Fuel 235 (2019) 538–550

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Fuel
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Full Length Article

Effect of cetane enhancer on Moringa oleifera biodiesel in a thermal coated T

direct injection diesel engine
V. Karthickeyan
Department of Mechanical Engineering, Sri Krishna College of Engineering and Technology, Coimbatore 641 008, India

G R A P H I C A L A B S T R A C T

A R T I C LE I N FO A B S T R A C T

Keywords: In the present study, raw Moringa oleifera oil was converted into biodiesel using transesterification process. The
Moringa oleifera methyl ester physical and chemical properties were examined based on ASTM standards and compared with diesel. The
Yttria Stabilized Zirconia chemical composition of biodiesel was examined with Fourier Transform Infrared Spectroscopy (FTIR) and Gas
Pyrogallol Chromatography and Mass Spectrometry (GC–MS). To improve the properties of the prepared biodiesel sample,
Diesel engine
an anti-oxidant namely 1% Pyrogallol was added. The engine combustion chamber components like piston head,
Performance
Emission and combustion
cylinder head and intake and exhaust valves were thermally coated with Yttria Stabilized Zirconia (YSZ) to
convert the conventional engine into low heat rejection engine. Kirloskar TV1 model direct injection water
cooled diesel engine with eddy current dynamometer was used for experimental analysis. In coated engine, the
improved brake thermal efficiency and reduced brake specific fuel consumption were observed with biodiesel
and additive blend. Lower carbon monoxide (CO), hydrocarbon (HC), oxides of nitrogen (NOx) and smoke were
observed with biodiesel and anti-oxidant blend than diesel fuel.

1. Introduction of fuel has induced the researchers to explore eco-friendly alternative

The reserves of fossil fuels were shrinking with their cumulative
demand every day. Unremitting usage of these resources leads to the
emission of harmful greenhouse gases to the environment. Recently,
engine exhaust emissions have increased drastically owing to the con-
tinuous development in the transportation sector. Thus, the exhaustion
of conventional fuel, environmental changes and oscillation in the price
energy resources. Biodiesel is considered as the most prominent alter-
native to the conventional fuel since it is biodegradable, non-toxic, and
renewable and less carbon content fuel.
Biodiesel was chiefly acquired from various sources like vegetable
oils, animal fats, and waste cooking oil. Production of biodiesel in-
itiated from edible and non-edible sources. Use of edible oils for the
biodiesel production was not advisable due to impact of negative food

E-mail address: karthickeyanme.ice@gmail.com.

https://doi.org/10.1016/j.fuel.2018.08.030
Received 15 January 2018; Received in revised form 28 March 2018; Accepted 7 August 2018
0016-2361/ © 2018 Elsevier Ltd. All rights reserved.
V. Karthickeyan Fuel 235 (2019) 538–550

cycle. Biodiesel was obtained from non-edible oils using transester-

Tamilselvan and Nallusamy [4]

Senthil and Silambarasan [8]

ification process. Transesterification process was mainly carried out to
improve the calorific value and reduce the kinematic viscosity of oil.

Kakati and Gogoi [7]

Recently, many biodiesels were produced from non-edible oils namely,

Parida and Rout [3]

Dhinesh et al. [6]

Kusum (Schleichera Oleosa) oil, Tobacco (Nicotiana tabacum) oil,

Parlak et al. [2]

Yadav et al. [1]

Ashok et al. [5]

Argemone mexicana oil, Amari (Amoora Wallichii King) oil, Lemongrass
oil, Kutkura (Meyna spinosa Roxb. Ex.) oil, Annona oil and so on. Table 1
shows the effect of biodiesel and its blends on engine performance,

Ref.
combustion and emission characteristics.

C- Cylinder, DI- Direct Injection, 4S- Four stroke, WC- Water cooled, CR- Compression ratio, RP- Rated power, ICP- In-Cylinder Pressure, HRR- Heat Release Rate, ↑- Increase, ↓-decrease.
Moringa oleifera is a persistent species that belongs to Moringaceae

CO- ↓, HC- ↓, NOx- ↑ and Smoke- ↓

CO- ↓, HC- ↓, NOx- ↑ and Smoke- ↓

CO- ↓, HC- ↓, NOx- ↑ and Smoke- ↑

CO- ↓, CO2- ↑, HC- ↓, NOx- ↑ and
CO- ↓, CO2- ↑, HC- ↓ and NOx- ↑
family. It was originated from the northeast Indian areas and ex-
tensively distributed in India, Egypt, the Philippines, Ceylon, Thailand,
Malaysia, Burma, Pakistan and Singapore. Typically, Moringa oleifera

CO- ↓, HC- ↓ and NOx- ↑

grows in tropical climate since, it is drought tolerant and ability to grow

CO- ↓, HC- ↓, NOx- ↑

in poor soil. Moringa oleifera contains 33–41% of oil content. Fatty acid
profile of Moringa oleifera showed the presence of acids like oleic acid
(> 70%) and behenic acid. Moringa oleifera is also termed as “behen

Smoke- ↑
Smoke- ↓
Emission
oil” and “ben oil” owing to the presence of behenic acid (docosanoic
acid). The aforesaid properties of Moringa oleifera permit the use of this
oil for the biodiesel production.

ICP- ↑, HRR- ↑

ICP- ↓, HRR- ↓

ICP- ↑, HRR- ↑
On comparing with diesel, the usage of biodiesel in engine did not

Combustion
produce the rated power due to its lower calorific value [9,10]. Also,
the presence of esters in the oils may affect the fuel line leads to
chocking in fuel injector and decrease in fuel filter life. To attain the

–
–

–
rated power with the biodiesel, many techniques were employed in

B10: BTE- ↑, BSFC- ↑ and BSEC-

diesel engine like thermal barrier coating, pre-heating, addition of an

BTE- ↑, BSFC- ↓ and BSEC- ↓

additive to fuel, varying the injection pressure and injection timing.
Among the aforesaid techniques, thermal barrier coating and addition

B20: BTE- ↑, BSFC- ↓

of an additive to biodiesel were considered as the vital techniques for

BTE- ↓, BSEC- ↑
BTE- ↓, BSFC- ↑
BTE- ↓, BSFC- ↑

BTE- ↓, BSFC- ↑

BTE- ↑, BSFC- ↑
the better performance and emission characteristics. Thermal barrier
Performance

coating helps to retain the heat inside the combustion chamber due to
low heat rejection to the cooling water. The coating of combustion
chamber components helps to reduce the heat transfer. Many materials
↓

were available for thermal barrier coating and some of them were
partially stabilized zirconia [11–13], Yttria partially stabilized zirconia
Tata India (Telco model), 4 C, 4S, WC, CR 22:1, RP-

[14], zirconium oxide [15], Combination of 88% ZrO2, 4% MgO and

Effect of biodiesel and its blends on engine performance, combustion and emission characteristics.

