Applied Thermal Engineering 51 (2013) 623e629

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Applied Thermal Engineering

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

Combined effects of thermal barrier coating and blending with

diesel fuel on usability of vegetable oils in diesel engines
Hüseyin Aydin
Department of Automotive, Vocational School of Higher Education, Batman University, Batman 72060, Turkey

h i g h l i g h t s

< Usability of two different vegetable oils in a coated diesel engine was experimentally investigated.
< A diesel engine was coated with ZrO2 layer to make the combustion chamber insulated.
< Test results showed significant improvements in performance parameters.
< While only minor reductions were observed in emissions with coated engine operation.

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

Article history: The possibility of using pure vegetable oils in a thermally insulated diesel engine has been experi-
Received 5 June 2012 mentally investigated. Initially, the standard diesel fuel was tested in the engine, as base experiment for
Accepted 21 October 2012 comparison. Then the engine was thermally insulated by coating some parts of it, such as piston, exhaust
Available online 30 October 2012
and intake valves surfaces with zirconium oxide (ZrO2). The main purpose of engine coating was to
reduce heat rejection from the walls of combustion chamber and to increase thermal efficiency and thus
Keywords:
to increase performance of the engine that using vegetable oil blends. Another aim of the study was to
LHR engine
improve the usability of pure vegetable oils in diesel engines without performing any fuel treatments
Coating
Cottonseed oil
such as pyrolysis, emulsification and transesterification. Pure inedible cottonseed oil and sunflower oil
Sunflower oil were blended with diesel fuel. Blends and diesel fuel were then tested in the coated diesel engine.
Diesel engine Experimental results proved that the main purpose of this study was achieved as the engine performance
parameters such as power and torque were increased with simultaneous decrease in fuel consumption
(bsfc). Furthermore, exhaust emission parameters such as CO, HC, and Smoke opacity were decreased.
Also, sunflower oil blends presented better performance and emission parameters than cottonseed oil
blends.
Ó 2012 Elsevier Ltd. All rights reserved.

1. Introduction
Vegetable oils are considered as alternative fuel for internal
combustion engines and they are derived from renewable biolog-
ical sources. Also they emit far less regulated pollutants than the
standard diesel fuel [1e3]. Among the vegetable oils, sunflower,
canola, hemp, cotton, corn and safflower oils are the most known
fuel candidates for diesel engines. The usage of vegetable oils, as
alternative diesel engine fuel, has been increased rapidly. However,
due to technical deficiencies, they are rarely used in pure form or
with high percentages in unmodified diesel engines [4]. Without
engine or oil modification some problems such as poor atomiza-
tion, injector sticking and blocking which prevent engine operation
E-mail address: huseyyinaydin@gmail.com.
occurs when using pure vegetable oils in diesel engines. Direct use
of crude vegetable oils in diesel engines causes some damage to
parts of the engine and also, the performance is negatively affected
[5,6]. Besides, using these kinds of fuel in diesel engines result in
worse performance parameters than that of diesel fuel. It has been
reported by many researchers that when crude vegetable oils are
used as diesel engine fuel, declines can be seen in performance
parameters with reductions in emission values [7e13]. Importantly,
it was reported that the use of vegetable oils and their blends with
diesel fuel helps in controlling air pollution to a great extent [14].
Engine coating with a ceramic thermal barrier can be applied to
improve reliability and durability of engine performance and effi-
ciency in diesel engines. Because in-combustion chamber temper-
atures of coated engines are higher than those of uncoated engines,
it may be possible to use a fuel with a large distillation range and
lower quality fuels such as pure vegetable oils.

