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HySEE Preliminary Processing and Screening

Making and testing a biodiesel fuelmade from ethanol and waste french-fry oil

Prepared by

Charles L. Peterson, Professor; Daryle Reece, Engineering Technician;Brian Hammond, Graduate Assistant; Joseph C. Thompson, Engineering Techniciaan;

Sidney Beck, Professor Emeritus, Bacteriology

Idaho Deparment of Water ResourcesEnergy Division

Boise, Idaho

P r i n t e d on r e c y c l e d p a p e r

Costs associated rilh lhid publlcallon are avaibblafrom th e Idaho Deparlmenl d Waler Rs~urcen In caxdanw

with Seciice 60202. Idaho Code.IDWR-a%,so,

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ACKNOWLEDGEMENT

This project was undertaken by the University of Idaho, Department of AgriculturalEngineering, under contract to the Idaho Department of Water Resources (IDWR). Theproject was made possible in part with funds provided by the U.S. Department of Energy(USDOE) through the Pacific- Northwest and Alaska Regional Bioenergy Program.

DISCLAIMER

Any opinions, findings, conclusions or recommendations expressed herein are those of theauthors and do not necessarily reflect the views or endorsement of USDOE or IDWR.


4/23

HYSEE PRELIMINARY PROCESSING AND SCREENING

TABLE OF CONTENTS

Introduction ................................................. 1

Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

MaterialsandMethods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Conclusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

INDEX OF TABLES AND FIGURES

Table 1

Table 2

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7 Concentration of iron in engine oil analysis . . . . . . . . . . . . . , . , . . . 18

Figure 8 Concentration of silicon in engine oil analysis . . . . . . . . . . . . . . . . . . 19

Fuel characterization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Injector coking data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Injector coking photographs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Power and torque versus RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Fuel consumption versus bmep at 2500 RPM . . . . . . . . . . . . . . . . . . 16

Fuel consumption versus bmep for HySee at 3 RPMsfrom engine mapping test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Thermal efficiency versus bmep from thefuelmappingtestat25OORPM . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Engine oil viscosity at 50 hour oil change

intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..lg


5/23

HYSEE PRELIMINARY PROCESSING AND SCREENING

Charles L. Peterson, Daryi L. Reecq Brian HammondJoseph C. Thompson, and Sidney Beck

INTRODUCTIONDue to increasing environmental awareness, Biodiesel is gaining recognition in the United States as arenewable fuel which may be used as an alternative to diesel fuel without any modifications to theengine. Biodiesel fuels can be produced from ethanol and vegetable oil, both agriculturally derivedproducts. As such, they provide several advantages: they are renewable, they are safer, they arebiodegradable, they contain little or no sulfur and they reduce engine exhaust smoke. Currently, thecost of this fuel is a primary factor that limits its use. One way to reduce the cost of Biodiesel is touse a less expensive form of vegetable oil such as waste oil from a potato processing plant.

Idaho produces approximately 120 million cwt of potatoes from over 152,000 ha annually. Nearly60 percent of these are processed., the vast majority being made into French tied potatoes. Theseoperations use mainly hydrogenated soybean oil, some beef tallow and canola It is estimated thatthere are several million pounds of waste vegetable oil Tom these operations each year. Additionalwaste frying oil is available from smaller processors, off-grade oil seeds and restaurants.

One of these processors, produces over 2 billion pounds of frozen potatoes per year at plants in

Oregon, Idaho and North Dakota. This company built two ethanol plants in the late 1980s, whichuse potato waste as the feedstock. One plant provides an opportunity for a Biodiesel facility usingwaste vegetable oil and ethanol to produce hydrogenated soy ethyl esters (HySEE). The marketvalue of waste frying oils is about $0.11 per liter ($0.40 per gallon). Ethanol has a plant value of about $0.28 per liter ($1.05 per gallon). It is projected that this facility could produce Biodiesel atonly slightly over $0.25 per liter ($1.00 per gallon) making it economically comparable to diesel fuel.

Biodiesel is being demonstrated as a motor fuel in an ongoing project entitled, Demonstration of theOn-the-Road Use of Biodiesel. This project is a cooperative effort between the University of Idahoand the Idaho Department of Water Resources. Hydrogenated soy ethyl ester (I-IySEE) has goodpossibilities for use as a diesel fuel substitute because:

The authors are Professor, Engineering Technician, Graduate Assistant, EngineeringTechnician and Professor Emeritus of Bacteriology, all at the Department of AgriculturalEngineering, University of Idaho, Moscow, ID 83844-2040.