Kirloskar (TAF1), 4S, 1C, DI, WC, RP- 4.4 kW @

Kirloskar (TAF1), 4S, 1C, DI, WC, RP- 4.4 kW @

Kirloskar (TV1), 1C, 4S, DI, WC, RP- 3.5 kW @

Kirloskar (TV1), 1C, 4S, DI, WC, RP- 5.2 kW @

Kirloskar (TV1), 1C, 4S, DI, WC, RP- 3.5 kW @

Kirloskar (SV1), 1C, 4S, DI, WC, RP- 5.9 kW @

8% Al2O3 [16,17], Magnesium zirconate [18], Combination of Al2O3-
Super star, DI, WC, RP- 14.7 kW @ 1500 rpm,

TiO2 [19], Waste fly ash [20], Al2O3 [21] and so on. The combustion
chamber components like cylinder head, piston head and inlet and
exhaust valves were thermally coated to obtain better performance and
emission characteristics. Table 2 shows the effect of biodiesel and its
blends on performance, combustion and emission characteristics of
thermally coated diesel engine.
1800 rpm, CR- 17.5:1

The addition of an anti-oxidant to the biodiesel was considered as

39 kW @ 5000 rpm

the next prominent technique to improve the quality of fuel, without

any major modifications in engine. In case of thermal barrier coating,
Engine used

higher NOx emission was produced with biodiesel samples. Synthetic

1500 rpm

1500 rpm

1500 rpm

1500 rpm

1500 rpm

based anti-oxidants were widely used with biodiesel to obtain increased

oxygen content in fuel. The presence of oxygen in the fuel leads to
complete combustion of the fuel. Butylated hydroxy anisole, Tert-butyl-
Annona biodiesel and blends (20%, 40%, 60%, 80% and

hydroxyl quinone, Propyl-gallate and Butylated hydroxy toluene [23]

Lemongrass biodiesel and blends (10%, 20%, 30% and
Tobacco biodiesel blends (10%, 20%, 50% and 100%)

Lemon peel oil biodiesel blends (20%, 40%, 50% and

Chicha biodiesel blends (20%, 40%, 60% and 80%)

were used as an anti-oxidants with various biodiesels and investigated

Argemonemexicana biodiesel blend (20% and 40%)
Kusum biodiesel blends (B5, B10, B15 and B20)

in diesel engine. 2,6-di-tert-butyl-4-methylphenol (BHA) and 2(3)-tert-

butyl-4-methoxy phenol (BHT) were employed as an anti-oxidant to
Kutkura biodiesel blends (10% and 20%)

investigate the fuel properties of diesel and palm diesel blends [24].
Three antioxidants namely N, N′-diphenyl-1, 4-phenylenediamine
(DPPD), N-phenyl-1, 4-phenylenediamine (NPPD) and 2-ethylhexyl
nitrate (EHN) were used with 20% of Calophyllum inophyllum biodiesel
(CIB20) in a direct injection diesel engine. Aimed at engine exhaust
emission, biodiesel with anti-oxidant showed lower NOx emission than
Source of biodiesel

pure biodiesel with an increase in CO and HC emissions [25]. The

aforesaid results were affirmed with anti-oxidants like A- tocopherol
acetate [26] and L-ascorbic acid [27] with neem oil methyl ester and
100%)

100%)
40%)

annona methyl ester respectively. To promote the ignition property of

Table 1

biodiesel, certain anti-oxidants like iso-amyl nitrate and di-tertiary

butyl peroxide can be mixed with biodiesel (pine oil) and investigated

539
V. Karthickeyan Fuel 235 (2019) 538–550

Table 2
The effect of biodiesel and its blends on performance, combustion and emission characteristics of thermally coated diesel engine.
Source of biodiesel Engine used TBC material and coating thickness Performance Emission Ref.

Pongamia methyl ester blends (B10 and 1C, 4S, DI, DE, RP- 2.6 kW @ 1500 rpm, Yttria stabilized zirconia (200 μm) BTE- 5–9% ↑ HC- ↓, NOx- ↑ [22]
B20) CR- 17, WC BSFC- 8–17% ↓
Cotton seed oil and Sunflower seed oil Rainbow 186 Diesel, 1C, DI, CR- 18/1, Zirconium oxide (200 μm) Power and Torque- ↑, CO, HC and Smoke- [15]
blends RP- 10 HP @ 3600 rpm, AC BSFC- ↓ ↓, NOx- ↑
Residual frying oil of cottonseed (B5 and 3 LD 510 Lombardini, DI, DE, 1C, CR- Mixture of 88% of ZrO2, 4% of MgO Power- ↑, BSFC- ↓, CO, HC and Smoke- [16]
B100) 17.5/1, RP- 9 kW @ 3000 rpm and 8% of Al2O3 (400 μm) ↓, NOx- ↑
Corn oil methyl ester (B20 and B100) Lombardini 6LD 400, 4S, 1C, CR- 18:1, Combination of Al2O3 (250 μm) and Power and BSFC- ↓ CO, HC and Smoke- [19]
RP- 6.25 kW @ 3600 rpm, DI, AC TiO2 (50 μm) ↓, NOx- ↑
Rice bran methyl ester, pongamia oil Kirloskar TV1, 1C, 4S, CI, DE, WC, DI, Fly ash (200 μm) Power- ↑, BSFC- ↓ CO, HC and Smoke- [20]
methyl ester and its blends (B20, CR- 17.5/1, RP- 5.2 kW @ 1500 rpm ↓, NOx- ↑
B100)

1C- Single cylinder, 4S- Four stroke, DI- Direct Injection, DE Diesel Engine, RP- Rated power, CR- Compression Ratio, WC- Water Cooling, AC- Air Cooling, BTE- Brake
Thermal Efficiency, BSFC- Brake Specific Fuel Consumption, CO- Carbon monoxide, HC- Hydrocarbon, NOx- Oxides of nitrogen.

