Sustainable Environment Research 28 (2018) 72e78

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Original Research Article

Investigation of the effect of FeCl3 on combustion and emission of

diesel engine with thermal barrier coating
Shakti P. Jena a, Saroj K. Acharya a, *, Harish C. Das a, Pragyan P. Patnaik a, Shubhra Bajpai b
a
Department of Mechanical Engineering, SOA University, Bhubaneswar 751030, India
b
Advanced Materials Technology Department, CSIR-Institute of Minerals and Materials Technology, Bhubaneswar 751013, India

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

Article history: In the present investigation, the engine performance and emission characteristics of a single cylinder
Received 6 June 2017 diesel engine with yttria stabilized zirconia (YSZ) coating on piston crown and valves were studied. The
Received in revised form 0.2 g L
1 of ferric chloride (FeCl3) as catalyst was added into the diesel fuel in both coated and uncoated
21 July 2017
engines. The results indicated that FeCl3 with diesel in a YSZ coated engine increased the brake thermal
Accepted 25 October 2017
Available online 31 October 2017
efficiency by 2.7%, and reduced brake specific fuel consumption by 8.3% as compared to standard diesel
mode in uncoated engine. The selected thermal barrier coating improved the combustion in afterburning
stage leading to effective use of intake air. Emissions such as carbon monoxide, hydrocarbons and smoke
Keywords:
Diesel engine
opacity were reduced with an increase in emissions of nitrogen oxide and carbon dioxide.
Combustion © 2017 Chinese Institute of Environmental Engineering, Taiwan. Production and hosting by Elsevier B.V.
Emissions This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-
Metal additives nc-nd/4.0/).
Ferric chloride
Coating

1. Introduction
The chemical energy of fuel is converted to power which carries
out mechanical work in automobiles, while pollutant gases are
generated and released with the exhaust gases from the engine. Air
pollutants like black carbon contribute both in global warming as
well as regional climatic changes. Emissions from automobiles like
carbon monoxide, sulphur oxides and nitrogen oxides (NOx) are the
main cause of environmental degradation. The increasing emission
levels have motivated the researchers to experiment on internal
combustion engines by using advanced technology to increase the
performance of the engine with a reduction of emissions to an
acceptable level [1,2]. In this regard different researchers have
worked with various metal additives into diesel fuel to improve the
performance of compression ignition (CI) engines. For example,
Thirumal et al. [3] investigated the influence of the addition of
cerium oxide nano-particles in diesel. The engine brake thermal
efficiency (BTE) is increased by 6% whereas carbon monoxide (CO),
hydrocarbon (HC), NOx and smoke emissions are reduced by 35.7,
* Corresponding author.
E-mail address: saroj.acharya76@gmail.com (S.K. Acharya).
Peer review under responsibility of Chinese Institute of Environmental
Engineering.
56.5, 62.7 and 15%, respectively at full load condition. Sajith et al. [4]
evaluated the impact of adding cerium oxide to biodiesel with
respect to engine performance and emissions. They observed an
increase in efficiency with decrease in HC and NOx emissions.
Kannan et al. [5] experimented with a diesel engine using FeCl3 as
additive to biodiesel and observed a reduction of 8.6% in brake
specific fuel consumption (BSFC) with an increase in BTE by 6.3%.
Patnaik et al. [6] studied the impact of FeCl3 on a CI engine. They
observed an improvement in BTE by 8% with a decrease in CO, HC
and smoke emissions, while NOx and carbon dioxide (CO2) emis-
sions were increased. The catalytic effect of FeCl3 improved the
combustion leading to increased BTE with reduced emissions.
However, this improved combustion has increased the in-cylinder
temperature, resulting in increased NOx emissions. The addition
of metal additives have improved the performance parameters of CI
engine like BTE, BSFC, indicated power and brake power with a
reduction of emissions as it enables to extract comparatively higher
useful work per unit fuel input. Researchers are continuously
striving to get better performance from automobile engine by
applying thermal barrier coating (TBC) to increase the heat resis-
tance inside the combustion chamber and offer quantum leap in
operating temperature of internal combustion engine with dura-
bility. To withstand the thermal shock the TBC must have high
coefficient of thermal expansion to be well-matched with metal

