Udayakumar, Prabhjot Singh / Mechanica Confab

ISSN: 2320-2491

USE OF ALCOHOL AS AN ALTERNATIVE FUEL IN DIESEL

ENGINE
Dr. Udayakumar1, Prabhjot Singh2
1

Birla Institute of Technology & Science, Pilani, Dubai Campus,

Dubai International Academic City, Dubai, United Arab Emirates

2

M. Sc. Tech. (Engineering Technology), Birla Institute of Technology and Science,

Pilani, Dubai Campus, Dubai International Academic City, Dubai, United Arab Emirates
udaya@bits-dubai.ac.ae, singhprabhjot55@yahoo.com
Abstract
In this research, we have conducted experiments on two cylinder, four stroke diesel engine
with use of standard Diesel and Alcohol (Butanol and Diethyl ether) on the engine. Study has
shown that with the use of these alternate fuels, combustion was found satisfactory when
Butanol was injected with Diesel and Diethyl ether was mixed with Diesel in the existing
engine. It was found that the Brake Mean Effective Pressure (BMEP) and Brake thermal
efficiency (BTE%) were higher, when 0.06ml./sec. of butanol was injected in the intake air,
whereas Brake Specific Energy Consumption (BSEC) was lower. For other flow rates the
results are similar that of pure diesel. So it is concluded that 0.06 ml./sec. seems to be the
optimum rate of butanol to be supplied with diesel. On the other hand, when Diethyl ether
was mixed with diesel and tested in the engine, it gives almost similar performance that of the
diesel and it is giving slightly less efficiency and more energy consumption.
Keywords: Internal Combustion Engines, Diesel, Butanol, Diethyl Ether
1. Introduction
Alternative fuel is one of the sources of energy used in Internal Combustion Engines.
Depletion of fossil fuels, increase in emissions and greenhouse gases has been observed by
scientists globally. This research is done to find out the suitability of a bio fuel which is
renewable and can be used in Internal Combustion Engines. It focuses on the employment of
short chain alcohol fuel Butanol and Diethyl ether on two cylinders, four stroke diesel
engine.
During the conduct of experiments engine functions have been monitored and the
following parameters like Brake Mean Effective Pressure (BMEP), Air to Fuel Ratio (A/F),
Brake Specific Energy Consumption (BSEC), Break Thermal efficiency (BT. %), Volumetric
Efficiency (Vol. %) and Brake Power (BP) were measured. Study has shown that the use of
these alternate fuels combination was found satisfactory when Butanol was injected with
Diesel and Diethyl ether was mixed with Diesel in the existing engine.

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Udayakumar, Prabhjot Singh / Mechanica Confab

ISSN: 2320-2491

Since, Butanol is not easily mixable with diesel, it was injected at the inlet manifold of
various quantities and testing was carried out. Whereas Diethyl ether which is easily mixed
with the diesel, various combination of diethyl ether was mixed with diesel and testing was
carried out.
Results have shown that when Butanol was injected with diesel, it was found that the
BMEP and Brake thermal efficiency were higher, whereas BSEC was lower when
0.06ml/sec. of Butanol was injected in the intake air. For other flow rates the results are
similar that of pure diesel. So it is concluded that 0.06 ml./sec. seems to be the optimum rate
of Butanol to be supplied with diesel. On the other hand, when Diethyl ether was mixed with
diesel and tested in the engine, it gives almost similar performance that of the diesel and it is
giving slightly less efficiency and more energy consumption.
This research has proved that the Butanol & Diethyl ether can be successfully used in the
diesel engine and can be used to partially replace the usage of the fossil fuel considerably
without any major modifications in the existing engine.
Fossil fuels which are mostly used in todays internal combustion engines, engines
produces harmful and toxic gases which pollutes atmosphere and results in several diseases.
These harmful products of fossil fuels are mainly: CO2, CO, Sox, HC and NOx and related
emissions. Studies have shown that big cities emit more harmful emissions in the atmosphere
from the exhaust emissions of the internal combustion engines. [1]
Table 1. Fuel Properties for Petrol, Diesel, Butanol and DEE (Diethyl Ether)
S. No.

Fuel Properties

Petrol

Diesel

Butanol

DEE

Flash point

43 C

>62 C

24 C

-45C

Fire Point

-53 C

68 C

45 C

37.8C

Density of Oil

749 kg/m.cu.

804 kg/m.cu.

808 kg/m.cu.

713 kg/m.cu.

