Journal of Emerging Trends in Engineering and Applied Sciences (JETEAS) 2 (2): 318-322

Scholarlink Research Institute Journals, 2011 (ISSN: 2141-7016)

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Journal of Emerging Trends in Engineering and Applied Sciences (JETEAS) 2 (2): 318-322 (ISSN: 2141-7016)

Investigation of Performance Characteristics of Diesel Engine

Fuelled with Diesel-Kerosene Blends
1

O. Obodeh and 2F. O. Isaac

Mechanical Engineering Department

Ambrose Alli University, Ekpoma, Edo State, Nigeria.
2
Mechanical Engineering Department
Delta State Polytechnic, Ogwashi-Uku, Delta State, Nigeria.
Corresponding Author: O. Obodeh
__________________________________________________________________________________________
Abstract
The techno-economic effects of diesel-kerosene blends on the operation of a direct ignition (DI) diesel engine
were investigated using a stationary LD 20-D !issan diesel engine. Standard experimental procedures were
adopted. The values of pressure data of all petroleum fuel blends were higher when compared with that
obtained when the engine was run on diesel fuel. However, due to the deterioration of combustion process
caused by too much kerosene at 40% kerosene mixing, pressure data for 30% kerosene blend were higher than
that at 40% kerosene blend from about 80 degrees after top dead centre. The exhaust gas temperature at 100%
rated load was 16.7% higher at 30% kerosene blend as compared with that obtained with diesel fuel. Brake
power increased with rated load for all the fuel blends. The brake power at 100% rated load was 19.8% higher
at 30% kerosene blend than that obtained when the engine was run on diesel fuel. Specific fuel consumption at
100% rated load was 7.5% lower at 30% kerosene blend than that obtained when compared with diesel fuel. It
was deduced that the use of 30% kerosene along with diesel fuel will result in 10% saving on fuel cost.
__________________________________________________________________________________________
Keywords: petroleum fuel, diesel engine, kerosene blends, diesel engine, techno-economic effects
_________________________________________________________________________________________
I'TRODUCTIO'
The diesel engines reputation as a noisy, smoky and
the addition of ethanol caused longer ignition lag at
sluggish power plant has change due to modern diesel
all operating conditions.
technology which allows one to combine the inherent
low fuel consumption with excellent driving
One of the most important characteristics of diesel
performance and low emission characteristics
fuel is its ability to autoignite, a characteristic that is
(Mccallan et al., 1999; Tatur et al., 2007; Jacobs,
quantified by a fuels cetane number or cetane index,
2005). The term diesel engine is used throughout
where a higher cetane number or index means that the
the world to denote compression ignition oil engines,
fuel ignites more quickly (Cngur and Altiparmak,
two or four stroke, with airless fuel injection. Such
2003). Nigerian diesel fuel typically has a cetane
engines produce greater power and are adaptive to
number in the low 40s and European diesel fuel
wide range of fuels (Kowalewicz and Wojtyniak,
typically has a cetane number in the low 50s (NNPC,
2005). Pressures for substantial improvements in
2007). The Nigerian kerosene has an average cetane
internal combustion engine efficiency have become
number of 49 (NNPC, 2007). In comparison the
very substantial indeed yet emission control
cetane number for diesel fuel ranges from 40 to 52.
requirements have made improving engine fuel
This implies that careful blending of kerosene and
consumption more difficult. Since, then a lot of work
diesel fuel could result in a blended fuel with cetane
is being done on the use of alternative fuels to diesel
numbers in the high end of the range. The cetane
fuel (Kowalewicz and Wojtyniak, 2005; Hansen et
number of a fuel indicates the self-igniting capability
al., 1989; Czerwinski, 1994; Machancon et al., 2001;
of the fuel and has a direct impact on ignition delay.
Lakshmi et al., 2007). Hansen et al. (1989)
The higher the cetane number, the shorter the ignition
investigated the combustion of ethanol and blends of
delay and vice versa (Cngur and Altiparmak, 2003).
ethanol with diesel fuel. It was observed that the
High cetane number fuel encourages early and
effects of adding ethanol to diesel fuel were increased
uniform ignition of the fuel. Blends of kerosene and
ignition delay, increased rates of premixed
diesel fuel can be used in unmodified diesel engines
combustion, increased thermal efficiency and reduced
(Matouq et al., 2009; Reddy et al., 2008; Sethi and
exhaust smoke. Czerwinski (1994) used rapeseed oil,
Salariya, 2004).
ethanol and diesel fuel blend and compared the heat
The objective of this study was to determine the
release curves with diesel fuel. It was observed that
effect of kerosene blends on diesel engine
performance characteristics. Engine performance
318

Journal of Emerging Trends in Engineering and Applied Sciences (JETEAS) 2 (2): 318-322 (ISSN: 2141-7016)
characteristics are major criteria that govern the
suitability of a fuel. This study was concerned with
the evaluation of specific fuel consumption and brake
power of the blended fuel. The explanation of the
observed performance has been based on inferences
drawn from combustion characteristics. Moreover,
this paper presents a cost benefit analysis at 30%
kerosene mixing level as compared to diesel fuel
(Reddy et al., 2008).

consumption, in-cylinder pressure and exhaust gas

temperature were then obtained. The experiments
were repeated with diesel-kerosene blends having
10%, 20%, 30% and 40% kerosene on volume basis
respectively. Initially 5% kerosene mixing was tried
but no significant change in the engine performance
could be observed. During the experiments, the
average ambient temperature and atmospheric
pressure recorded were 30oC and 756mmHg
respectively.