in direct injection diesel engine [28]. The biodiesel with anti-oxidant
blends showed lower CO, HC, NOx and smoke emission. The next level
of emission reduction from diesel engine allowed the addition of an
anti-oxidant to biodiesel with minor modification in the combustion of
fuel. Di-Tertiary Butyl Peroxide was one of the cetane improver and
mixed with fish oil and experimented with exhaust gas recirculation
(EGR) process [29]. Biodiesel with EGR technique showed lower CO,
HC and NOx emissions with an increased smoke emission.
From the above literature survey, scanty works were identified in
the combination of an additive and modification in engine character-
istics. In the present study, biodiesel was produced from Raw Moringa
oleifera oil using transesterification process. The physical and chemical
properties were identified and compared with ASTM standards.
Furthermore, the chemical compositions were analysed using FTIR and
GC–MS technique. 1% of Pyrogallol was added to the prepared bio-
diesel sample as an anti-oxidant. The engine combustion chamber
components were coated with Yttria Stabilized Zirconia (YSZ). Baseline
readings were obtained with diesel in both coated and uncoated engine.
The obtained results were compared with biodiesel and anti-oxidant
blend in coated and uncoated engine. The objective of the present work
is to investigate the effect of biodiesel with an anti-oxidant in coated
and uncoated engine and its effects over the performance, combustion
and emission characteristics of a direct injection diesel engine.
2. Materials and methods
Raw Moringa oleifera oil was purchased from local market located
within Coimbatore, India. Fig. 1 represents the block diagram for the
production of biodiesel from crude non-edible oil. The purchased oil
was filtered thrice to remove impurities and suspended particles.
Initially, 1 L of raw oil was heated to about 60 °C to remove the pre-
sence of water content. Since the acid value of oil was high, two-step
transesterification process was carried out. In acid catalysed pre-treat-
ment, the raw oil was heated to about 65 °C for few minutes and 6:1
methanol to oil ratio was added. This process continued for more than
30 min with a magnetic stirrer at the speed of 600 rpm continuously.
Followed by, 0.5 (w/w) of sulphuric acid was added as a catalyst to the
oil. Initially, the sulphuric acid dissolves with methanol and in later
stage it mixes with raw oil with continuous stirring process for a period
of 1 h. The obtained solution was transferred to separation funnel and
allowed to settle down for 24 h. After the stipulated period, sulphuric
acid with excess methanol rises to the top of separation funnel. The
solution settled at the bottom of the funnel was taken for alkaline es-
terification process. Once again, the oil was heated to about 55 °C for
few minutes. With this solution, 0.5% of potassium hydroxide was
added and stirred continuously for few minutes. Followed by, the same
amount of methanol was added and the process continued for 1 h. Then,
the solution was transferred to separation funnel and allowed to settle
for 1 day without any disturbance. Two distinct layers were identified
in that upper layer contains Moringa oleifera oil methyl ester and the
bottom layer contains glycerine. Then, the oil was water washed with
distilled water to remove the alcohol, residual catalysts and impurities.
This process was carried out thrice to improve the purity of oil. Table 3
shows the physical and chemical properties of Moringa oleifera methyl
ester and diesel. All tests were carried out based on ASTM standards
under laboratory condition and observed that the properties of the
prepared biodiesel were found within the biodiesel standards. The
oxygen content of biodiesel sample ranges from 10 to 12% which was
higher than diesel. The disparity in the degree of oxygenation of the
feedstocks and their chemical composition might leads to variation.

Fig. 1. Block diagram for production of biodiesel.

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V. Karthickeyan Fuel 235 (2019) 538–550

Table 3 Table 4
Properties of Moringa oleifera methyl ester and diesel. FTIR analysis of Moringa oleiferaoil methyl ester.
Property ASTM Standards Diesel MOME Wave length range Characteristics Functional Type of
(cm−1) absorptions (cm−1) group vibration
3 *
Density (kg/m ) D1298 835.1 859.3
Kinematic viscosity at 40 °C (cSt)* D445 2.57 5.05 3500–3300 3008.36 Alcohol OeH Stretch
Flash point (°C)* D93 56 150.1 2960–2850 2924.08, 2853.79 Alkane CeH Stretch
Fire point (°C)* D93 62 162 1740–1700 1748.02 Carbonyl C]O Stretch
Gross calorific value (MJ/kg)* D240 43.26 40.06 1470–1350 1463.63, 1377.57 Alkane eCeH Bending
Cetane number D613 48 56 1300–950 1239.52, 1160.78, Alcohol CeO Stretch
C (mass %) – 76.32 1097.63
H (mass %) – 12.21 900–650 722.49 Alkane ]CeH Bending
O (mass %) – 11.46
C/H – 6.25

* All properties were identified based on ASTM standards under laboratory
condition.
Fig. 2(a) and (b) shows the FTIR Spectrum of Moringa oleifera oil
methyl ester and extended fingerprint region. Table 4 shows the FTIR
analysis of Moringa oleifera oil methyl ester. Thermo Scientific make
(Model: Nicolet IS 10) equipment was used to measure the FTIR spec-
trum of oil. The spectrum region wavelength was started from
3995.85 (cm−1) and ends at 455.13 (cm−1) to record the variations.
The wavelength ranges from 3500 to 3300 cm−1 represents the pre-
sence of alcohol as function group and 3008.36 cm−1 absorption was
identified with stretch of vibration. The absorptions at 2924.08 cm−1
and 2853.79 cm−1 represents the presence of alkane function group
with CeH stretch vibration. The wavelength between 1740 and
1700 cm−1 represents the presence of carbonyl function group and
1748.02 cm−1 was identified with stretch vibration. The characteristic

Fig. 2. (a) FTIR Spectrum of Moringa oleifera oil methyl ester (b) Extended fingerprint region.

