cylinder together with incomplete combustion products, and a more
proper combustion may take place with the introduction of new air/fuel
mixture with the next cycle. Due to this variations occur in consecutive
imep values and the engine runs irregularly [27].
In Fig. 10 the maximum COVimep at 7.5 Nm is calculated to be 8.93%
in the fuel D0. COVimep value decreases with the increase of the manga-
nese additive rate. Under maximum load COVimep values were calculat-
ed to be 4.84%, 4.77%, 4.71%, 4.60% and 4.79% in the fuels D0, D0Mn4,
D0Mn8, D0Mn12 and D0Mn16 respectively. With the increase of load,
COVimep values were observed to decrease. With the waste exhaust
gases retained in the cylinder incomplete combustion takes place, and
the fuel the combustion of which is not completed joins combustion
in the next cycle [25]. Since manganese additive acts as catalyzer during
combustion, it is believed that with this additive combustion takes place
 M. Çelik et al. / Fuel Processing Technology 139 (2015) 100–107 103

Fig. 1. The schematic view of the engine test bed. 1. Test engine; 2. DC dynamometer; 3. Laminar flow meter; 4. Air surge tank; 5. Intake air heater; 6. Sensitive scale; 7. Diesel fuel line
pressure transducer; 8. Needle-lift sensor; 9. In-cylinder pressure transducer; 10. Encoder; 11. Needle-lift sensor amplifier; 12. Diesel fuel line pressure sensor amplifier; 13. Data acqui-
sition card; 14. Combustion analyzer; 15. Computer; 16. Heated emission sampling line; 17. Emission sampling trolley; 18. Emission analyzers; 19. Opacimeter; 20. Dicom4000.

faster. COVimep value is observed to increase after the 12 ppm manga-
nese additive rate.
Fig. 11 presents the ignition delay graphic of diesel fuel (D0) manga-
nese mixtures. At all engine loads, the shortest ignition delays were
obtained from the fuel D0Mn12. With the increase in load, the ignition
delay time shortens. While the ignition delay at maximum torque was
determined to be 13.01 °CA in D0Mn12, it was determined to be 14.04
in D0, 13.49 in D0Mn4, 13.30 in D0Mn8 and 13.30 °CA in D0Mn16.
In diesel engines, the time between the start of injection and the
start of combustion is referred to as ignition delay. Ignition delay is
defined as the time of physical delay and chemical delay [28,29].
Along the combustion chamber, the injected fuel is separated into
drops and evaporated. Physical delay is the time needed for the fuel to
become ready for combustion. Since the physical delay period is related
with the evaporation and atomization of fuel drops, it depends on the
injection pressure, injector type, combustion chamber design and fuel
properties. Chemical delay that takes place after physical delay on the
other hand is related with the temperature within the cylinder and
fuel properties [30]. In the heat dissipation graph, since heat is drawn
by the evaporation of fuel heat dissipation becomes negative and the
point where the heat dissipation turns positive is defined as the start
of combustion [31]. Combustion start can also be determined in line
with the second order derivative of the cylinder pressure, and this
point is point zero in consideration of the crank angle [27]. With the
increase in engine load, the ignition delay time shortens. Shortening of
ignition delay may be considered to be a result of the ample air motion
within the cylinder, increase of fuel atomization and better mixture of
air and fuel. Due to the increase of in-cylinder temperature in line
with the increase of engine load, ignition delay time shortens because
chemical reactions take place at high temperatures [31]. As a conse-
quence of high cylinder temperature, fuel may be subjected to better
thermal decomposition during injection. With the addition of manga-
nese into the fuel it is observed that ignition delay is reduced up to
the rate of 12 ppm manganese. Considering that the number of cetanes

Table 5
Measurement accuracy and uncertainties of calculated results.