1359-4311/$ e see front matter Ó 2012 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.applthermaleng.2012.10.030
624 H. Aydin / Applied Thermal Engineering 51 (2013) 623e629

It was reported that higher temperatures in the combustion

chamber can also have positive effects on diesel engines due to the
drop in self-ignition delay [15,16]. In a conventional diesel engine,
about 30% of the total energy is rejected to the coolant and it was
reported that the engine coating may be a good solution [17]. Main
important advantages of the engine coating concept were reported
by Taymaz et al. [18] such as improved fuel economy, reduced
hydrocarbon, smoke and carbon monoxide emissions, reduced
noise due to lower rate of pressure rise and high energy in the
exhaust gases. Thermal barrier coatings are generally applied on
the cylinder head, piston and valves by plasma spray method.
Coating these parts with ceramic also limits the negative effects of
wear, friction, heating, corrosion and oxidation. It was also reported
in a theoretical diesel cycle analysis, that the more the heat transfer
decreases, the less energy will be lost, thus the work output and the
thermal efficiency increase [19]. In another study, with engine
coating an increase in engine power and decrease in specific fuel
consumption, as well as significant improvements in exhaust gas
emissions and smoke density have been addressed in comparison
to the uncoated engine [20].
Fig. 1. Schematic diagram of experimental setup.
In the present work, cottonseed and sunflower oils were
blended with petroleum based diesel fuel by volumes of 15%
cottonseed oil to 85% diesel fuel (CSO15), 35% cottonseed oil to 65% meantime, torque and power of the engine can be seen on the same
diesel fuel (CSO35), 15% sunflower oil to 85% diesel fuel (SFO15) and screen Inductive pickup speed sensor was used to measure the
35% sunflower oil to 65% diesel fuel (SFO35). The usability and speed of the engine. Technical specifications of the dynamometer
stability of pure vegetable oils as fuel in a thermally insulated diesel and the control unit are given in Tables 2 and 3.
engine coated with ZrO2 were investigated. Comparisons were The mean effective pressure has been calculated from the
made between blends of cottonseed, sunflower oil blends and following equation. This parameter is presented in order to clarify
diesel fuel and in coated and uncoated diesel engines. Besides, the that how the engine coating will effect on in-cylinder temperature
experimental results were fundamentally compared with normal and thus pressure.
uncoated diesel engine operation with diesel fuel.

2. Experimental setup and test procedure 60PeðkWÞ

Experiments were carried out at the Engine Test Laboratory of
Automotive Department of Technical Education Faculty of Batman
University. Initially, the test engine was dismantled in order to
analyze and to find out the type of piston, cylinder head and valves
of original test engine. One more of each original piston, exhaust
and intake valves those have the same technical specification were
bought from an intermediary firm. The mentioned parts were than
coated with ZrO2 by spray plasma technology. Then the coated
parts were changed with uncoated parts. Finally the coated test
engine was mounted on a hydraulic dynamometer. The technical
specifications of test engine are presented in Table 1. BT-140 model
hydraulic dynamometer was used for engine performance tests.
Schematic diagram of experimental setup is presented with the
Fig. 1.
The load on the dynamometer was measured by using a strain
gauge load sensor. A dynamometer control panel that have a LED
screen was used to control load and speed of engine. In the
Table 1
Technical specifications of the test engine.
MepðkPaÞ ¼
(1)
Vh m3 $nðrpmÞ$I
Where “Pe” is engine power, “Vh” is stroke volume of the engine,
“n” is the engine speed from which the Pe is obtained and “I” is the
number of combustions take place during a single tour of the piston
and is ½ for four strokes cycle engines.
The fuel consumption was measured with burettes with 50 and
100 ml volumes and a stopwatch. Before starting tests, injection
advance, injection pressure, valve regulation was calibrated
according to test engine catalog values. Moreover, the oil filter,
lubricant and air filters were renewed. The torque and effective
power values were recorded after engine was loaded for sufficient
speed reduction of 1000 rpm for each test. For example, before
engine was loaded the accelerator was fixed at 2500 rpm. Then the
engine was loaded until speed was reduced to 1500 rpm at a fixed
accelerator position. The same procedure was performed for each
specified speed and fuel test. Engine was initially run with standard
diesel fuel in order to observe whether there will be any problem
on its operation after coating or not. The experiments were carried
out after the test engine temperature was reached to 85e90  C. The