Flammability
Limit

1.4 7.6%

0.6 5.5%

11.2%

5.1%

Calorific Values

50, 000 kJ/kg

45,300 kJ/kg

30, 000 kJ/kg

28,000 kJ/kg

Octane number

89

104

96

98

Cetane number

5-20

40-55

47

85 - 96

Auto Ignition
Temp.

280 C

210 C

390C

160C

Due to vehicles population growing around the world, awareness for use of alternative
fuel is being done to save fast depletion of fossil fuels. It has been studied that when
alternative fuels like Butanol, Diethyl ether, Ethanol, Pentanol are mixed with

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ISSN: 2320-2491

Diesel/Gasoline fuel found better Brake thermal efficiency and Brake mean effective pressure
because of complete combustion of fuel in engine and also reduces smoke, HC and CO
emissions. Researchers from their studies have shown the amount of emissions coming from
the engine is reduced as a whole when diesel was blended with various alcohol fuels. These
studies have shown changes in engine and supplementary systems which are useful in
reducing emissions to some extent. Alternative fuels which produce less harmful emissions
attract the growing attention in past years [1].
Butanol is a fuel which can be used in an Internal Combustion Engines. It is having
lengthy hydrocarbon chain. lt is having higher energy density, good atomization and strong
hydrophobic properties. This makes butanol as a reliable fuel which can be used in single or
blended conventional fuels and helps to reduce the excessive depletion of fossil fuels.
Butanol has four link hydrocarbons and can be produced from Biomass (as biobutanol) as
well as fossil fuels (as petrobutanol); but petrobutanol and biobutanol have the same
chemical properties.
Diethyl ether is known as simple ether and ethyl ether. It is highly volatile flammable
liquid and colorless. As a fuel Diethyl ether has high cetane number 8596. In previous
studies, DEE was tested for some common emissions and results have shown that PM and
NOx emissions were reduced. When diesel was blended with Diethyl ether with some
proportion at higher loads found better air to fuel ratio, brake mean effective pressure and
volumetric efficiency. [2]
Interestingly, history tells us that the first ever successfully tested, the very famous Otto
Engine designed by Nikolaus Otto in 1877 was developed and tested to run on Alcohol
(Gasoline was still not discovered). Due to this fact the early 20th century has seen a lot of
motors and trucks being run on Alcohol.[3]
But as time went on, the petroleum industry - which was organized and thus more
powerful than the independent, often farm-based alcohol producers - lobbied successfully for
the wholesale use of "superior" gasoline fuels [3].
The basic theme of the work done by the Turkish researchers is to improve the diesel
engine emissions. For this purpose, 2-butanol is volumetrically added into diesel fuel and the
injector spraying pressures were changed. Four stroke single cylinder compressions ignited
direct injection engine experimentally tested with a DC dynamometer. 2-Butanol-Diesel fuel
mixture prepared with adding volumetrically 3%, 5%, 8% and 10% of 2-butanol into the
standard diesel fuel. Injector injection pressure was arranged as 180 bar, 200 bar (original),
220 bar and the results are illustrated in graphics [4].
2. Experimental Setup
2.1. Present Setup
For the experiments, the setup used is a two cylinder, four stroke, water cooled Diesel
engine. The engine is connected to the Brake Rope Type Dynamometer and a load sensor.

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ISSN: 2320-2491

A Pressure sensor is mounted on the top of cylinder to detect the pressure. Output shaft of
the engine is coupled to crank angle sensor which is used for determining the RPM of the
output shaft and used for detecting crank angles at different points.
The Rope Brake Dynamometer along with the Brake Drum, which is coupled to the
engine shaft are used to vary the load in the experiment. By varying the rope tension on the
brake drum, the load can be increased or decreased.
A real time data acquisition can be done by interfacing the setup with computer using
software. The software is capable to tabulate the sample readings according to the
requirement of the software under study and results obtained can be compared. The software
is capable of storing data, printing data and preparing spread sheet in Excel.
2.2. Experimental Investigation
Experiments were conducted on a two cylinder, four stroke diesel engine. In this current
research, Load performance and Heat Balance tests were conducted firstly using pure Diesel
in the engine and then Butanol was injected with the intake air flow at the flow rate of 0.03,
0.06, 0.09 ml./sec. Compared to base engine operation, the BSEC of the engine got reduced
when different quantities of Butanol was injected in the inlet manifold. At 0.06 ml./sec. of
Butanol injection, the energy consumption was minimum and at the same percentage brake
thermal efficiency was the highest. Hence, it was concluded that the optimum quantity of fuel
injection was found to be 0.06 ml./second. From the heat balance calculations, it was found
that the exhaust heat loss and coolant heat loss was also highest when the engine was
operating with 0.06 ml./sec. of butanol injection.
In another experiment, 50ml of Diethyl ether was mixed with diesel (950 ml.) and 100ml
of Diethyl ether with 900 ml of diesel. It was observed that the BMEP produced by the
engine was almost similar at different loads. However, it was found that the brake thermal
efficiency reduced and BSEC consumption got slightly increased. From the heat balance
calculations, it was found that the heat lost in the exhaust and in the coolant was almost
similar when the engine was running with DEE. Though there is a slight decrease in
efficiency. Our research proved that Diethyl ether can be used to replace the diesel to certain
extent as compared to conducted test for pure Diesel without any modifications.