541
V. Karthickeyan
Fig. 3. GC–MS of Moringa oleifera oil methyl ester.
absorptions at 1463.63 cm−1 and 1377.57 cm−1 showed the presence
of bending vibration and alkane function group. The absorption regions
like 1239.52 cm−1, 1160.78 cm−1 and 1097.63 cm−1 were identified
between 1300 and 950 cm−1 wavelength and belongs to alcohol func-
tion group with stretch vibrations. The wavelength region
900–650 cm−1 represented the occurrence of alkane as function group
with 722.49 cm−1 as characteristic absorption with bending vibrations.
Fig. 3 shows the GC–MS of Moringa oleifera oil methyl ester. The
equipment used for analysis the GC–MS was Thermo GC-Trace Ultra
(Version: 5.0) with Thermo MS DSQ II software. The complete speci-
fication of GC–MS was represented in Table 5. Initially GC run time was
fixed as 3 min with a source temperature 220 °C and detector gain was
300,000. The scan event was started with scan rate of 500 and full scan
mode was selected. The first or low mass for analysis was 50 (m/z) and
the last or high mass was fixed as 650 (m/z). The oven was operated
with three different ramps were attempted to raise temperatures from
542
Fuel 235 (2019) 538–550
lower level to higher level. Initially the oven temperature was 75 °C for
a period of 2 min. The ramp 1 was operated with 10 (deg/min) to reach
a final temperature of 150 °C with holding time of 2 min. Followed by,
ramp 2 was initiated with 5 (deg/min) to reach a final temperature of
220 °C with holding time of 1 min. The last ramp 3 was started with
10 (deg/min) to obtain a final temperature of 260 °C with a holding
time of 10 min. The equipment base temperature was fixed at 250 °C
and splitless model was started. The flow was fixed to 10 ml/min with a
splitless time of 1 min. The surge pressure was 3 kPa and constant purge
was selected. The carrier gas was fixed with constant flow and initial
value was 1 ml/min. The gas saver flow was 50 ml/min with a saver
time of 5. Table 6 shows the components identified using GC–MS for
Moringa oleifera oil methyl ester. The chemical component 9,12-Octa-
decadienoic acid, ethyl ester (C20H36O2) with molecular weight of 308
was identified in the extended chromatogram analysis. The identified
chemical component contains 35.14% probability with 69.86% area in
V. Karthickeyan Fuel 235 (2019) 538–550

Table 5 Table 7
GC- MS Specification. Fatty Acid Composition of Moringa oleifera oil methyl ester.
Equipment THERMO GC- TRACE ULTRA VER: 5.0 S. No. Component name Fatty acid Molecular formula Area (%)
Software used THERMO MS DSQ II
Column DB 35 - MS CAPILLARY STANDARD NON - 1. Hexadecanoic acid Palmitic acid C18H36O2 10.23
POLAR COLUMN 2. Octadecadienoic acid Linoleic acid C20H36O2 69.86
Dimension of column Length: 30 Mts, ID: 0.25 mm, FILM: 0.25 μm 3. Octadecenoic acid Oleic acid C18H34O2 0.15
Carrier gas Helium (99.996%)
Carrier gas flow rate 1.0 ml/min
Temperature program Oven temperature 70 °C raised to 260 °C at coat. This helps to reduce the combustion chamber components cor-
6 °C per min
Injection sample volume 1 Micro Liter
rosion and oxidation during combustion. In the present investigation,
Analysis type Yttria Stabilized Zirconia (YSZ) was selected as ceramic coating mate-
Air volume 1 μL rial and Al2TiO5 was used as bond coat material. This coating process
Filling volume 1 μL was carried out the help of atmospheric plasma spray coating machine.
Plunger stroke 4
The machine consists of plasma gun were powder material were
Vial sample depth 30 mm
Advanced parameters sprayed at high velocity due to high temperature plasma spray. Mixture
Wash solvent depth (mm) 45 of argon and nitrogen were allowed in plasma gun in between anode
Waste depth (mm) 10 (copper) and cathode (tungsten). Water was circulated through the
Needle speed into vial (mm/s) 20 system and used as cool the device. Before coating the combustion
Solvent fillinf pull- up speed (μL/s) 2
chamber components piston head material was removed by micro-
Bubble elimination pull-up speed (μL/s) 5
Delay between stroke (s) 0.1 machining to maintain the same compression ratio after coating pro-
cess. All components were cleaned with ethylene glycol and allowed to
dry in atmospheric condition. Initially, bond coat was provided with
100 μm to improve the sticking characteristics between subtract with
the prepared methyl ester sample. Table 7- shows the fatty acid com- coating material. 8 g/min was fixed as optimum spraying material
position of Moringa oleifera oil methyl ester. Moringa oleifera oil methyl quantity for atmospheric plasma coating material. After cooling of bond
ester comprises of Palmitic acid, Linoleic acid and Oleic acid. Linoleic coat, 400 μm of YSZ was coated over the layer and allowed to cool in
acid was the dominating fatty acid accounts for 69.86% of the total the atmospheric condition. The combustion chamber components were
fatty acids. coated with 500 μm of thermal barrier coating material. Fig. 5(a) and
Fig. 4 shows the schematic diagram of plasma spray coating tech- (b) shows the YSZ coated piston crown and YSZ coated cylinder head,
nique. Thermal barrier coating (TBC) was carried out to reduce the heat intake and exhaust.
transfer from combustion chamber to cooling water by converting the Addition of an anti-oxidant with biodiesel helps to promote the
engine to semi-adiabatic engine. Combustion chamber components like physical and chemical properties with reduction in emission char-
piston head, cylinder head and intake and exhaust valves were coated acteristics. The anti-oxidants improve the fuel flow, cetane number and
with Yttria Stabilized Zirconia (YSZ). Two layers of coatings were pour point of biodiesel [30]. Pyrogallol (C6H6O3) was one such anti-
provided namely ceramic bond coat and metallic intermediate bond oxidant and cetane improver helps to improve the properties of fuel.

Table 6
Components identified using GC–MS for Moringaoleiferaoil methyl ester.
S. No. Component name Probability Molecular formula Molecular Weight Area (%)