https://doi.org/10.1016/j.serj.2017.10.002
2468-2039/© 2017 Chinese Institute of Environmental Engineering, Taiwan. Production and hosting by Elsevier B.V. This is an open access article under the CC BY-NC-ND
license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
 S.P. Jena et al. / Sustainable Environment Research 28 (2018) 72e78
substrate. Kamo and Bryzik [7] predicted that thin coated engine
improves the thermal efficiency of the engine by 5e6%. Bruns et al.
[8] predicted that fuel economy could be improved in the range of
16e37%. The yttria stabilized zirconia (YSZ) is a well-established
material for TBC on internal combustion engine because of its
better thermal fatigue resistance [9]. The investigation of Kamo
et al. [10] has shown that TBC engine with its piston and cylinder
head coated with 0.1 mm thickness of YSZ and the cylinder liner
coated with 0.5 mm thickness of YSZ improved the fuel efficiency
by 5e6% at all loads and speeds.
The present work attempts to assess the performance, com-
bustion and emission related problems pertaining to diesel engine
with YSZ coating on piston crown and valves and the addition of
FeCl3 into the diesel fuel. The experimentation was conducted to
represent the variation in performance and emissions of the engine.
The results are evaluated, examined and presented in a systematic
manner. The engine was run with diesel and FeCl3 added diesel in
the first phase and in second phase after modification of the engine
with TBC the experimentation was repeated for comparison.
2. Experimentation
2.1. Coating synthesis by plasma spraying
Thermal spraying technique consists of different types such as
chemical deposition method, plasma arc method, physical vapour
deposition method, and atmospheric plasma spray method. From
the above four methods, plasma spray method is adopted in our
experimental study. To maintain the same compression ratio with
the coated piston and valves, a layer of 0.5 mm thickness was
removed from the top surface of the both components by grinding.
The piston and valve of the CI engine were sand blasted with
alumina grits for mechanical interlocking of sprayed powders and
bulk. A commercially available NiCrAlY powder (H.C. Starck, Ger-
many) 0.1 mm thickness bond coat was deposited by an 80 kW
atmospheric plasma spray system (Metallisation, UK) on piston and
valves of CI engine using PS50 plasma torch. Then the ceramic
powder 8YSZ (ZrO2-8 wt% Y2O3) is sprayed on the piston crown and
valves surface to form a 0.4 mm thin top coat. The spray parameters
employed for both bond coat and top coat are given in Table 1. A
typical plasma spray coating technique is shown in Fig. 1. The
snapshots of uncoated baseline engine piston, valve (left) and YSZ
coated piston, valve (right) are shown in Fig. 2.
2.2. Experimental setup
A single cylinder, 4 strokes, naturally aspirated diesel engine
(Kirloskar, India) with power 3.5 kW at 1500 rpm was used for
experimentation and connected to eddy current dynamometer for
loading. The air box fitted with orifice meter and manometer was
Table 1
Plasma spraying parameters.
Parameters Bond coat Top coat
(NiCrAlY) (ZrO2-8wt% Y2O3)
I (A) 500 450
V (V) 32e35 50e60
P (kW) 17e17.5 23e23.5
Primary gas flow (Ar) (slpm) 40 40
Secondary gas flow (H2) (slpm) Nil 0.2
Carrier gas flow (Ar) (slpm) 5 5
Powder feed rate (rpm) 10 10
Spraying distance (cm) 10 10
Substrate temperature 87 120
after coating ( C)
73
used to measure air flow rate with a percentage of uncertainty ±1.
In order to measure the in-cylinder pressure, a piezo sensor (PCB
Piezotronics, Depew, NY) with range of 34.5 MPa was used. A
Kubler (Germany) made digital rotary encoder was used for mea-
surement of the engine rpm. This rotary encoder is capable of
measuring 1e10,000 rpm of the engine. The detailed specification
of the engine is shown in Table 2. Software package “Engine SoftLV”
of version 9 was used for online performance and combustion
analysis. The exhaust emissions were measured by online AVL-444
model (India), multi-gas analyzer capable of measuring CO, HC,
CO2, O2 and NO concentrations in the exhaust gas. CO, CO2 are
measured in molar percentage by NDIR (Non-dispersive infrared)
method and NO, O2 are measured by electro chemical method.
Smoke opacity is measured with AVL-437 model smoke meter
(measuring range 0e100% with resolution 0.1% and uncertainty of
±1). A computerized data acquirement system was engaged to re-
cord, store and analyse the experimental data. The required emis-
sion parameters were measured and recorded after allowing
sufficient time for the engine to reach its steady state condition.
2.3. Experimental procedure
The experimental data were recorded after the engine attained a
steady state, with the readings taken three times and the mean
value considered for computation. FeCl3 was chosen as an oxidation
catalyst for diesel engine. The catalytic effect of FeCl3 with the
intake air leads to high valent iron-oxo species that improves
combustion process resulting in complete oxidation of HCs. FeCl3
was readily miscible with diesel and was added to diesel at
0.2 g L
1. It was stirred for 3 h using a stirrer for proper mixing. The
properties of diesel and diesel with FeCl3 are given in Table 3. Then
the engine was operated with FeCl3 added diesel and the readings
were recorded. After completion of experimentation with baseline
piston and valves, they were replaced with 8YSZ coated piston and
valves. The same experimental procedure was repeated and the
performance, combustion and emission characteristic of both
coated and uncoated engine for diesel with FeCl3 are compared
with standard diesel. Then the coated engine was dismounted
approximately after 100 h of engine operation for observation of
any changes in coated piston crown and valves. The snapshots of
coated piston crown and valves after engine operation are shown in
Fig. 3. It illustrates that the YSZ coating layer has minor cracks at the
edges of the piston crown and valves, while in the remaining parts
of the both surfaces neither any cracks nor any abnormality was
observed. This indicates the stability of the YSZ coating at all
loading conditions of the engine operation.
3. Results and discussion
Experiments were performed to examine the effect of coating of
piston and valves on the performance, combustion and emissions
using diesel with FeCl3 in a single cylinder, 4 stroke CI engine. The
variation of performance parameters like BSFC, BTE, exhaust gas
temperature (EGT), combustion parameters like combustion gas
temperature and pressure crank angle diagram and emissions of
CO, NO, HC, CO2 and smoke were measured under varying engine
loading conditions.
3.1. Performance parameters
3.1.1. BSFC
The variation in BSFC of TBC coated and uncoated engine with
engine load for diesel and diesel with FeCl3 is shown in Fig. 4a. A
reduction of BSFC was observed by FeCl3 addition in diesel as
compared to standard diesel as shown elsewhere [5]. This is due to
74 S.P. Jena et al. / Sustainable Environment Research 28 (2018) 72e78