MATERIALS A'D METHOD

Experiments using diesel fuel and diesel-kerosene
blends have been conducted with a stationary LD 20D Nissan diesel engine test-rig. The schematic
diagram of the test-rig is shown in Fig. 1.
1: Dynamometer
2: Engine
3: Thermocouple
4: Exhaust gas analyzer
5: Fuel tank
6: Fuel measuring device

Table 1 Engine specifications

Make and Model
LD 20-D, Nissan diesel
Type
4-stroke cycle, in-line
Number of cylinder
4
Bore
95mm
Stroke
105mm
Displacement
2.0 x 10-3 m3
Compression ratio
21:1
Air induction
Naturally aspirated, water
cooled
Valves per cylinder
4
Number of nozzles
4
Fuel injection type
Bosch-type
injection
pump
Maximum power
80 kW atSource:
3600 rpm
(NNPC, 2007)
Maximum torque
196 Nm at 2200 rpm
Maximum speed
5000 rpm
Rotating inertia
0.148 kg m2

4
3

Fig 1: Schematic diagram of the test-rig

Table 2 Properties of fuel used

The power unit was overhaul with the aged and

worn-out parts replaced. The cylinder bore was also
re-sleeved to standard (95mm). The specifications of
the engine are as listed in Table 1. A number of
minor modifications were made to allow the test to be
carried out by the use of pocket gasTM-portable
analyzer. These modifications were kept to a
minimum and are expected to have little or no effect
on the engine operation. Fuel measuring device was
connected to the fuel injection pump of the engine.
JTC-903 thermocouples were used to measure the
manifold temperatures and the manifold pressures
were measured with strain-based pressure tranducers.
In-cylinder pressure measurements in the cylinders
were obtained from Kistler 6041B water-cooled
dynamic pressure transducers. Load on the engine
was applied by means of a belt, which was wrapped
around a revolving drum. The drum was mounted on
the output shaft of the engine. Load in kilograms was
read from the spring balance fixed on the other side
of the screw. The specifications of the fuels are as
shown in Table 2.

Property
Chemical formula
Calorific value
Self
ignition
temperature
Final boiling point
Ignition delay period
Flame
propagation
rate
Flame temperature
Kinematic viscosity at
39oC
Specific gravity at
15/4oC
Colour
Sulphur content by
weight

Unit
kJ/kg
o
C

Diesel
C12H26
44500
725

Kerosene
C10H22
45400
640

C
s
cm/s

369
0.002
10.5

249
0.0015
11.8

C
mm2/s

1715
2.7

1782
2.2

0.893

0.843

Red

0.16

Saybolt
(20min.)
0.04

RESULTS A'D DISCUSSIO'

The pressure variations in the operation cycle of
diesel engine fuelled with diesel-kerosene blends
with rated load are as shown in Fig. 2.
In previous works (Obodeh and Ezimokhai, 2009,
Reddy et al., 2008), it was reported that exhaust
emissions from diesel engine were lowest with 30%
kerosene
blending.
This
informed
the
recommendation of 30% kerosene blending for diesel
operation. Fig. 2 indicates that the blended fuels
follow similar pattern of pressure rise to that of diesel

The performance tests were performed at five load

conditions of 0% (no load), 25%, 50%, 75% and
100% of the rated load at a constant speed of
3000rpm. For each load condition, the engine was run
with diesel fuel for at least 20 minutes after which
information such as torque, power, specific fuel
319

Journal of Emerging Trends in Engineering and Applied Sciences (JETEAS) 2 (2): 318-322 (ISSN: 2141-7016)
fuel at all load conditions however, the values of
pressure data of all fuel blends were higher than those
of diesel fuel. These differences may be due to
variations of viscosity and calorific value with
percentage of kerosene in the fuel. However, from 0
degree to about 80 degrees after top dead centre, the
values of pressure data of 40% kerosene blend were
higher than that of 30% kerosene blend but thereafter
that for 30% kerosene blend became higher. This is
due to the fact that at 40% kerosene mixing level, the
combustion process deteriorated due to too much of
kerosene that caused a lot of change in the
combustion characteristics of the mixture (Gangwar
and Agarwal, 2008). Pressure variation in the
operation cycle of an engine is important in the
analysis of performance characteristics of any fuel
(Hawley et al., 2003).