1. 1,3-Propanediol, 2-ethyl-2-(hydroxymethyl)- (CAS) 8.92 C6H14O3 134 0.33

2. E-2-decenal 21.30 C10H18O 157 0.19
3. 2,4-Decadienal, (E,E)- (CAS) 23.78 C10H16O 152 0.14
4. 2,4-Decadienal, (E,E)- (CAS) 29.29 C10H16O 152 0.40
5. 9-Octadecen-1-ol, (Z)- (CAS) 4.13 C18H36O 268 0.14
6. 1-[[Bis(methylthio)methylene] acetyl]-2-(4-(4-methoxypheny l)-1,3-butadienyl)cyclopropane 72.45 C19H22O2S2 346 0.18
7. Hexadecanoic acid, ethyl ester (CAS) 82.32 C18H36O2 284 10.23
8. Hexadecanoic acid, 2,3-dihydroxypropyl ester (CAS) 45.59 C19H38O4 330 0.37
9. 9,12-Octadecadienoic acid, ethyl ester 35.14 C20H36O2 308 69.86
10. Ethyl 9,12,15-octadecatrienoate 11.93 C20H34O2 306 6.49
11. 9-Octadecenoic acid (Z)- (CAS) 23.77 C18H34O2 282 0.46
12. 9-Octadecenoic acid (Z)- (CAS) 28.42 C18H34O2 282 0.28
13. 9-Octadecenoic acid (Z)- (CAS) 31.66 C18H34O2 282 0.15
14. 9-Octadecenoic acid (Z)- (CAS) 29.60 C18H34O2 282 0.15
15. Methyl 19-methyl-eicosanoate 65.64 C22H44O2 340 1.38
16. 3,3′-bis[2-Bromo-5-(trimethylsilyl)thiophene] 38.12 C14H20Br2S2Si2 466 1.72
17. 9-Octadecenoic acid, 1,2,3-propanetriyl ester, (E,E,E)- 20.54 C57H104O6 884 0.21
18. 03027205002 FLAVONE 4′-OH,5-OH,7-DI-O-GLUCOSIDE 16.52 C27H30O15 594 0.32
19. Trilinolein 22.06 C57H98O6 878 1.64
20. 03027205002 FLAVONE 4′-OH,5-OH,7-DI-O-GLUCOSIDE 29.19 C27H30O15 594 0.15
21. 03027205002 FLAVONE 4′-OH,5-OH,7-DI-O-GLUCOSIDE 29.67 C27H30O15 594 0.60
22. 03027205002 FLAVONE 4′-OH,5-OH,7-DI-O-GLUCOSIDE 35.73 C27H30O15 594 0.43
23. 03027205002 FLAVONE 4′-OH,5-OH,7-DI-O-GLUCOSIDE 33.74 C27H30O15 594 0.47
24. STIGMAST-5-EN-3-OL, (3á,24S)- 33.87 C29H50O 414 1.43
25. Nonacosane (CAS) 13.89 C29H60 408 0.45
26. Squalene 40.84 C30H50 410 0.81
27. 3,4-bis[5′-(2″-Naphthyl)-2′-methylthiophen-3′-yl]-2,5-dihydrothiophene 71.59 C34H26S3 530 0.31
28. Trilinolein 31.33 C57H98O6 878 0.20
29. 03027205002 FLAVONE 4′-OH,5-OH,7-DI-O-GLUCOSIDE 37.37 C27H30O15 594 0.27
30. tetrakis (Dimethylsilylcarbodiimide) 31.33 C12H24N8Si4 392 0.24

543
V. Karthickeyan Fuel 235 (2019) 538–550

1. Plasma spray gun, 2. Water inlet to spray gun, 3. Ar, H2 inlet to spray gun, 4. Water outlet
from spray gun, 5. Powder inlet, 6. Plasma spray propagation and 7. Prepared surface of
piston
Fig. 4. Schematic diagram of plasma spray coating technique.

Table 8 shows the properties of an anti-oxidant pyrogallol. 1% of an Table 8

anti-oxidant was added with prepared Moringa oleifera oil methyl ester Properties of Pyrogallol.
and investigated. Property PY
Fig. 6 shows the schematic diagram of experimental setup. In the
present investigation, Kirloskar TV1 model four stroke, water cooled Molecular structure
direct injection diesel engine coupled with eddy current dynamometer
was used. Two sets of rotometers were connected with pump to main-
tain the water circulation for engine and calorimeter. In order to reduce
the enormous release heat to cooling water, separate water circulation
was carried out for dynamometer while applying the brake power. The Molecular formula C6H6O3
fuel flow to engine was measured using graduated burette and air flow Chemical name Benzene-1,2,3- triol
was measured using U-tube manometer. Temperatures of various po- Molecular weight (g/mol) 126.11
Density (g/cm3) 1.45
sitions were measured using K-type thermocouples connected to digital
Flash point (°C) 230
indicator. The computerised engine measured all parameters online and Boiling point (°C) 309
recorded using data acquisition system (DAQ) with the help of En-
ginesoft software. Table 9 shows the specification of test engine. Gas

Fig. 5. (a) YSZ coated piston crown (b) YSZ coated cylinder head, intake and exhaust valve.

544
V. Karthickeyan Fuel 235 (2019) 538–550

Control panel- a. Fuel measuring burette, b. U- tube manometer, c. Air box with sensors, d.
Temperature indicator, e. Speed indicator, f. Load indicator with load adjustor. VCR Engine-
g. Fuel filter and pump, h- Fuel line pressure sensor, i- Fuel injector, j- Combustion analyser.
Rotometer- 1. Engine water supply, 2. Calorimeter water supply. Engine exhaust line- k.
AVL Five gas analyser, l. AVL Smokemeter.
Water line for engine and calorimeter
Electrical line from various sensors to DAQ
Air flow line for engine
Diesel fuel line to engine
Main interface line between DAQ and Computer
Fig. 6. Schematic diagram of experimental setup.

Table 9 analyser (Make: AVL, Austria and Model: 444 di-gas) was used to
Specification of test engine. measure the engine exhaust emissions like CO, HC and NOx. NDIR
Make and model Kirloskar oil engines limited and TV1 model (non-dispersive infra-red) technique was used to analyse the exhaust
Type Single cylinder, four stroke, direct injection, diesel engine emission from analyser. The prob of analyser was attached with cold
Bore x Stroke 87.5 × 110 (mm) trap and filter elements to protect the analyser from water vapour de-
Rated output 5.2 kW position. Table 10 shows the specification of exhaust emission mea-
Speed 1500 rpm
Compression ratio 17.5:1
suring equipment. Engine exhaust smoke was measured using smoke-
Injection pressure 210 bar meter (Make: AVL, Austria and Model: 437C Free Accelerator Test) in
terms of Hartridge Smoke Unit (HSU).
Initially, the engine was operated with diesel to obtain the baseline
Table 10 readings. The fuel flow and water flow were checked for safety func-
Specification of exhaust emission measuring equipment. tioning of engine. Engine was started with no load and followed by half
Equipment name: Exhaust gas analyser load was applied and allowed to operate continuously. In order to reach
Make and model AVL 444 di- gas analyser steady state condition, the engine was allowed to run for about 30 min.
Measures CO, HC, NOx The steady state condition was recognized by a rise in exhaust gas
Range CO: 0–10 (% volume), HC: 0–2000 (ppm), NOx: temperature to 50 °C. The engine readings were taken from zero load to
0–5000 (ppm)
full load with diesel as a baseline fuel. The performance and emission
Equipment name: Smokemeter characteristics of diesel in uncoated engine were recorded. The com-
Make and model AVL 437C free accelerator smokemeter
bustion chamber components like piston, cylinder head and intake and
Measures Smoke density
Range 0–100 (HSU) exhaust valves were removed and reinstalled with coated combustion
chamber components. Followed by, similar procedure was carried out