Fig. 1. Plasma spray technique.

Fig. 2. Engine piston and valve before coating (left) and after coating (right).

Table 2 during combustion as a consequence of increase in combustion

Specification of the engine. temperature, resulting in improved combustion leading to reduc-
Make Kirloskar tion in the fuel consumption [11].
General details Diesel Engine test setup 1-cylinder,
At part load conditions, combined effect of coating and addi-
4-stroke, Water cooled tion of FeCl3 to diesel has shown 5% lower BSFC than coated engine
Rated power 3.5 kW at 1500 rpm operated with diesel alone. This indicates the improvement in part
Speed 1500 rpm (constant) load performance of the engine due to catalytic effect of FeCl3 and
Number of cylinder Single cylinder
elevated temperature of the combustion chamber because of TBC.
Compression ratio 18:1
Bore 87.5 mm FeCl3 with diesel reduced the BSFC by 5.5 and 8.3% for uncoated
Stroke 110 mm and coated engine, respectively, at 85% engine load operation as
Ignition Compression ignition compared to standard diesel operation in baseline engine. While
coated engine operated with diesel alone has shown 2.8% reduc-
Table 3 tion in BSFC than baseline diesel mode operation at 85% engine
Fuel properties.
load.
Properties Diesel Diesel þ FeCl3