40

70
68
66

B ra k e p o w e r (k W )

Diesel fuel
10% kerosene
20% kerosene
30% kerosene
40% kerosene

72

In -c y lin d e r p re s s u re (b a r)

It was also observed that the exhaust gas temperature

increased with percentage of kerosene in the test fuel
for all load conditions. The exhaust gas temperature
at 100% rated load was 16.7% higher at 30%
kerosene blend as compared with the exhaust gas
temperature when the engine was run on diesel fuel.
This may be due to the oxygen content of kerosene,
which improves combustion and thus may increase
the exhaust gas temperature (Sethi and Salariya,
2004). The variation of brake power with rated load
is shown in Fig. 4. Brake power increased with
increase in engine load for all fuel blends. The brake
power at 100% rated load was 19.8% higher at 30%
kerosene blend as compared with that obtained when
the engine was run on diesel fuel.

30

20

64

Diesel
10% Kerosene
20% Kerosene
30% Kerosene
40% Kerosene

10

62
60
58

50
100
150
200
Crank angle after top dead centre (deg.)

25

50

75

100

Rated load (%)

Fig.2
Fig. 1 In-cylinder pressure variation with crank angle after top

Fig.4

Fig. 3 Brake power variation with rated load

dead centre

Mixing kerosene with diesel fuel is like pumping up

the diesel fuel cetane number, giving it more
combustible effect. In fact, kerosene increases
combustibility of diesel fuel. Increased cetane
number encourage early and uniform ignition of the
fuel (Cngur and Altiparmak, 2003).
Fig. 5 shows the variations of specific fuel
consumption (sfc) of various blends of dieselkerosene fuels as a function of rated load.

Fig. 3 shows the exhaust gas temperature variations

for the test fuels with rated load. It was observed that
the exhaust gas temperature increases with load
because more fuel is burnt at higher loads to meet the
power requirement.

E x h a u s t g a s te m p e ra tu re
(oC )

600
500

Diesel
10% Kerosene
20% Kerosene
30% Kerosene
40% Kerosene

Specific fuel consumption

(g/kWhr)

0.7

400
Diesel
10% Kerosene
20% Kerosene
30% Kerosene
40% Kerosene

300
200
100
0

0.6
0.5
0.4
0.3
0.2
0.1
0

25

50

75

100

25

50

75

100

Rated load (%)

Fig.
4
Variation
of
specific fuel consumption as a
Fig. 5
function of rated load

Rated load (%)

Fig 3

Fig. 2 Exhaust gas temperature with rated load

33
320

Journal of Emerging Trends in Engineering and Applied Sciences (JETEAS) 2 (2): 318-322 (ISSN: 2141-7016)
Specific fuel consumption decreased with increase in
engine load. This decrease in the sfc rate can be
attributed to the higher calorific value of kerosene as
compared to diesel fuel (NNPC, 2007). In order
words, less quantity of fuel is needed in order to
produce the same amount of energy. Decrease in sfc
of the blended fuels was caused by faster evaporation
and combustion of the blend particles as compared
with diesel fuel. It was observed that sfc at 100%
rated load was 7.5% lower at 30% kerosene blend as
compared with sfc value when the engine was run on
diesel fuel. The blended fuel provides good fuel
economy and power output.

combustion and thus increase exhaust gas

temperature. Brake power increased with rated load
for all the fuel blends. Mixing kerosene with diesel
fuel pumps up the diesel fuel cetane number, giving it
a more combustible effect. Specific fuel consumption
decreased with increase in engine load. This decrease
in specific fuel consumption rate is attributable to
higher calorific value of kerosene as compared with
diesel fuel. The use of 30% kerosene along with
diesel fuel brings about 10% savings on the fuel cost.
REFERE'CES
Cngur, Y. and Altiparmak, D. 2003. Effect of Fuel
Cetane Number and injection Pressure on a DI Diesel
Engine Performance and Emissions, Energy and
Conservation Management. 44 (3): 389-397.

Comparative cost analysis has been made for the

optimum recommended fuel blended (diesel plus
30% kerosene) and diesel fuel. The cost analysis has
been made for the consumption of 10 litres of fuel by
the engine at the (then) current prices, namely,
N120.00 for diesel fuel and N80.00 for kerosene in
Nigeria. With the above prices, 10 litres of diesel cost
N1200 while 10 litres of the blended fuel cost N1080.
This will result in 10% saving on fuel cost. However,
with recent price of N50 per litre for kerosene
announced by the Nigerian government (NNPC,
2007), the saving will enormous.

Czerwinski, J. 1994. Performance of HD-DI-Diesel

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CO'CLUSIO'
The performance characteristics of a direct ignition
(DI) diesel engine fuelled with diesel-kerosene blends
have been analyzed and compared with diesel fuel.
The combustion characteristics of the engine were
used to explain the observed performance
characteristics. The values of pressure data of all the
fuel blends were higher. These differences are due to
variations of viscosity and calorific value with
percentage of kerosene in the fuel. However, due to
the deterioration of combustion process caused by too
much kerosene at 40% kerosene, pressure data for
30% kerosene blend were higher than that at 40%
kerosene blend from about 80 degrees after top dead
centre. The exhaust gas temperature increased with
load because more fuel was burnt at higher loads to
meet the power requirement. The exhaust gas
temperature also increased with percentage of
kerosene in the test fuel. This may be due to the
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