545
V. Karthickeyan Fuel 235 (2019) 538–550

for diesel and the engine characteristics were recorded. The aforesaid
steps were carried out with biodiesel and anti-oxidant blends in both
coated and uncoated engine. The performance and emission char-
acteristics were recorded and compared with neat diesel. For each en-
gine load, the engine was allowed to run for about 10 min and last
3 min were used for value recording purpose. The atmospheric factors
influencing the experimentation work were humidity and temperature.
Each and every observation was carried out on the same day to prevent
the occurrence of variations in the experiment. To increase the relia-
bility of the results, each observation was made thrice with all fuel
samples in diesel engine. The experimentation on biodiesel and its
blends did not incur any malfunctioning (failure) on engine operation.
Engine exhaust emissions like CO (% volume), HC (ppm) and NOx
(ppm) were converted into brake specific emission or mass values using
the following equations [31],
CO (g/kwh) = 0.000966 x [CO]wet x GMW

HC (g/kwh) = 0.000479 x [HC]wet x GMW

Fig. 7. Variation of brake thermal efficiency with load.
NOx (g/kWh) = 0.001587 x [NOx]wet x GMW x kh,d
specific fuel consumption)2 + (uncertainty of brake thermal effi-
where ciency)2 + (uncertainty of CO)2 + (uncertainty of HC)2 + (uncertainty
of NOx)2 + (uncertainty of smoke)2 + (uncertainty of exhaust gas in-
[CO]wet, [HC]wet and [NOx]wet – Concentration of emission based on dicator temperature)2 + (uncertainty of pressure pick up)2] = square
wet condition (in % volume and ppm) root of [(1)2 + (0.2)2 + (1)2 + (1)2 + (0.2)2 + (0.1)2 + (0.2)2 + (1)2
GMW – Average molecular weight of engine exhausts gas (g/h) + (0.15)2 + (1)2] = ± 2.27%
The total uncertainty was found as ± 2.27% for entire range of
In engine operation, humidity was considered as the manipulating experimentation.
factor for formation of NOx emission. Therefore, a dimensionless cor-
rection factor based on intake air humidity (H) and temperature (T) was
used as follows, 3. Results and discussions
1
kh,d = The engine characteristics were examined for diesel and neat
[1−0.0182 x (H−10.71) + 0.045 x (T−298)]
Moringa oleifera oil methyl ester with 1% Pyrogallol in uncoated (con-
Table 11 shows the experimental uncertainty. Error analysis is ventional) engine and coated (TBC) engine. The performance char-
considered as an important technique to identify the percentage of acteristics like brake thermal efficiency and brake specific fuel con-
uncertainty occurred during experimentation. Irregular maintenance of sumption were evaluated in terms of % and kg/kWh respectively.
measuring equipment, human error during measurement and environ- Exhaust engine emission like CO, HC and NOx were evaluated in terms
mental conditions were the vital reasons for error during experi- of g/kWh respectively. Smoke emission was evaluated in Hartridge
mentation. In the present investigation, back propagation [32] tech- Smoke Unit (HSU).
nique was used to identify the uncertainty in the experimentation. The Fig. 7 shows the variation of brake thermal efficiency with load for
uncertainty was determined using following formula, diesel and biodiesel in coated and uncoated engine. For any engine,
Total uncertainty = square root of [(uncertainty of total fuel con- thermal efficiency and fuel consumption were considered as the most
sumption)2 + (uncertainty of brake power)2 + (uncertainty of brake important performance determining constraints [33]. From low load to
full load, an increment in BTE was observed for all fuels. At full load,
Table 11 BTE was observed as 28.1%, 27.3%, 26.9% and 26.3% for MOME + PY-
Experimental uncertainties. CE, Diesel-CE, Diesel-UCE and MOME + PY-UCE respectively. In un-
Parameters Measuring technique Accuracy Systematic coated engine, diesel showed higher BTE than biodiesel with anti-oxi-
errors ( ± ) dant blend due to higher calorific value. In coated engine, higher BTE
was observed for biodiesel with anti-oxidant blend than diesel. Thermal
Load Strain gauge type ± 10 N ± 0.2
load cell Barrier Coating provides high in-cylinder temperature within the
Speed Magnetic pickup ± 10 rpm ± 0.1 combustion chamber. Presence of excess oxygen in biodiesel leads to
principle complete combustion. In addition, pyrogallol enhances the cetane index
Fuel flow Volumetric ± 0.1 cc ±1 of the biodiesel which provides complete combustion of the fuel. The
measurement measurement
biodiesel with pyrogallol blend in thermally coated engine showed
Temperature Thermocouple ± 1 °C ± 0.15
Crank angle encoder Magnetic pickup ± 1 deg ± 0.2 higher BTE than uncoated engine. Generally, the combustion efficiency
principle of biodiesel was highly dependent on its physio-chemical properties in
Pressure Magnetic pickup ± 0.1 kg ± 0.1 diesel engine [34]. MOME + PY-CE showed higher thermal efficiency
principle
than other fuel samples due to improved combustion efficiency, thermal
Time Stop watch (Manual) ± 0.1 s ± 0.2
Manometer Balancing of column ± 1 mm ±1 barrier coating and oxygen content in biodiesel. Similarly Moringa
deflection of liquid oleifera biodiesel blend (30% biodiesel with 70% diesel) investigated in
CO NDIR technique ± 0.02% ± 0.2 diesel engine with two antioxidant additives namely 2,6-di-tert-butyl-4-
volume methylphenol (BHT) and 2,2′-methylenebis(4-methyl-6-tert- butyl-
HC NDIR technique ± 10 ppm ± 0.1
phenol) (MBEBP) [35]. Biodiesel with anti-oxidant blend showed lower
NOx NDIR technique ± 12 ppm ± 0.2
Smoke Opacimeter ± 1 HSU ±1 BTE than neat diesel in uncoated engine whereas in the present study,
thermal barrier coating enhances the BTE of biodiesel with anti-oxidant

546
V. Karthickeyan Fuel 235 (2019) 538–550

Fig. 9. Variation of carbon monoxide with load.

Fig. 8. Variation of brake specific fuel consumption with load.

blend than diesel due to high in-cylinder temperature.