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Biodiesel made from waste fi-ench fry oil may be cost competitive with diesel fuel and otherdiesel substitutes.

Ethyl Esters may reduce emissions which may help open markets in urban areas.

Ethyl Esters are made from ethanol and vegetable oil. They are therefore completely biomassderived products. ,

Ethanol is less toxic, making it safer to work with than methanol.

This study examines short term engine tests with HySEE and number 2 diesel fuel (D2). Four engineperformance tests were conducted including an engine mapping procedure, an injector cokingscreening test, an engine power study and a 300 hour endurance test In addition emissions testing of HySEE -was conducted at the Los Angeles County Metropolitan Transit Authorities (MTA)Emissions Testing Facility @IF).

1.

2 .

3 .

4 .

5.

OBJECTIVES

Produce 1000 liters of HySEE using the University of Idahos Agricultural Engineeringtransesterification process.

Perform fuel characterization tests on the HySEE according to the ASAE proposedEngineering Practice for Testing of Fuels from Biological Materials, X552.

Conduct short term injector coking tests as reported in Korus, et al. (1985) using HySEE with

three replicate runs on a John Deere 4239T test engine. This test includes torque tests andmapping engine performance.

Conduct a 300 hour engine durability screening test using the Agricultural EngineeringDepartments Yanmar TS70C single cylinder diesel engines.

Compare regulated emissions data including total hydrocarbons (HC), carbon monoxide(CO), carbon dioxide (CO,), nitrogen oxides (NOx), and particulate matter (PM) for HySEEand diesel control fuel.

MATERIALS AND METHODS

Fuel Production

The potato processing company supplied a sufficient amount of waste hydrogenated soybean oil toproduce 1000 liters of HySEE. This was produced at the University of Idahos AgriculturalEngineering Laboratory farm scale processing facility using a recipe developed by the AgriculturalEngineering Department personnel. Phillips 66 Company low sulfur diesel reference fuel was used

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7/23

as the baseline fuel for the engine performance testing and emissions testing, and D2 from a localvendor was used for the 300 hour endurance engine testing.

Fuel Characterization

The fuels were characterized by evaluating the parameters required in ASAE EP X552. The testsfor specific gravity, viscosity, cloud point, pour point, flash point, heat of combustion, total acidvalue, catalyst, and fatty acid composition were performed at the Analytical Lab, Department of Agricultural Engineering, University of Idaho. The boiling point, water and sediment, carbonresidue, ash, sulfur, cetane number, copper corrosion, Karl Fischer water, particulate matter, iodinenumber, and the elemental analysis were performed at Phoenix Chemical Labs, Chicago Illinois.The high performance liquid chromatograph (HPLC) and titration analysis for total and free glycerol,percent of oil esterified, free fatty acids, and mono-, di-, and trigylicerides were performed byDiversified Labs Inc., Chantilly, Virginia.

Engine Performance Tests

All engine performance tests were conducted in the engine performance lab at the University of Idaho. The equipment used and tests conducted are described below. The short term tests wereperformed with an in-line four cylinder John Deere 4239T turbocharged, direct injected dieselengine. It has a displacement of 3.9 liters (239 cubic inches), a high RPM of 2650,61 kW (82 hp)at 2500 RPM, and 290 Nm (214 ft Ibf) torque at 1500 RPM. It is attached to a General Electric 119kW (159 hp) cradled dynamometer. The engine was not modified in any way for use with renewablefuels.

A Hewlett Packard data acquisition unit (model 3497-A) and a personal computer were used to

collect data every thirty seconds during each of the tests. Torque, power, opacity, fuel consumption,and temperatures of various engine parameters were monitored throughout the testing and saved intoa data file.

Fuel Flow Equipment -- The fuel delivery and return lines were adapted with quick couplers for fastand clean changing of the fuels. Individual 19 liter (5 gallon) metal fuel tanks were modified witha fuel filter and flexible fuel lines which could be connected to the engine quick couplers. Fuel flowrate was determined by direct weighing. The fuel containers were placed on an electric 45.4 kg (100lb) scale accurate to 23 grams (0.05 lb) with RS232 capability.