Type Rainbowe186 diesel Table 2

Technical specifications of dynamometer.
Injection system Direct injection
Cylinder number 1 Brake motor BT-140
Stroke volume 406 cc Maximum brake power 50 HP
Compression ratio 18/1 Maximum speed 7500 rpm
Maximum power 10 HP Maximum torque 250 Nm
Maximum engine speed 3600 rpm  20 Capacity of load cell 1000 N
Cooling system Air cooling Water consumption for maximum power Vmax 0.75 m3/h
Injection pressure 19.6  0.49 Mpa (200  5 kg f/cm2) Brake water pressure 1e2 kg/cm2
Mean effective pressure (Mep) 561.6 kpa (real) Brake control type Slippery propeller
Medium piston speed 7.0 m/s (at 3000 rpm) Electricity requirement 220/380 V 50 Hz.
 H. Aydin / Applied Thermal Engineering 51 (2013) 623e629 625

Table 3 Table 5
Technical specifications of the dynamometer control unit. Chemical and physical properties of test fuels.

Model PC101BMS Fuel type Heat value Viscosity Density Flash Flow Cloud
Accuracy 0.2% kJ/kg mm2/sn (15  C) point  C point  C point
Precision 1 Digit (40  C)
Response time 600 ms Test method TS 1740 TS 1451 TS 1013 TS EN EN ISO TS 2834
Weight measurement Linear (load-cell) EN ISO EN ISO EN ISO ISO 2719 2719 EN ISO
Speed measurement Sensor 1928 3104 3675 23015
Screen type 3  6 unit, 7-region LED Diesel fuel 42,800 2.5e4.5 0.82e0.86 >55 33 16
2  16 character LCD Cottonseed oil 39,173 27.02 0.8830 218 17 1
Power 16 W Sunflower oil 39,827 31.52 0.9060 262 18 7
Operation temperature 0e50  C CSO15 41,754 3.75 0.842 70 28 12
Operation voltage 220  5% V AC CSO35 40,640 5.6 0.854 120 24 8
Output Printer SFO15 42,600 3.8 0.850 76 28 15
SFO35 41,120 5.6 0.866 134 26 14

engine was allowed to run for sufficient time to consume the

remaining fuel from the previous experiment before starting the results that are presented in both sections have correspondence
new experiment. Each test was repeated for 3 times and average with each other. All the test results that presented in this paper are
values were presented here. Emission tests were carried out with simultaneously obtained from the same experiments.
a Capellec CAP 3200 brand gas analyzer. Technical properties of
emission monitoring device are presented in Table 4.
3.1. Performance results
Cottonseed and sunflower oils have high levels of the seed
production in Turkey [21]. Therefore, it is very important to take
Fig. 5 illustrates the engine effective power results obtained
advantage of the cottonseed and sunflower oils as alternative to
from the test engine when running with different types of test fuels
diesel fuel. Therefore they were selected as research fuels in this
that are mentioned above. “Normal D2” represents the uncoated
study. Chemical and physical properties of test fuels were measured
engine operation with standard petroleum diesel fuel. The
and are presented in Table 5.
remaining abbreviations represent the coated engine operation
The piston surface with combustion chamber and both exhaust
with mentioned fuels. As can be seen in Fig. 5, the highest power
and intake valves of test engine were coated with a ZrO2 layer. The
values were ever obtained for D2 fuel in coated engine operation. In
thickness of coating layer on the mentioned parts of the engine was
coated engine, average power increase for D2 operation was 6.58%,
200 mm. Before coating was applied the surfaces of the selected
in comparison to normal uncoated D2 operation. This can be
parts were grinded. After the grinding process, the thickness of
generalized for remaining test fuel. Hence, it can be said that the
coated parts was reduced for 200 mm. Hence, the compression ratio
power values will also increase for vegetable oil by coating engine
of the test engine was remained same as the catalog value. The
compared to the vegetable oil usage in normal diesel engine. The
photos of the coated and uncoated forms of the mentioned parts of
remaining test fuels resulted in quite similar power values
the test engine can be seen in the Fig. 2.
including D2 operation in uncoated engine. These results show that
After 100 h of engine operation at 1500 rpm and loaded
engine operation with vegetable oil can be improved by coating the
conditions the coated test engine was dismounted. The pictures of
engine. It can be attributed to the reduced heat transfer from the
combustion chamber, piston surface and both exhaust and intake
walls of engine combustion chamber. Because, when heat transfer
valves were taken and they are presented in Figs. 3 and 4. As can be
is reduced, the in-cylinder combustion temperature achieves
seen in Fig. 3, there were no abnormalities on the coating layers in
a higher value. Hence, the higher combustion temperature results
the combustion chamber after 100 h of engine operation. However,
in a higher in-cylinder pressure which also results in higher mean
the surface of the piston was seen to have minor cracks only on the
effective pressure and thus higher torque and power values. Also
coating layer surroundings the edges of combustion chamber.
this considerable results show that engine operation with vege-
There was neither a crack nor an abnormality on the remaining
table oil can be improved by engine coating.
parts on piston surface coating layers.
At lower engine speeds the power is low due to low torque and
The valves surfaces were pictured after 100 h of coated engine
engine speed since the power is proportional to the production of
operation and presented in Fig. 4. As can be seen in Fig. 4, there
torque and engine speed. When engine speed was increased the
were no cracks on the coating layer on the valves surfaces.
power values were also increased for all the engine test fuels.
However after 2500 rpm engine speed, power values were