Fig. 8 shows the variation of brake specific fuel consumption with
load for diesel and biodiesel in coated and uncoated engine. As above
said, the fuel consumption highly influences the combustion efficiency
of engine. At increasing loads, reduced fuel consumption substantiates
the better utilization of fuel [36]. At low load, BSFC was observed as
1.532 g/kWh, 1.487 g/kWh, 1.445 g/kWh and 1.372 g/kWh for
MOME + PY – UCE, Diesel – UCE, MOME + PY – CE and Diesel – CE
respectively. At high load, BSFC was observed as 0.436 g/kWh, 0.39 g/
kWh, 0.324 g/kWh and 0.291 g/kWh for MOME + PY – UCE, Diesel –
UCE, Diesel – CE and MOME + PY – CE respectively. In uncoated en-
gine, diesel showed lower BSFC than biodiesel with anti-oxidant blend
due to higher calorific value and lower kinematic viscosity. Biodiesel
with anti-oxidant blend showed lower BSFC than diesel in coated en-
gine. This decrement in BSFC was due to thermal barrier coating on
engine combustion chamber components. For all fuel samples, an in-
creasing load leads to decreased specific fuel consumption. The re-
duction in BSFC was due to thermal barrier coating and high combus- Fig. 10. Variation of hydrocarbon with load.
tion chamber temperature inside the combustion chamber. Similarly,
Calophyllum inophyllum biodiesel blend (30% biodiesel with 70% diesel)
biodiesel in coated and uncoated engine. In diesel engines, HC emission
investigated in diesel engine with addition of 1% of two antioxidants
was comprised of unburned fuels due to inadequate temperature near
namely 2,6-Di-tert.-butyl-4-methylphenol and 2,20-methylenebis (4-
the cylinder wall [39]. At full load, HC emission was found as 0.51 g/
methyl-6-tert-butylphenol) [37]. Higher BSFC was observed for bio-
kWh, 0.48 g/kWh, 0.45 g/kWh and 0.39 g/kWh for Diesel – UCE,
diesel with anti-oxidant blend than neat diesel. In the present work,
MOME + PY – UCE, Diesel – CE and MOME + PY – CE respectively. At
thermal barrier coating helps to achieve lower BSFC for biodiesel with
all loads, diesel showed higher HC emission than MOME + PY in un-
anti-oxidant blend than diesel.
coated engine. In coated engine, diesel showed lower HC emission than
Fig. 9 shows the variation of carbon monoxide with load for diesel
MOME + PY at low load. This decrement in HC emission was due to
and biodiesel in coated and uncoated engine. The features influencing
high in-cylinder temperature in low heat rejection (LHR) engine. In
CO emission were air–fuel mixture ratio, oxygen content and the like.
coated engine, MOME + PY– CE showed lower HC emission than
CO emission was due to incomplete combustion of fuel, where the
diesel. Pyrogallol enhances the cetane number of Moringa oleifera oil
oxidation not happened properly. Due to air deficit and rich reactant
methyl ester. Thus, it leads to complete combustion of the fuel. Similar
concentration, carbon was not converted into CO2 and emitted as CO
reduction in HC emission was observed with various blends of pumpkin
emission. In both coated and uncoated engine, diesel showed higher CO
seed oil methyl ester operated in uncoated and coated (Material: Par-
emission than other fuel samples. At full load, CO emission was ob-
tially Stabilized Zirconia) engine condition [13]. This reduction in HC
served as 0.00049 g/kWh, 0.00045 g/kWh, 0.00033 g/kWh and
emission was due to increase in combustion chamber temperature. In
0.00025 g/kWh for Diesel – UCE, MOME + PY – UCE, Diesel – CE and
the present study, PY adds more advantage with thermal barrier coating
MOME + PY – CE respectively. At all loads, MOME + PY showed lower
and leads to reduced HC emission.
CO emission than diesel in both coated and uncoated engine. This re-
Fig. 11 shows the variation of oxides of nitrogen with load for diesel
duction in CO emission was due to increasing combustion chamber
and biodiesel in coated and uncoated engine. The amount of NOx
temperature and presence of more oxygen in biodiesel sample. Similar
emission produced was based on the factors like in-cylinder tempera-
observations were observed with Canola biodiesel in diesel engine with
ture, oxygen concentration and the like. The discharged NOx emission
three different antioxidants namely butylated hydroxyanisole (BHA),
was produced near the beginning of the combustion process, where the
butylated hydroxytoluene (BHT), tert-butylhydroquinone (TBHQ) and
piston was near the top of its stroke. With biodiesel samples, high ce-
2-ethylhexyl nitrate (EHN) [38]. At full load, biodiesel with anti-oxi-
tane number and low heat of vaporization were leads to high NOx
dants showed lower CO emission than diesel.
emission [40]. In premixed combustion phase, high cetane number of
Fig. 10 shows the variation of hydrocarbon with load for diesel and

547
V. Karthickeyan Fuel 235 (2019) 538–550

Table 12
Exhaust gas temperature for all fuel samples at various load conditions.
Fuel Samples Exhaust gas temperature (°C)

No load (0%) Part load (40%) Full load (100%)