Opacity Meter - A Telonic Berkley model 200 portable opacity meter was connected to the dataacquisition unit. The opacity meter consists of a light source positioned on one side of the exhauststream and a photo resistor mounted on the opposite side. The meter provides an output voltageranging from 0 to 1 .OO volts. One hundred percent opacity (1 .OO volt) corresponds to no lighttransmission whereas 0 percent opacity (0.0 volts) corresponds to complete light transmission.


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Injector Coking Test -- Carbon build-up within the combustion chamber and piston ring groovearea is a potential problem with alternative fuels. The injector coking test uses an easily removablepart from the combustion chamber (the injector) and a short engine test to determine the carbondeposition on direct injection diesel nozzles. The injector coking tests were performed using theprocedure described in A Rapid Engine Test to Measure Injector Fouling in Diesel Engines UsingVegetable Oil Fuels (Lotus et al., 1985). The engine was operated for ten minutes at each intervalfor data collection.

Torque Tests - In addition to the injector coking test, a torque/horsepower test was triplicated. Thetorque tests were performed with the engine operating from 2600 RPM to 1300 RPM in 100 RPMincrements with the same data collection procedure as previously described. The engine wasoperated for 2 l/2 minutes at each RPM for data collection.

Mapping Engine Performance - The engine mapping performance test was also triplicated. Theengine mapping tests were performed using the procedure described in Procedure for Mapping

Engine Performance-Spark Ignition and Compression Ignition Engines (WE J13 12, 1990). Themapping tests were performed at 2500,2250, and 2000 RPM with loadings of 100,75,50,25, and0 percent of maximum power. The engine was operated for 5 minutes at each data collectioninterval.

300 Hour Engine Endurance Test with HySEE and Diesel

Two Yanmar TS70C single cylinder, 4-cycle, horizontal diesel engines were used for this test.These engines have a bore and stroke of 80 mm and 75 mm respectively, a displacement of 0.376liter, a continuous rating output of 6 horsepower at 2200 RPM and a compression ratio of 21.2 to1. The engines have a precombustion chamber combustion system and a condenser type cooling

system with a cooling water capacity of 2.0 liters. The engines drive alternators which are connectedto a pair of electric load banks. A timing circuit switches the load between the engines every twentyminutes. Each engine ran for 300 hours, one with 100 percent HySEE and the other with 100percent diesel #2 (D2). The testing began June 7 and ran continuously for 150 hours until June 13,with the exception of oil changes. The first 150 hours of testing was with both engines operatingat the same load. The second 150 hours they operated at the same high RPM.

Emissions Testing

The emissions tests were conducted at the Los Angeles County Metropolitan Transit Authorities(MTA) Emissions Testing Facility (ETF) with a 1994 Dodge pickup which has a direct injected,turbocharged and intercooled, 5.9 L Cummins diesel engine. This facility has instrumentation tomeasure all regulated emissions: total hydrocarbons (HC), carbon monoxide (CO), carbon dioxide(CO?), nitrogen oxides (NOx), and particulate matter (PM). A comprehensive description of thisfacility is in Peterson and Reece (1994).


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Engine Durability Screening Test

The two TS70C Yanmar engines used for the engine durability screening test were rebuilt prior tothe beginning of the 300 hour test. New cylinder liners, pistons, rings and rod bearings wereinstalled. The cylinder head was rebuilt and the head was thoroughly cleaned of all carbon deposits.The engine oil was changed and sampled every 50 hours of operation. The oil samples were sentto Cleveland Technical Center in Spokane, Washington for analysis. The engine valves wereadjusted at each oil change interval during the first 150 hours of operation.

At the end of the 300 hour test the engines were disassembled and inspected for evaluation of theeffect of the fuel on engine components. Coking of the pintle injector, precombustion chamber andpiston ring grooves were evaluated by inspection.

Emissions Testing

Two problems had to be overcome in developing a test design. The first was that the number of potential test runs was unpredictable. The test facility was scheduled for one week during whichtime all testing had to be completed. The second hurdle was a tendency for emissions to vary withambient conditions. A randomized block design with unequal sample numbers was developed. Inthis design the main fuels were randomized and tested first and tests of fuel blends were includedin later tests in each block. As it turned out, sufficient time was available to test each fuel anddesired blends. Two runs of HySEE were included in the test design. The cycle used was the doublearterial cycle of 758 seconds duration. Five test runs were included on the same cycle using Phillipslow sulfur diesel control fuel. A Fishers Protected LSD analysis using SAS (Statistical AnalysisSystem) was carried out for the analysis of the data.