3. Experimental results

Experimental results are presented in this section by two

subsections, as performance and emissions results. All the test

Table 4
Technical properties of the gas analyzing device.

Parameter Measuring range Precision

HC 0e20,000 ppm 1 ppm
CO2 0e21% %0.1
CO 0e10.5% %0.001
Smoke 0e99.99% %1
NOx 0e10,000 ppm 1 ppm
PM, particular matters 0e70% 0.5
Fig. 2. Coated and uncoated piston surface with combustion chamber and both valves.
626 H. Aydin / Applied Thermal Engineering 51 (2013) 623e629

Normal D2 D2 CSO15 CSO35 SFO15 SFO35

6,9
6,4

Engine power (kW)

5,9
5,4
4,9
4,4
3,9
3,4
2,9
2,4
500 1000 1500 2000 2500 3000
Engine speed (rpm)

Fig. 5. Curves of engine power variation with speed for test fuels.

Fig. 3. The combustion chamber and piston surface after 100 h of engine operation.
decreased again for all test fuels. At lower engine speeds, the main
reason for decreased power values is considered to be longer cycle
duration due to lower mean piston speed. As for higher engine
speed, two main reasons can be presented for power reduction: the
decreased volumetric efficiency at higher speed and increased
mechanical losses.
The torque variations with the use of D2 and blends fuels are
illustrated in Fig. 6. Generally, when engine speed was increased
the torque values for almost all the test fuels showed minor
increases. However, after 2500 rpm engine speed torque values
were sharply decreased for all the test fuels. This considerable
decrease can be attributed to the combined effects of lowered
volumetric efficiency and more importantly increased mechanical
and friction losses.
When test fuels were compared, generally coated engine D2
operation supplied higher torque values than the remaining fuels.
This result of torque is consistent with power values at corre-
sponding engine operation conditions. SFO15 and SFO35 fuel
blends had usually better torque and power values when compared
with CFO15 and CFO35 fuels. The lowest average torque and power
values were obtained from the engine operation with CFO35.
However, at the lower engine speed the torque values for coated D2
and CFO35 fuels have presented quite similar values with the
remaining test fuels.
Mean effective pressure values were calculated for each tests
and are presented in Fig. 7. The engine coating can be seen to have
increased mean effective pressure. It is considered that the pressure
increase is mainly due to the increased temperature inside cylinder
thanks to insulation coatings applied to the combustion chamber
walls.
Brake specific fuel consumption (Bsfc) values for various test
fuels and engine speeds are given in Fig. 8. Generally, as anticipated,
Bsfc values for entire test fuels were decreased when engine speed
was increased until the medium speeds and then increased again
with speed increase. Average Bsfc decrease for D2 operation in
coated engine was 5.56% in comparison to normal D2 operation.
The similar reductions can be expected for vegetable oils use in
coated engine according to the normal uncoated operation. The
lowest average Bsfc was obtained from the coated engine using D2
fuel. The highest average Bsfc values were obtained from the usage
of CSO35 in coated engine operation. It can clearly be seen from the
power, torque and Bsfc experiments that SFO15 and SFO35 that are
the blends of sunflower oilediesel fuel achieved a better perfor-
mance than the blends of CSO15 and CSO35 which derived from
cottonseed oilediesel fuel. Generally, petroleum diesel fuel per-
formed a better performance than the vegetable oil blends prob-
ably due to the lower calorific values of vegetable oils. Even though
vegetable oils and their blends with diesel fuel have not been tested
in the coated engine, in this study, the performance of vegetable oil
usage can be said to be improved by engine coating since