Diesel – UCE 121 196 321

MOME + PY – UCE 138 203 315
Diesel – CE 145 212 336
MOME + PY – CE 154 234 362

present work, MOME + PY showed lower smoke emission in coated

engine than diesel. The presence of rich oxygen molecule in Moringa
oleifera oil methyl ester, enhanced the combustion process and results in
lower smoke opacity than diesel. Engine exhaust gas temperature was
considered as a noteworthy aspect to understand the smoke emission.
Table 12 shows the exhaust gas temperature for all fuel samples at
various loads. Similar reduction in smoke emission was observed in
Fig. 11. Variation of oxides of nitrogen with load. diesel with various proportions of tripropylene glycol (2%, 4% and 6%)
in coated engine (Material: NiCrBSi with thickness 250 μm) than un-
coated engine [44]. This reduction was due to presence of oxygen in
biodiesel offered short ignition delay period and provides less time for
tripropylene glycol and TBC promotes complete combustion of fuel.
air–fuel mixing [41]. This leads high NOx emission by increasing the in-
Fig. 13 shows the variation of in-cylinder pressure and heat release
cylinder pressure and temperature. At full load, NOx emission was
rate with crank angle at full load. In-cylinder pressure was considered
observed as 17.5 g/kWh, 16.4 g/kWh, 13.5 g/kWh and 12.4 g/kWh for
as the most important parameter to determine the combustion char-
MOME + PY – UCE, Diesel – CE, Diesel – UCE and MOME + PY – CE
acteristics of a fuel. The combustion characteristics depend on factors
respectively. Generally, biodiesel blends in thermally coated engine
like in-cylinder combustion chamber temperature, swirl movement,
exhibited higher NOx emission due to presence of excess oxygen in the
intensity of turbulence, oxygen content of fuel, air- fuel mixing ratio
fuel and high in-cylinder temperature within the combustion chamber.
and the like. Diesel exhibited higher in-cylinder temperature in coated
In the present work, MOME + PY showed lower NOx emission in
engine due to high combustion chamber temperature provided by
coated engine than diesel. Thus, it was clear that owing to the addition
thermal barrier coating. MOME + PY showed higher in-cylinder pres-
of pyrogallol, reduced NOx was observed due to rise in cetane number
sure in both coated and uncoated engine than diesel due to thermal
as the anti-oxidants also act as cetane enhancer. Similarly, reduction in
barrier coating. Similar trend of results were observed with 20% rice
NOx emission was observed for palm oil biodiesel with di-tertiary-butyl
bran and pongamia oil methyl ester blended with 80% diesel in fly ash
peroxide (DTBP) in partially stabilized zirconia (PSZ) coated engine
coated and compared with standard engine [20]. Due to short ignition
[42].
delay period and injection timing, higher in-cylinder pressure was no-
Fig. 12 shows the variation of smoke with load for diesel and bio-
ticed with coated engine than uncoated engine. The above said results
diesel in coated and uncoated engine. In diesel engine, the aspects for
were also affirmed by kapok oil methyl ester in Partially Stabilized
smoke emission were engine condition, physical and chemical proper-
Zirconia coated engine [12]. High in-cylinder pressure was observed
ties of fuel and nature of combustion chamber [43]. The oxygen content
with coated engine due to reduction in heat loss. Table 13 shows the
in fuel plays a vital role in smoke emission in diesel engine. At full load,
peak in-cylinder pressure of diesel and biodiesel samples in coated and
smoke emission was observed as 85 HSU, 82 HSU, 78 HSU and 71 HSU
uncoated engine at full load. The measurement of in-cylinder pressure
for Diesel – UCE, MOME + PY – UCE, Diesel – CE and MOME + PY – CE
and heat release rate were measured using piezoelectric pressure
respectively. In uncoated engine, diesel exhibited higher smoke emis-
transducer (Make: KISTLER, Model: 5395A).
sion than MOME + PY. In general, biodiesel with anti-oxidant blend
The rate of combustion relates to the amount of chemical energy
showed higher smoke emission than diesel owing to the free radical
released during combustion. The combustion phases consist of start of
quenching of anti- oxidant adjourning the rate of oxidation. In the

Fig. 13. Variation of in-cylinder pressure and heat release rate with crank angle
Fig. 12. Variation of smoke with load. at full load condition.

548
V. Karthickeyan
Table 13
Peak in-cylinder pressure and Heat Release Rate of diesel and biodiesel samples
in coated and uncoated engine at engine full load.
Fuel Samples Peak In-Cylinder Pressure (bar) Heat Release Rate (J/deg)
Uncoated Coated Uncoated Coated
Engine (-UCE) Engine (- CE) Engine (-UCE) Engine (- CE)
Diesel 67.54 70.27 50.75 59.26
MOME + PY 73.33 74.63 61.73 63.82
combustion, ignition delay period and fuel fractions burned during the
premixed combustion zone. The first peak in the heat release curve
represents the premixed combustion, second peak represents the dif-
fusion combustion and remaining peaks represents diffusion combus-
tion. The above mentioned peaks govern the combustion of fuel like
ignition delay period, air–fuel mixing rate and so on. The gross heat
release rate was calculated by applying the First law of thermodynamics
for each cycle and Eq. (1) as follows,
∂Qn γ ∂V 1 ∂P
= P + V
∂θ γ −1 ∂θ γ −1 ∂θ
where P represents the in-cylinder pressure in bar, V represents the
volume of cylinder in m3, θ represents the crank angle in deg, Q re-
presents the heat release rate and γ represents the ratio of specific heat.
During the initial stage of combustion, negative heat release rate was
observed due to vaporization of fuel during the time of ignition delay
period. The positive approach of heat release rate was observed with
start of combustion. In uncoated engine, MOME + PY showed higher
heat release rate than diesel due to inherent oxygen availability. In
coated engine, diesel and MOME + PY showed higher heat release rate
than uncoated engine due to thermal barrier coating. Similar trend of
heat release rate was observed with Jatropha biodiesel in partially
stabilized zirconia coated engine [45].
4. Conclusion
The aim of present study was to investigate the effect of neat bio-
diesel with cetane enhancer in thermally coated diesel engine. In the
present work, Kirloskar TV1 model direct injection diesel engine with
eddy current dynamometer was used. Biodiesel was prepared from raw
Moringa oleifera oil using transesterification process. With Moringa
oleifera oil methyl ester, Pyrogallol was added as an anti-oxidant or
cetane enhancer. Combustion chamber components were coated with
YSZ to convert the conventional engine into low heat rejection engine.
The performance combustion and emission characteristics of diesel and
biodiesel with anti-oxidant in coated and uncoated engine were sum-
marized as follows,
• In uncoated engine, diesel showed higher BTE than biodiesel with
anti-oxidant blend due to higher calorific value. In coated engine,
Higher BTE was observed with MOME + PY than diesel.
• In uncoated engine, diesel showed lower BSFC than MOME + PY
due to enhanced fuel properties. Biodiesel with anti-oxidant blend
showed lower BSFC than diesel in coated engine.
• In both coated and uncoated engine, MOME + PY exhibited lower
CO emission than diesel at all loads.
• In coated engine, MOME + PY – CE exhibited lower HC emission
than diesel. Pyrogallol improves the cetane number of Moringa
oleifera oil methyl ester. Thus, it leads to complete combustion of the
fuel.
•
In uncoated engine higher NOx emission was observed with
MOME + PY than diesel. In coated engine, reduced NOx was ob-
served with MOME + PY due to decreased ignition delay period and
high combustion chamber temperature in thermally coated engine.
Fuel 235 (2019) 538–550
• MOME + PY showed lower smoke emission than diesel in both
coated and uncoated engine.
• In coated engine, higher In-cylinder pressure and heat release rate
were observed with MOME + PY than diesel.
From the experimentation, Moringa oleifera oil methyl ester with
Pyrogallol in Yttria Stabilized Zirconia coated diesel engine may be the
promising blend for improvement in performance and decrement in
engine exhaust emissions. The brake thermal efficiency and NOx
emission for the antioxidants disseminated biodiesel blends were con-
siderably enriched compared to conventional biodiesel operation.
Acknowledgment
The authors would like to express their thanks to University Grants
Commission- South Eastern Regional Office, Hyderabad, India for fi-
nancial support through Minor research project for teachers with Grant
Number 4-4/2013-14 (MRP- SEM/UGC- SERO).
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