The emissions test procedure was as follows:

1. The test fuel delivery tube was connected to the input lines and the return line was connectedto a waste tank. The engine was started and run for 50 seconds.

2. The engine was stopped and the return line was connected to the test fuel tank.

3. The engine was restarted and idled for approximately 10 minutes until the MTA technicianswere ready to run the test.

4. The vehicle was operated under load until the operating temperatures stabilized.

5 . The test was started and the cycle completed.

6. While the technicians were taking data, weighing particulate filters, etc., the fuel wasswitched to the next fuel to be tested.


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RESULTS

Fuel Production

Waste vegetable oil was obtained from the french fiy plant owned by Simplot, Inc., Caldwell, Idaho.The waste oil was placed in drums and is solid at normal room temperatures. The oil is heated inthe drums by electric heaters and is then transferred into the biodiesel reactor for transesterification.The ethanol-KOH mixture is added to the heated waste grease. The amount of ethanol and KOHmust be adjusted upward to account for vaporization of the ethanol as it is heated and the free fattyacid content of the waste oil. Separation of the ester and glycerol is a constant problem. The finalproduct produced in these tests was found to be 92.26% esterified and contained 0.3% glycerine,0.99% total glycerine. Monoglycerides were 1.49%, diglycerides 4.23% and triglycerides 0.99%.Alcohol content was only 0.012%. The remaining catalyst measured 32 microg/gm.

Fuel Characterization

A complete summary of the fuel characterization data is listed in Table 1 for the HySEE and thereference diesel fuel used for this study. Some comparisons include:

Viscosity - HySEE had a viscosity 1.9 times that of D2.

Cloud and Pour Point - HySEE had a cloud point 19 degrees Celsius higher than D2and a pour point 23 degrees higher than D2.

Sulfur - HySEE had 1.56 times less sulfur than the low sulfur diesel fuel used forcomparison.

Heat of Combustion - HySEE has 12.3 percent less energy on a mass basis than D2.Since HySEE has a 4.1 percent higher specific weight, the energies average 8.2percent lower on a volume basis.

HySEE has an apparent molecular weight of 306.95 compared to D2 at 198. As themolecular weight increases so do the cetane number and viscosity.

Injector Coking

A visual inspection of the injector tips would indicate no difference between the HySEE and dieselfuel. However, the numerical scales show that diesel has an injector coking index of one and HySEEhas an index of 3.05 (for comparison in these tests, Rape Ethyl Ester had an injector coking indexof 3.16) The coking index is an average of three runs, four injectors for the four cylinder engine,and two orientations for a total of 24 samples averaged for each fuel (Table 2). The overall injectorcoking is low, especially when compared with older tests that included runs with raw vegetable oil.


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The engine oil analysis for the diesel engine indicated no abnormal conditions. The engine oilanalysis for the engine fueled with HySEE at each interval indicated no abnormal conditions exceptat the 200 hour interval. The engine oil viscosity was reported as being in the SAE 50 range whilethe base oil is 15 W-40. Figures 6,7, and 8 are graphs of the viscosity, iron and silicon versus enginehours from the oil analysis. The higher iron concentration may be due to the higher siliconconcentration in the HySEE engine.

Engine Disassembiy

At the completion of the 300 hour endurance test the two engines were disassembled and inspected.The first two piston ring grooves of the diesel fueled engine had slightly more carbon build-up thandid the HySEE fueled engine. The second two piston ring grooves were identically clean. The topthree piston ring groove surfaces for the diesel fueled engine showed more wear than the HySEEfueled engine and the oil. ring (bottom ring) showed more wear. The piston rings were equally freein both engines. The deposits on the piston head were black to gray on the diesel fueled engine and

black for the HySEE fueled engine with each having equal amounts of carbon build-up. The HySEEfueled intake valve had more deposits in the stem area than did the diesel fueled engine, other thanthat the intake and exhaust valves looked similar. No other differences in the engine componentswere observed.

Emissions Tests

The summary data for the two 100% Hy SEE arterial tests and five 100% diesel tests are shown inthe following table.