Density at 15  C, kg m
3 (ASTM D1298) 849 848.8 3.1.2. BTE

Kinematic viscosity at 40  C, cSt (ASTM D445) 2.41 2.39 The variation in BTE of TBC coated and uncoated engine with
Calorific value, MJ kg
1 (ASTM D240) 42 42.1 engine load for all tested fuels is shown in Fig. 4b. The BTE increases
Flash point,  C (ASTM D93) 50 49
by addition of FeCl3 in diesel as compared to standard diesel. The
Cetane number (ASTM D976) 50 51.5
catalytic effect of FeCl3 with surplus oxygen in the combustion
chamber leads to increase of high valent iron-oxo species which
catalytic action of FeCl3 which improves the combustion process by improves combustion, resulting in complete oxidation of HCs.
utilizing excess oxygen present in the combustion chamber. Engine Hence BTE was improved with FeCl3 used as a catalyst. It is sig-
with TBC shows a further decrease in BSFC for diesel and diesel nificant that diesel with FeCl3 in coated engine has higher thermal
with FeCl3. This is due to the improved energy conversion rate efficiency than that of diesel. This may be due to thermal resistance
 S.P. Jena et al. / Sustainable Environment Research 28 (2018) 72e78
Fig. 3. Coated engine piston and valves after 100-h of engine operations.
on the piston crown which cannot allow the loss of heat energy to
the coolant and other medium leading to a more homogeneous
combustion. The increase in BTE recorded for diesel with FeCl3 in
uncoated engine is 2% and for that of coated engine BTE increased
by 2.7% at 85% of engine loading as compared to standard diesel.
Engine with TBC running with diesel alone shows 1.5% improve-
ment in BTE than baseline diesel mode operation at 85% engine
load. At part load conditions, combined effect of coating and
addition of FeCl3 to diesel exhibits 1% higher BTE than coated en-
gine operated with diesel alone. This agrees with the improvement
in fuel consumption at part load conditions.
3.1.3. EGT
The variations in temperature of exhaust gases of TBC coated
and uncoated engine at different engine loads for diesel with FeCl3
and standard diesel is shown in Fig. 4c. By adding FeCl3 in diesel, a
decrease in EGT was observed as compared to diesel. This may be
due to better combustion process initiated by the catalytic action of
ferric chloride which reduces the heat loss in the combustion
chamber during afterburning stage, leading to decreases in EGT [6].
The engine with TBC shows an increase in EGT when operated with
FeCl3 added diesel; this is due to the adiabatic effect of TBC de-
creases the heat loss to engine cooling system that leads to increase
the exhaust temperature [12].
The EGT decreased by 2.3% for uncoated engine when running
with FeCl3 added diesel, while coated engine operated with FeCl3
added diesel and diesel alone has shown 8.8 and 6.7% increase in
EGT, respectively, than that of base line engine operation at 85%
engine load.
3.2. Combustion parameters
3.2.1. Mean combustion gas temperature
The variation in mean combustion gas temperature with crank
angle at full engine load of TBC coated and uncoated engine for
diesel with FeCl3 and standard diesel is shown in Fig. 5a. Using
diesel with FeCl3 before coating, the mean combustion gas tem-
perature was increased as compared to diesel alone. This increase
in mean combustion gas temperature may be due to the catalytic
effect of FeCl3 which results in enhancement of combustion process
that increases the temperature inside the cylinder.
75
Mean combustion gas temperatures with TBC engine increased
as compared to uncoated engine. This may be due to thermal
resistance increased by the TBC on the piston crown and valves
which minimises the heat loss to the coolant and other medium
leading to a more homogeneous combustion. As a result, the peak
temperature of the combustion chamber increases.
3.2.2. Cylinder pressure
The comparison of in-cylinder pressure with crank angle at full
engine load for uncoated and coated engine is shown in Fig. 5b. The
in-cylinder pressure values were recorded for each crank angle by
taking the mean values of 100 cycles. The combustion started when
pressure increased rapidly after the start of fuel injection which