Accuracy Uncertainty

Time [s] ±0.5% –

Temperature [°C] ±1 [°C] –
Fuel [g] ±0.1 [g]
Engine speed [1/min] ±1% –
Load [N] ±0.25% –
Torque [Nm] – ±0.25%
Fuel flow rate [g/min] – ±0.72%
Thermal efficiency [%] – ±1.16%
Specific fuel consumption [g/kW-h] – ±1.26%
Fig. 2. Cylinder pressure and pressure rise rate variation with crank angle.
104 M. Çelik et al. / Fuel Processing Technology 139 (2015) 100–107
Fig. 3. Variation of engine power in line with engine speed (full load).
Fig. 4. Variation of engine torque with engine speed (full load).
increased as a consequence of manganese addition, it can be inferred
that lighter compounds burn earlier and therefore ignition delay
shortens [32]. Fuels with higher numbers of cetanes generally lead to
lower ignition delay [33]. Fuel with lower cetane number has higher la-
tent heat for volatility and evaporation. Due to this reason, during fuel
injection it causes more heat absorption due to longer ignition delay
[34].
Fig. 5. Cylinder pressure and heat dissipation graphics of diesel Mn mixture at 7.5 nm load.
Fig. 6. Cylinder pressure and heat dissipation graphics of diesel Mn mixture at 10 nm load.
Fig. 7. Cylinder pressure and heat dissipation graphics of diesel Mn mixture at 12.5 nm
load.
It can be seen from Fig. 12 that under all loads the highest exhaust
gas temperatures were obtained from the use of the fuel D0Mn12.
Under full load, while the exhaust gas temperature of D0Mn12 was
585 °C, it was 568 °C for D0. Maximum exhaust gas temperatures of
D0Mn4, D0Mn8 and D0Mn16 on the other hand were calculated to
be 566, 570 and 580 °C respectively. The increase in exhaust gas
Fig. 8. Cylinder pressure and heat dissipation graphics of diesel Mn mixture at 15 nm load.
 M. Çelik et al. / Fuel Processing Technology 139 (2015) 100–107
Fig. 9. Cylinder pressure and heat dissipation graphics of diesel Mn mixture at maximum
load.
temperature may be explained with ignition delay. Long ignition delay
time would reduce in-cylinder temperature and pressure. This in turn
may be considered to cause a decrease in exhaust gas temperature
[35]. In addition, exhaust gas temperature is based on the lower heating
value [33]. On the other hand, among the fuels supplemented with
manganese the one with 12 ppm mixture rate also increases exhaust
gas temperature. This increase ceases after a certain percentage of
manganese added.
Specific fuel consumption indicates the fuel quantity consumed at
unit time per unit power. It is among the most important parameters
in the determination of engine performance [36].
Fig. 13 presents the engine load-dependent variations of specific
consumption of diesel fuel (D0) manganese mixtures. Under all engine
load conditions, the minimum specific fuel consumption was obtained
from the fuel D0Mn12. While D0Mn12 achieved the maximum decrease
of 13.88% specific fuel consumption in comparison with D0 at 7.5 Nm
load, under full load the decrease D0Mn12 provided at specific fuel
consumption was 8.17%.
With the increase of load, the reduction in specific fuel consumption
was observed to decrease somewhat. In diesel engines specific fuel
consumption is related to fuel injection system, fuel density, viscosity
and lower heating value [37]. Supplementing the fuel organic-based
manganese additive reduces fuel viscosity and density, and increases
cetane number. With the improvement of fuel properties it positively
affects the atomization and penetration of the fuel within the cylinder,
and also improves the air/fuel mixture [38].
Fig. 10. Variation of cyclic differences in diesel fuel–manganese mixture.
105
Fig. 11. Diesel manganese mixture ignition delay.
By acting as an oxidation catalyzer, the additive causes a decrease in
oxidation temperature. It enables the injected fuel to burn better and
particularly balances its evaporation characteristic. This, in turn, affects
specific fuel consumption positively [22].
Fig. 14 presents the CO emissions of diesel fuel (D0) manganese mix-
ture. It is observed that CO emissions increase in line with the increasing
load. At full load CO emission was observed to reduce by 34.07%, 22.53%,
51.76% and 46.14% respectively in the fuels D0Mn4, D0Mn8, D0Mn12
and D0Mn16, in comparison to D0. At all loads, the minimum CO emis-
sion was found out to be from the fuel D0Mn12. While the CO emission
improves with the increase of manganese additive rate, after 12 ppm
this improvement starts to decrease.
Fig. 15 presents the THC emissions of diesel fuel (D0) manganese