Normal D2 D2 CSO15 CSO35 SFO15 SFO35

22

20
Engine Torque (NM)

18

16

14

12

10
500 1000 1500 2000 2500 3000
Engine speed (rpm)

Fig. 4. The valves surface after 100 h of engine operation. Fig. 6. Engine torque values for test fuels at different engine speeds.
 H. Aydin / Applied Thermal Engineering 51 (2013) 623e629 627

Normal D2 D2 CSO15 CSO35 SFO15 SFO35 Normal D2 D2 CSO15 CSO35 SFO15 SFO35
900 3,5

850 3
800

CO emissions (%)
2,5
750
MEP (kPa)

2
700

650 1,5

600 1

550
0,5
500
500 1000 1500 2000 2500 3000 0
Engine speed (rpm) 1000 1500 2000 2500 3000
Engine speed (rpm)
Fig. 7. Calculated mean effective pressure values for test fuels at different engine
speeds. Fig. 9. CO emission results in different engine speeds for test fuels.

performance parameters of coated engine diesel fuel operation
have been increased when compared with uncoated diesel fuel
operation.
3.2. Emission results
When petroleum based fuels are used in an engine the main
toxic substances present in the waste exhaust gases are incomplete
oxides of hydrocarbon containing CO, NOx, HC, soot containing SO2
emissions, particulates and smoke emissions. CO emission is the
most toxic substance found in exhaust gases and is colorless,
tasteless and odorless. HC and CO emissions are main products of
incomplete combustion. Curves of engine CO emissions with
engine speed are presented in Fig. 9. CO emissions were consider-
ably decreased for vegetable oil usage in diesel engine. It is one of
the most important and beneficial results of using vegetable oils in
diesel engines as fuel. This crucial result is achieved thanks to the
oxygen amount inherently contained in the vegetable oils chemical
construction. When the engine coating is taken into consideration
both two diesel fuel experiments should be analyzed. When both
coated and uncoated diesel engine experiments were compared
with each other, average CO emissions were found slightly lower
for coated diesel engine operation even though the main purpose of
insulation of the engine was to improve the performance and
usability of vegetable oils in diesel engines.
This surplus benefit can also be seen in HC emission values as
they were also decreased for coated engine operation. HC emissions
results, for all test fuels, can be seen in Fig. 10. It can clearly be
observed from Fig. 10 that HC emissions were considerably
decreased when using vegetable oil blends fuel in diesel engine.
The higher oxygen contented in the vegetable oilediesel blend
fuels take part in combustion and make the combustion environ-
ment enriched with oxygen. Hence, the surplus oxygen content
helps to achieve more complete combustion thus results in
decreased in-complete combustion products such as HC and CO
emissions. When both coated and uncoated diesel engine experi-
ments were compared, average HC emissions were found slightly
lower for coated diesel engine operation. Flame ionization detec-
tors (FID’s) have been commonly used for sensitive monitoring of
mixtures of hydrocarbon. It has also been stated that their carbon
counting ability to integrate, for example, total unburned hydro-
carbon emissions from a source, now is accepted without question
[22]. On the other hand, as presented in the literature, the FID’s that
are conventionally used for measuring these emissions may have
a lower sensitivity of detecting oxygenated compounds, such as the
ones that might be present in the exhaust gas when using
oxygenated fuels like vegetable oils [23e25]. However, the forma-
tion of HC emissions is described including both oxygenated and
non-oxygenated compounds [26]. In the meantime, the oxygen
contained in the vegetable oils leads to a more complete and
cleaner combustion [23,27]. For this reasons, the measured THC
emissions may be exceedingly low for vegetable oils and blend
fuels. Therefore, it is generally known that the HC emissions
decrease in the case of vegetable oil usage in diesel engines similar
to the results of this study.