Figure 1. Diesel Engine Test Rig For Experimentation

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ISSN: 2320-2491

Table 2. Experimental Diesel Engine Specifications

S. No.

Description

Engine Specifications

1
2

Engine
H.P.

Two cylinder, 4 stroke, vertical, water Cooled

14 HP

Bore Diameter

87.5 mm

Stroke Length

110 mm

Brand

Kirloskar

3. Results and Discussion

This section will summarize the findings of the used alternative fuels.
B
M
E
P

500
450
pbm (KN/sq m)
Diesel

400
350

(
k
N
/
s
q
m

pbm (kN/sq m) 0.03

300
250
200

pbm (N/sq m) 0.06

150
100

pbm (N/sq m) 0.09

50
0
0

BP (kW)

Figure 2. Variations for BMEP with Brake Power for Diesel and Butanol
In Figure 2, Diesel and Butanol flow rate at 0.03 and 0.09 are both producing almost
same and identical brake mean effective pressure. However, there is not so much of
difference in between them. But in case of Alcohol flow rate at 0.06ml./sec. it produces
higher BMEP than other flow rates and hence 0.06 ml/sec flow rate was found to be
optimum.

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Udayakumar, Prabhjot Singh / Mechanica Confab

ISSN: 2320-2491

90
80
70

A/F - Diesel

60

A/ F - 0.03

A 50
/
40
F
30

A/F - 0.06
A/F - 0.09

20
10
0
0

4
BP(kW)

Figure 3. Variations for Air to Fuel Ratio with Brake Power for Diesel and Butanol
In Figure 3, Diesel air to fuel ratio is much above than flow rate at of 0.03, 0.06, 0.09
ml./sec. Butanol required richer air fuel mixtures for combustion. Stoichiometric ratio for
Diesel is 14.6:1 and for Alcohol is 9:1 to 10:1. Hence, amount of air is decreased for 0.06
flow rate and require more air to burn the fuel.

B
S
E
C

60,000
50,000
BSEC (kJ/kWhr) - Diesel
BSEC (kJ/kWhr) - 0.03
BSEC (kJ/kWhr) - 0.06
BSEC (kJ/kWhr) - 0.09

40,000
h
k
J r30,000
/
20,000
k
w 10,000
)

0
0

BP (kW)

Figure 4. Variations for BSEC with Brake Power for Diesel and Butanol
In Figure 4, BSEC is higher when pure diesel was used because of higher calorific
value. However, In case of Butanol injection with Diesel at various volumes it consumes only
lesser BSEC when alcohol was injected with intake air flow. It has been concluded that for
same amount of power, Butanol with 0.06 ml./sec. found to be better as it consumes less

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Udayakumar, Prabhjot Singh / Mechanica Confab

ISSN: 2320-2491

amount of energy for producing same amount of power. Efficiency is better at flow rate of
0.06 ml./sec. due to higher combustion characteristics.
40
B 35
T
30

eff bt (%) Diesel

eff bt (%) - 0.03

E 25
f 20
f
.

15

10

eff bt (%) - 0.06

0
0

4
BP(kW)

Figure 5. Variations for Brake Thermal Efficiency with Brake Power for Diesel and
Butanol
In Figure 5, Alcohol flow rate at 0.06 ml. / sec. brake thermal efficiency is higher than
the other fuel mixtures. Pure diesel and Butanol of 0.03ml./sec. and 0.09 ml./sec are having
almost same characteristics. Hence, using lower and higher flow rates of alcohol and diesel
will not provide better brake thermal efficiency as it has been provided by flow rate at 0.06
ml. /sec. which is optimum.

100
90
80
70

eff vol (%) Diesel

eff vol (%) - 0.03

60
(

V
o
l
.