occurred at about 11 before the top dead center (TDC) and end of
combustion occurred at about 56 after TDC for diesel with FeCl3
operation in uncoated engine. The improved combustion process
initiated by the catalytic action of FeCl3 leads to increase the in-
cylinder temperature moving the peak pressure near to TDC [5].
In TBC engine the combustion starts 13 before TDC indicating
an earlier start of combustion as compared to uncoated engine with
a reduction in ignition lag. This leads to shift in the peak pressure
near the TDC with end of combustion occurring at about 52 after
TDC. The graph shows that peak pressure of TBC engine was
recorded to be 5.6 MPa which is increased by 4.6% as compared to
peak pressure of standard diesel in uncoated engine (5.35 MPa).
The reason of this increase can be explained by the increased in-
cylinder temperature and increased heat release due to TBC on
the surface of the combustion chamber [13].
3.2.3. Net heat release (NHR)
The change in NHR with crank angle at full load condition for
both coated and uncoated engines are illustrated in Fig. 5c. The
initial NHR was observed to be marginally higher for uncoated
engine than engine with TBC. The effect of TBC on increase in NHR
was observed at crank angle 3 after TDC and the peak value
appeared at 5 after TDC for diesel (49 J/deg) and diesel with FeCl3
(52.5 J/deg). The thermal insulation due to coating has improved
the NHR for both fuels as compared to uncoated engine, revealing
effective utilization of injected fuels. The peak value of NHR for
uncoated engine occurred at crank angle 2 after TDC recorded to
be 41 and 43 J/deg for diesel and diesel with FeCl3, respectively.
76 S.P. Jena et al. / Sustainable Environment Research 28 (2018) 72e78
Fig. 4. Variation of performance parameters with engine loads (a) BSFC; (b) BTE; (c)
Exhaust Gas Temperature.
3.3. Emission parameters
3.3.1. CO emission
As seen in Fig. 6a, the CO emissions decrease with the increase in
the engine load. This is due to increases in combustion temperature
with the increase in the engine load which is responsible for reduced
CO emissions. In the engine fuelled by diesel with FeCl3, the CO
emission is reduced due to the improvement in the combustion pro-
cesses induced by the catalytic actions of FeCl3 which enhances the
conversion of CO into CO2 [5]. Engine with TBC gives further reduction
in CO emission. As in diffusion combustion, the high temperature due
to coating accelerates oxidation of CO into CO2, which indicates an
improved combustion in the diesel engine due to TBC [14].
Due to addition of FeCl3 into diesel the CO emission reduced by
12.5 and 44.4% for uncoated and coated engine respectively at 85%
Fig. 5. Variation of combustion parameters with crank angle (a) Mean gas tempera-
ture; (b) Cylinder pressure; (c) NHR.
engine load operation as compared to standard diesel. This in-
dicates that effect of FeCl3 in a coated engine gives a remarkable
decrease in CO emission. CO emission for coated engine operated
with diesel alone is reduced by 37.5% as compared to baseline diesel
mode operation at 85% engine load.
3.3.2. CO2 emission
The variation of CO2 emission with engine load is given in
Fig. 6b. An increase of CO2 emission was observed by adding FeCl3
in diesel as compared to standard diesel. The catalytic action of
FeCl3 improves the combustion process by utilizing excess oxygen
in the combustion chamber and enhances the conversion of CO into
CO2 [6]. Engine with TBC shows further increase in CO2 emission.
The elevated in-cylinder temperature and catalytic action of FeCl3
in a combined way improve the combustion process leading to
enhanced CO2 emissions.
The increase in CO2 emission obtained for diesel with FeCl3 is
about 6.8% for both uncoated and coated engines at 85% of engine
loading as compared to standard diesel.
3.3.3. HC emission
HC is generated when the combustion processes are not com-
plete i.e. when unburnt or partially burnt fuel is available in the
exhaust. The variation of HC emission with engine load is given in
 S.P. Jena et al. / Sustainable Environment Research 28 (2018) 72e78 77