Normal D2 D2 CSO15 CSO35 SFO15 SFO35 Normal D2 D2 CSO15 CSO35 SFO35 SFO15
900
550
800
500
700
HC emissions (ppm)

450
600
Bsfc (g/kWh)

400
500
350
400
300
300
250 200
200 100
150 0
500 1000 1500 2000 2500 3000 1000 1500 2000 2500 3000
Engine speed (rpm) Engine speed (rpm)

Fig. 8. Variation of bsfc values for testing fuels and specified speeds. Fig. 10. Emissions of HC for all the test fuels and different conditions.
628 H. Aydin / Applied Thermal Engineering 51 (2013) 623e629

Normal D2 D2 CSO15 CSO35 SFO15 SFO35 Normal D2 D2 CSO15 CSO35 SFO15 SFO35
250 90

80
NOx emissions (ppm)

200
70

Smoke opacity (%)

60
150
50

100 40

30
50
20

10
0
1000 1500 2000 2500 3000 0
Engine speed (rpm) 1000 1500 2000 2500 3000
Engine speed (rpm)
Fig. 11. NOx’s emitted by using specified test fuels and at different engine speeds.
Fig. 13. Smoke emissions resulted from test engine with different test fuels.

Curves of NOx emissions measured from the gas analyzing of the

test engine for all test fuels are presented in Fig. 11. NOx emissions
are mainly produced at considerably high temperature combustion.
The prolongation of the high temperature regime results in NOx
emissions accumulation. Thus total NOx emissions increase. As can
be seen in Fig. 11, the lowest NOx emissions were obtained for D2
usage in uncoated engine operation. When engine is insulated, the
combustion temperature increases and results in increased NOx
emissions. Therefore, D2 usage in the coated engine operation
resulted in considerably higher NOx emissions than normal D2
operation. When all the test fuels were compared, vegetable oile
diesel blends resulted in more NOx emission than both two diesel
fuels operation. When vegetable based fuels are used in the test
engine, the higher oxygen content is considered to improve
combustion and results in higher combustion temperature and
thus higher NOx emissions as well.
The most important factor of global warming problem of the
world is the increase of CO2 emission which leads to greenhouse
effect in the atmosphere. CO2 is an emission product related to the
entire combustion of the fuels. High post-combustion temperature
and existence of enough oxygen for a more complete combustion
increases the amount of CO2 in the exhaust gases. The CO2 emis-
sions of the diesel engine fueled with various types of fuels are
shown in Fig. 12. At lower engine speeds, average CO2 emissions
resulted from vegetable based fuels were lower than those of
diesel fuel. However, at medium engine speeds there were no
significant differences between CO2 emissions from diesel fuel and
blends of vegetable oil fuels. The total average CO2 emissions from
vegetable oil blend fuels were higher than those of diesel fuels. The
Normal D2 D2 CSO15
4,5
4
3,5
CO2 emissions (%)
increase in CO2 production with vegetable oil fuels may be due to
the more efficient combustion. In presence of sufficient oxygen,
more CO and HC can be converted into CO2. Vegetable oils are
oxygenated fuels and lead to more complete combustion; hence
CO and HC emissions reduce thus CO2 emissions increase in the
exhaust.
Smoke opacity levels of diesel fuel and vegetable fuels appli-
cation in the coated diesel engine for different engine speeds are
presented in Fig. 13. Smoke levels obtained in the exhaust were
decreased with increase of engine speed for all test fuels. It can be
attributed to the increased air jets, swirl and turbulence move-
ments which increase more homogeneous charge and thus
resulting in more complete combustion. The highest smoke
opacity levels were ever obtained for diesel fuel in uncoated
engine. The oxygen inherently contained in the vegetable oil
blends which remove any possible local oxygen deficiencies is
considered to have helped in the concern of decreasing smoke
level. The lowest smoke emissions were obtained for SFO35 fuel in
all engine operation conditions. Among vegetable oil blends the
highest smoke opacity levels were obtained for CFO15 and CFO35
fuels. The higher viscosity of both these fuels is considered to be
the main reason for higher smoke opacity in comparison to SFO15
and SFO35 fuels. Because, the higher viscosity and bigger sized fuel
molecules contained in the fuels is considered to result in poor
atomization.
4. Conclusions
In this experimental study, cottonseed and sunflower oils were
blended with petroleum based diesel fuel by mentioned ratios and
CSO35 SFO15 SFO35
tested in a coated diesel engine. The usability and stability of pure
vegetable oils as fuel in a thermally insulated diesel engine coated
with ZrO2 was investigated. Comparisons were made between
blends of cottonseed, sunflower oil blends and diesel fuel. The