% 50
40
E
f
30
f
20
.
10

eff vol (%) - 0.06

0
0

BP (kW)

Figure 6. Variations for Volumetric Efficiency with Brake Power for Diesel and Butanol
In Figure 6, it has been observed that when pure Diesel was tested in Diesel engine
has given higher volumetric efficiency whereas in the case of Butanol injection at different
volumes with intake air flow found similar volumetric efficiency. This has been concluded

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Udayakumar, Prabhjot Singh / Mechanica Confab

ISSN: 2320-2491

that use of diesel will give higher volumetric efficiency as compared to injection of Butanol
with Diesel which may cause caused breathing issue to the tested engine.
Below are results and discussion for Butanol injected with air intake in Diesel Engine
for Heat Balance Test.
8
H
e
x
h

k
W

Hexh (kW) - Diesel

6
5

Hexh (kW) - 0.03

4
Hexh (kW) - 0.06

)
1

Hexh (kW) - 0.09

0
0

4
BP(kW)

Figure 7. Heat Lost in Exhaust Gases for Diesel and Butanol

In Figure 7, it has been observed that heat in exhaust increases with the increase in
brake power. Also we can see in the above graph that a lot of the heat is lost in exhaust gases
for flow rate at 0.06 ml./second which is higher than rest. Hence, exhausted heat can be used
for turbochargers to boost the power from the engine.

6
H 5
e
4
c
w 3

Hecw (kW) - Diesel

Hecw (kW) - 0.03
Hecw (kW) - 0.06

2
k
W1

Hecw (kW) - 0.09

)
0
0

BP (kW)

Figure 8. %Heat Carried by Cooling Water for Diesel and Butanol

In Figure 8, it has been observed that the heat lost through the exhaust gases is similar
when pure Diesel and Butanol flow rate at 0.03 and 0.09 ml. / sec. injected in diesel engine.
In case of flow rate at 0.06 ml./sec. cooling water carried lot of heat from engine due to
generation of high temperature in engine.

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ISSN: 2320-2491

Below results and discussions are for Diethyl ether at (50 ml.) and (100 ml.) mixed
with Diesel at (950 ml.) for Load Performance Test.

400
B
M
E
P

350
pbm (kN/sq m) Diesel

300
250

pbm (kN/sq m) 50 ml. DEE

k m 200
150
N
100
/
s
50
q
0

pbm (kN/sq m) 100 ml. DEE

BP (kW)

Figure 9. Variations for BMEP with Brake Power for Diesel and DEE
In Figure 9, Diesel and Diethyl ether at (50 ml. and 100 ml.) are having same
characteristics and all are producing same and identical brake mean effective pressures.
However there is no difference in between them as brake thermal efficiency is almost same.

F
u
A e
i l
r
R
t a
o t
i
o

100
90
80
70
60
50
40
30
20
10
0

A/F- Diesel

A/F - 50 ml.
DEE
A/F- 100 ml. DEE

4
BP (kW)

Figure 10. Variations for Air to Fuel Ratio with Brake Power for Diesel and DEE
In Figure 10, air fuel ratio is compared for the pure diesel and Diethyl ether operations
and it found that there are not many variations in them.

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B
S
E
C
(

h
k r
J
/
k
W

ISSN: 2320-2491

50,000
45,000
40,000
35,000
30,000
25,000
20,000
15,000
10,000
5,000
0

BSEC (kJ/kW-hr) Diesel

BSEC (kJ/kW-hr) 50 ml. - DEE
BSEC (kJ/kW-hr) 100 ml. - DEE

10

BP (kW)

Figure 11. Variations for BSEC with Brake Power for Diesel and DEE
In Figure 11, brake specific energy consumption was slightly high when Diethyl ether
was mixed with diesel because of low calorific value. Its characteristics were found higher
because for same amount of power less amount of energy was consumed.

35
B
30
T
. 25

eff bt (%) - Diesel

20
E
F 15
F 10
.
5
%

eff bt (%) - 50 ml.

DEE
eff bt (%) - 100 ml.
- DEE

0
0

BP (kW)

Figure 12. Variations for Brake Thermal Efficiency with Brake Power
Figure 12 compares the brake thermal efficiency of different combinations. As
discussed earlier the usage of Diethyl ether results in reduction in efficiency.
Below results and discussions are Diethyl ether (50 ml.) and (100 ml.) mixed with
Diesel (950 ml.) for Heat Balance Test

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ISSN: 2320-2491

2.5
H
2
e
x
1.5
h

Hexh (kW) - Diesel

Hexh (kW) - 50 ml.DEE

1
k
W 0.5

Hexh (kW) - 100 ml.