Fig. 6. Variation of engine emissions with engine loads (a) CO; (b) CO2; (c) HC; (d) NO; (e) Smoke opacity; (f) O2.

Fig. 6c. When FeCl3 is added to diesel the HC emission is decreased
by about 25% at 85% engine load as compared to the case when the
engine is fuelled by diesel alone. This may be due to the catalytic
effect of FeCl3 for augmenting the combustion efficiency. HC
emission in coated engine is reduced significantly than uncoated
engine, due to increase in combustion temperature during after-
burning phase as a consequence of reduction in heat loss in coated
engine. As a result the improved combustion process leads to effi-
cient use of the intake air with an improved oxidation of the sup-
plied fuel [14]. Diesel with FeCl3 shows a reduction in HC emission
by 25 and 47% for uncoated and coated engine, respectively, while
for coated engine operated with diesel alone HC emission is
reduced by 29% as compared to baseline diesel mode operation at
85% engine load.
temperature and oxygen content [15]. An increase of NO emission is
observed by adding FeCl3 into diesel as compared to standard
diesel. This can be attributed to catalyst FeCl3 which oxidizes the
nitrogen into nitric oxide during combustion process. The NO
emission of coated engine is comparatively higher, may be due to
high combustion temperature leading to early start of combustion
that shifts the peak pressure and temperature close to TDC. As a
result most of the fuels burn in pre-mixed phase, which is
responsible for increase in NO emission [16].
Diesel with FeCl3 shows an increase in NO emission by 2 and 15%
for uncoated and coated engine, respectively, at 85% engine load
operation as compared to standard diesel. The coated engine with
diesel alone has shown 7.5% increase in NO emissions at 85% engine
load as compared to standard diesel.

3.3.4. NOx emission 3.3.5. Smoke opacity

Fig. 6d exhibits that the NO emissions increase with an increase It is seen from Fig. 6e that an increase in the engine load shows
in the engine loads. NO emission depends on combustion an increase in the smoke opacity. In general, smoke emissions in
78 S.P. Jena et al. / Sustainable Environment Research 28 (2018) 72e78
the exhaust gasses are higher when the process of combustion is
either sluggish combustion or incomplete. However, as evidence
from the figure when an oxidation catalyst likes FeCl3 is added to
diesel, it provides favourable effect to enhance the combustion
process and the process of oxidation of the carbon to CO2 is
accelerated and reduction of smoke opacity is evident. TBC has a
positive effect on smoke emissions. As the combustion chamber
temperature uniformly increases due to insulating effect of coating,
the smoke opacity decreases in a large amount.
Due to addition of FeCl3 with diesel the smoke opacity reduced
by 9 and 64% for uncoated and coated engine respectively at 85%
engine load operation as compared to standard diesel. While
coated engine with diesel alone has shown 61% decrease in smoke
opacity at 85% engine load as compared to standard diesel.
3.3.6. Oxygen in exhaust
The variation of oxygen concentration in the exhaust with en-
gine load is shown in Fig. 6f. The graph illustrates that oxygen
concentration is reduced in the exhaust by addition of FeCl3 into
diesel, which may be the consequence of catalytic effect of FeCl3
promoting the effective utilization of oxygen present in the fresh
charge [6]. Engine with TBC shows further decrease in oxygen
concentration in the exhaust. As the combustion chamber tem-
perature uniformly increases due to insulating effect of coating, the
CO emission and smoke opacity decrease due to improved com-
bustion leading to effective use of intake oxygen by the engine.
4. Conclusions
As established through the experimental findings of the present
investigation, the following conclusions can be drawn.
 FeCl3-diesel combination as a fuel mixture in the CI engine re-
sults in an improvement of BTE of the engine by 2% with a
reduction in BSFC up to 5.5% compared to the case when the
engine is fuelled by neat diesel.
 Engine with 8YSZ coating has shown an increase in BTE by 2.7%
and decrease in BSFC by 8.3% at 85% engine load operation,
while at part load conditions, coated engine has shown better
performance characteristics with both tested fuels.
 CO, HC, O2 and smoke emissions for both coated and uncoated
engine decrease with FeCl3 addition to diesel whereas the
emissions of NO and CO2 increase as compared to the case when
the engine is operated by standard diesel.
On the basis of the above results it is concluded that diesel with
0.2 g L
1 of FeCl3 as additive used in a single cylinder diesel engine
with 8YSZ coating generates encouraging results concerning en-
gine performance, combustion and reduction of various hazardous
emissions from diesel engines. However, it is associated with an
increase of about 15% in the NO emission. The NO emission can be
reduced for diesel engine with TBC by adapting suitable NO
reduction technique like exhaust gas recirculation, advancing the
injection timing, and steam injection at the intake manifold.
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