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On the average HySEE showed a slight reduction in NOx, a significant reduction in HC and CO, anda slight increase in PM and CO,. The PM data even though different was significantly variable thatit was not significantly different from diesel.,

CONCLUSIONS

A complete set of fuel characteristics for HySEE and diesel are presented. Performance testsdemonstrated that HySEE can be used to successfully fuel a diesel engine. In general, the testingperformed has shown that torque and power are reduced about 5 percent compared to D2 and fuelconsumption is increased 7 percent.

Specific conclusions of this study are:

1. Fuel characterization data show some similarities and differences between HySEE andD2. a) Specific weight is higher for HySEE, viscosity is 1.9 times that of D2 at 40C

(104F), and heat of combustion is 12% lower than D2. b) Sulfur content For HySEE is36% less than D2.

2. The average HySEE injector coking index was 3.07 and D2 was 1 .OO. Visually, allinjector coking was low especially compared with older tests that included raw vegetableoils.

3. Opacity was decreased by as much as 71 percent compared to D2.

4. At rated load, engine power produced by HySEE decreased by 4.8 percent compared toD2.

5 . Peak torque for HySEE at 1700 RPM was reduced by 6 percent compared to D2 while at1300 RPM it was reduced only 3.2 percent, demonstrating a flatter torque curvecharacteristic of Biodiesel.

6 . The average fuel consumption (g/s) on a mass basis was 7 percent higher than that of D2.The differences in fuel consumption and power reflect the differences in heat of combustion and density between the two fuels.

7 . Thermal effkiencies for HySEE and D2 were not significantly different.

8 . Emissions tests showed a 54 percent decrease in HC, 46 percent decrease in CO, 14.7percent decrease in NOx, 0.57 percent increase in CO2 and a 14 percent increase in PMwhen HySEE was compared to D2. The HC, CO and NOx differences were statisticallysignificant.

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Table 1Fuel Characterization

I D2 IHySEE IFuel Specific PropertiesSpecific Gravity, 60/60Vkcosity, cs @ 40C I - 3 dQ

ICloud Point, C -12 9

Pour Point, C -23 c 8Flash Point, I .__- -,MCC. C I 74 1 174 1Boiling Point, C 191 [ - .2 7 3Water and Sediment, % Vol. I


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Ta b l e 2I n j e c t o r C o k i n g Da t a

Di g i t i z e d Di g i t i z e dI n j e c t o r I n j e c t o r S c a l e I n j e c t o r S c a l e C o k i n gNu mb e r Di a me t e r F a c t o r A r e a A r e a I n d e x

H v S E E 1 1 1 5 . 1 0 . 0 0 0 1 7 4 9 5 . 7 3 31 . 6 6 3 . 2 8

2 1 5 . 1 0 . 0 0 0 1 7 4 9 7 . 7 6 2 4 1.70 4 . 3 03 1 5 . 1 0 . 0 0 0 1 7 4 9 2 . 4 7 9 6 1.61 1 . 6 34 1 5 . 1 0 . 0 0 0 1 7 49 4 . 8 3 1 1.65 2.825 1 5 . 1 0 . 0 0 0 1 7 4 9 3 . 1 8 4 1 . 6 21.996 1 5 . i 0 . 0 0 0 1 7 4 90.8784 1.58 0 . 8 37 1 5 . 1 0 . 0 0 0 1 7 49 3 . 6 2 7 1.63 2 2 18 1 5 . 1 0 . 0 0 0 1 7 4 95.6852 1 .6 6 3 2 51 15 0.000176 92.029 1.62 2 . 0 32 1 5 0 . 0 0 0 1 7 6 9 5 . 8 4 4 6 1.69 3.983 1 5 0 . 0 0 0 1 7 6 9 3 . 0 7 0 5 1.64 2 5 64 1 5 0 . 0 0 0 1 7 6 9 3 . 4 9 0 3 1.65 2.785 1 5 0 . 0 0 0 1 7 6 9 5 . 7 0 4 4 1.68 3.916 1 5 0 . 0 0 0 1 7 6 95.1493 1.67 3 . 6 27 1 5 0 . 0 0 0 1 7 6 8 7 . 9 7 0 9 1 . 5 5 - 0 . 0 5a 1 5 0 . 0 0 0 1 7 6 9 2 . 9 5 3 1 1 . 6 4 2 . 5 01 1 4 . 2 0 . 0 0 0 1 9 6 8 5 . 8 2 4 4 1 . 6 9 3 . 9 42 1 4 . 2 0 . 0 0 0 1 9 6 8 7 . 7 7 9 1 1 . 7 2 5 . 0 63 1 4 0 . 0 0 0 2 0 2 8 5 . 8 6 1 . 7 3 5 . 3 74 1 4 0 . 0 0 0 2 0 2 8 3 . 9 9 9 6 1 . 7 0 4 . 2 85 1 4 . 1 0 . 0 0 0 1 9 9 8 4 . 7 7 9 3 1 . 6 9 4 . 0 36 1 4 . 1 0 . 0 0 0 1 9 9 8 5 . 9 5 4 5 1 . 7 1 4 . 7 17 1 4 . 1 0 . 0 0 0 1 9 9 8 0 . 0 0 5 9 1 . 5 9 1 . 2 78 1 4 . 1 0 . 0 0 0 1 9 9 8 2 . 7 9 1 7 1 . 6 5 2 . 8 8