3 experimental results were fundamentally compared with normal

uncoated diesel engine operation with diesel fuel. In the perfor-
2,5
mance tests, engine power, torque output, and brake specific fuel
2 consumption values were found for each fuels and for different
1,5 engine speeds. Besides mean effective pressure values were
calculated for each test fuels. In the fuels emission tests, CO, HC,
1
NOx, CO2 and smoke emissions were measured at specified engine
0,5 speed. Emission and performance results of the blend fuels in
0 coated engine were compared with those of diesel fuel in coated
1000 1500 2000 2500 3000 and uncoated diesel engine operation. Following important results
Engine speed (rpm)
can be presented in order to clarify the aims, achievements and
Fig. 12. CO2 emissions from test engine for test fuels at different speeds. conclusions of the study.
 H. Aydin / Applied Thermal Engineering 51 (2013) 623e629
 There were no problems and anomalies in the engine operation
or on the engine parts after 100 h of coated diesel engine
operation with vegetable oil blends. However, there were
minor cracks at small parts of coating layer at the vicinity of the
edges of combustion chamber.
 The most important engine performance parameters such as
power, torque, mean effective pressure and brake specific fuel
consumption values were improved for vegetable oil blends by
coating engine. By combustion chamber insulating, heat
transfer through the walls is reduced. Therefore, the thermal
efficiency increases and results in higher power and torque
values. The power torque and mean effective pressure values
obtained from the coated engine using blends fuels were
increased while brake specific fuel consumption values were
decreased. SFO15 and SFO35 fuel blends had usually better
torque and power values when compared with CFO15 and
CFO35 fuels. The lowest average torque and power values were
obtained from the engine operation with CFO35.
 As expected, CO and HC emissions were considerably reduced
for vegetable oil blend fuels usage in the coated engine. The
surplus oxygen content of vegetable oil blend fuels helps to
achieve a more complete combustion thus results in decreased
in-complete combustion products such as HC and CO emis-
sions. However, NOx emissions that were obtained from the
usage of vegetable oil blends were increased when the
mentioned fuels were used in the coated diesel engine prob-
ably due to the increased combustion temperature. Smoke
emissions resulted from the usage of vegetable oil blends in
coated engine operation were lower than those obtained from
diesel fuel in both coated and uncoated diesel engine.
 Experimental results proved that the main purpose of this
study have been achieved as the engine performance param-
eters such as power and torque were increased with simulta-
neous decreases in the brake specific fuel consumption (bsfc).
Furthermore, exhaust emission parameters such as CO, HC, and
Smoke opacity were decreased.
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