mixture. It is observed that THC emissions increase in line with the in-
creasing load. At full load THC emissions of the fuels D0, D0Mn4,
D0Mn8, D0Mn12 and D0Mn16 were determined to be 643 ppm,
612 ppm, 629 ppm, 602 ppm and 607 ppm respectively. At full load
THC emission was observed to reduce by 4.83%, 2.28%, 6.41% and
5.69% respectively in the fuels D0Mn4, D0Mn8, D0Mn12 and D0Mn16,
in comparison to D0. At all loads, the minimum THC emission was
found out to be from the fuel D0Mn12.
Fig. 16 presents the NOx emissions of diesel fuel (D0) manganese
mixture. It is observed that NOx emissions increase in line with the in-
creasing load. At full load, the NOx emissions of the fuels D0, D0Mn4,
D0Mn8, D0Mn12 and D0Mn16 were determined to be respectively
220 ppm, 327 ppm, 360 ppm, 407 ppm and 364 ppm. Maximum rate
Fig. 12. Load-dependent variation of exhaust gas temperature.
106 M. Çelik et al. / Fuel Processing Technology 139 (2015) 100–107
Fig. 13. Load-dependent variation of specific fuel consumption.
of increase was found out to be in the D0Mn12 fuel. While NOx emission
increases with the addition of manganese into the fuel up to 12 ppm,
after 12 ppm it starts to decrease.
Fig. 17 presents the smoke (smoke density) emissions of diesel fuel
(D0) and manganese mixture. It is observed that smoke emissions in-
crease in line with the increasing load. With the increase of manganese
addition, smoke emissions were observed to decrease. The decrease in
the emissions is larger under lower loads. In comparison with the D0
fuel the fuels D0Mn4, D0Mn8, D0Mn12 and D0Mn16 respectively
provided 14.78%, 17.08%, 17.56% and 15.36% less smoke emission at
7.5 Nm torque. At full load on the other hand the fuels D0Mn4,
D0Mn8, D0Mn12 and D0Mn16 generated respectively 4.09%, 7.68%,
10.74% and 6.13% less smoke than D0.
It is believed that fuel additives reduce smoke emissions. High
density and viscosity of fuel affect its atomization and evaporation
within the cylinder negatively and degrade combustion quality [39].
Due to the catalytic effect of additives the oxidation temperature of
the smoke particles generated during the combustion process decreases
and consequently significant decreases in smoke emissions are
achieved. With the improvement of fuel viscosity and density achieved
by means of manganese addition into the fuel, it is observed that also
smoke emissions decrease. The changes in emissions took place in the
opposite direction after the additive rate of 12 ppm. With the decreases
in CO, THC and smoke emissions and the increase in NOx emission are
believed to be outcomes of the catalyzer effect of manganese additive
Fig. 14. CO emission graph of diesel fuel manganese mixture.
Fig. 15. THC emission graph of diesel fuel manganese mixture.
during combustion, affecting both the pressure and temperature within
the cylinder [40].
4. Conclusion
In comparison with the fuel D0, the D0Mn12 fuel achieved 12.98%
higher engine power, 14.04% higher engine torque and 8.17% lower spe-
cific fuel consumption. Under all loads the maximum cylinder pressure
and heat dissipation are generated in the D0Mn12 fuel. In line with the
increase of load, also cylinder gas pressure increased due to the shorten-
ing of ignition delay. Under full load while the COVimep value decreases
until 12 ppm additive rate, after this point it starts to increase. Ignition
delay obtained with D0Mn12 under full load is 7.33% less than that of
D0 and also the COVimep value is observed to decrease. Also, while the
CO, HC and smoke density emissions decreased, CO2 and NOx emissions
increased partially. This is believed to be a consequence of the fuel sup-
plemented with a certain rate of manganese additive being separated
into smaller hydrocarbon particles due to the catalytic cracking effect.
With the introduction of manganese additive into the fuel its viscosity,
density, flashpoint and heating value improve. With the increase in ad-
ditive rate also engine performance improved, the best performance
values were obtained from the fuel supplemented with 12 ppm additive
and the performances of fuels supplemented with higher rates of addi-
tive started to deteriorate. Manganese additive used in diesel fuel affects
engine performance positively up to a certain degree.
Fig. 16. NOx emission graph of diesel fuel manganese mixture.
 M. Çelik et al. / Fuel Processing Technology 139 (2015) 100–107
Fig. 17. Smoke density emission graph of diesel fuel manganese mixture.
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