- DEE

0
0

BP (kW)

Figure 13. Heat Lost in Exhaust Gases for Diesel and DEE
In Figure 13, heat lost in exhaust gases is similar when diesel and diethyl ether fuel
mixtures burnt in Diesel Engine. Both fuel mixtures are having same characteristics which
leads to the same percentage of heat lost in exhaust gases.

6
H 5
e
4
c
w 3

Hecw (kW) - Diesel

Hecw (kW) - 50 ml.
- DEE

2
k
W 1

Hecw (kW) - 100

ml.- DEE

0
0

BP (kW)

Figure 14. % Heat carried by cooling water for Diesel and DEE
In Figure 14, heat carried by cooling water is similar when diesel and diethyl ether fuel
mixtures were burnt in Diesel Engine. Both fuel mixtures are having same characteristics
which leads to the same percentage of heat is being carried out by water.
4. Conclusion
The major objective of this study was to test diesel engine operating with Diesel and
Alcohol fuels. Amongst the methods previously investigated by other researchers, successful

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solutions appeared both costly and complex. In current study, Load Performance and Heat
Balance tests were conducted and data were collected with the engine setup available in the
prime movers laboratory. Engine functions have been monitored and the following
parameters like Brake Mean Effective Pressure (BMEP), Air to Fuel Ratio (A/F), Brake
Specific Energy Consumption (BSEC), Break Thermal efficiency (BT. %), Volumetric
Efficiency (Vol. %) and Brake Power (BP) were measured.
We have conducted experiments on two cylinder, four stroke diesel engine with use of
standard Diesel and Alcohol (Butanol and Diethyl ether) on the engine. It was found that
engine was working satisfactorily.
In this research, the effects of Butanol as an alternative fuel in diesel engine were
investigated for different injection volumes and at different loads. Compared to base engine
operation, the BSEC of the engine got reduced when different quantities of Butanol were
injected in the inlet manifold. At 0.06 ml./sec. of Butanol injection, the energy consumption
was minimum and at the same percentage brake thermal efficiency was the highest. Hence, it
was concluded that the optimum quantity of fuel injection was found to be 0.06 ml./second.
From the heat balance calculations, it was found that the exhaust heat loss and coolant heat
loss were also highest when the engine was operating with 0.06 ml./sec. of butanol injection.
In case of Diethyl ether mixed with diesel (950 ml.) at 50 ml. and 100 ml. It was observed
that the BMEP produced by the engine was almost similar at different loads. However, it was
found that the brake thermal efficiency got reduced and BSEC consumption got slightly
increased. From the heat balance calculations, it was found that the heat lost in the exhaust
and in the coolant was almost similar when the engine was running with DEE., though there
is a slight decrease in efficiency. Our research proved that Diethyl ether can be used to
replace the diesel to certain extent.
In our research, it has been proved that Butanol and Diethyl ether and can be used to
partially replace the usage of the fossil fuel considerably without any major modifications in
the existing Diesel engine.
5. Future Scope
Because of non-availability of the emissions testing facilities in the laboratory, it was
not possible for us to record the emission readings when engine was run with different
alternative fuels. It is suggested that emission test may also be carried out in future by
varying the quantities of the alternative fuels and optimum percentage of Butanol and Diethyl
ether may be arrived after comparing the emissions and performance characteristics.

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ISSN: 2320-2491

References
[1] Bulent Ozdalyan & Salih Ozer (2011). The effects of using 2-Butanol fuel mixture on
a compression ignition engine at different injector spraying pressures. Technology,
karabuk University, Turkey ,14(1), 23-31.
[2] Mahdi Shahbakhti, Ahmad Ghazimirsaied, Adrian Audet & Charles Robert Koch,
(2010). Combustion characteristics of Butanol/n-Heptane blend fuels in an HCCI
engine. Proceedings of Combustion Institute Canadian Section, Spring Technical
Meeting, Carleton University, Ottawa, May 9-12, (2010).
[3] Making Alcohol fuel. Mothers Alcohol fuel seminar (1980). [Online] Available:
http://www.journeytoforever.org/biofuel_library.html (1980).
[4] D.D. Nagdeote & M.M. Deshmukh, (2012). Experimental setup of Diethyl ether &
Ethanol Additives with Biodiesel-Diesel blended fuel engine. International journal
of emerging technology and advanced engineering. Volume 2, Issue 3.

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