Ave r a ge of a l lHy S E E i n j e c t o n 1 . 6 5 3 . 0 5

0 2 1 . l234

5678

0 2 2 1

2345

6781

234567a

1 4 0 . 0 0 0 2 0 2 7 9 . 1 2 1 1 1 . 6 01 4 0 . 0 0 0 2 0 2 7 8 . 4 0 3 61.581 4 0 . 0 0 0 2 0 2 8 0 . 0 3 8 1 . 6 21 4 0 . 0 0 0 2 0 28 0 . 2 3 5 2 1 . 6 21 4 0 . 0 0 0 2 0 2 7 8 . 2 3 4 61.581 4 0 . 0 0 0 2 0 2 7 8 . 3 8 0 51.581 4 0 . 0 0 0 2 0 27 7 . 1 8 1.561 4 0 . 0 0 0 2 0 27 8 . 1 5 4 1.581 5 0 . 0 0 0 1 7 69 0 . 4 6 8 5 1.591 5 0 . 0 0 0 1 7 6 9 0 . 4 1 7 7 1 . 5 91 5 0 . 0 0 0 1 7 6 8 9 . 3 5 2 8- 1 . 5 71 5 0 . 0 0 0 1 7 6 8 5 . 9 8 5 71 . 5 11 5 0 . 0 0 0 1 7 6 8 9 . 8 2 6 4 1 . 5 81 5 0 . 0 0 0 1 7 6 9 0 . 6 1 3 8 1 . 5 91 5 0 . 0 0 0 1 7 6 9 0 . 6 7 5 6 1 . 6 01 5 0 . 0 0 0 1 7 6 9 0 . 6 7 4 1 . 6 0

1 4 . 9 0 . 0 0 0 1 7 8 8 9 . 6 3 4 1 . 6 01 4 . 9 0 . 0 0 0 1 7 8 8 8 . 9 9 6 1 1 . 5 91 4 . 9o . o o o l 7 a 8 8 . 6 5 7 8 1 . 5 81 4 . 9 0 . 0 0 0 1 7 8 8 7 . 8 6 7 3 1 . 5 71 4 . 9 0 . 0 0 0 1 7 8 8 8 . 6 3 3 1 1 . 5 81 4 . 9 0 . 0 0 0 1 7 8 8 7 . 9 8 5 1 . 5 71 4 . 9 0 . 0 0 0 1 7 8 8 9 . 5 1 5 51 . 6 01 4 . 9 0 . 0 0 0 1 7 8 8 8 . 7 0 5 4 1 . 5 8Ave r a ge of a l lDZ i n j e d o n 1 . 5 8

1 . 4 10 . 9 91 . 9 52 . 0 70 . 8 90 . 9 80 . 2 70 . 8 41.231.200 . 6 6

- 1 . 0 60 . 9 0

1 . 3 01 . 3 41 . 3 31 . 4 21 . 0 90 . 9 10 . 5 00 . 9 00 . 5 61 . 3 60 . 9 4 ,1.00

14


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Figure 1. Typical injector coking photographs, clean (top), diesel (middle), HySEE (bottom).


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6 5

6 0

5 5

5 0

4 5

4 0

3 5

% , 3 2 0

I=2 4 0I/

J, : e : n : , ; 1 ; t ; 112201 3 b O 1 5 b O 1 7 b O 1 9 b O 2 1 b O 2 3 b O 2 5 b O

R P M

- Di e s e l- F HySEE

Figure 2. Power and Torque versus RPM

0, I 1 I I I I

2 4 6 8bmep (bars)

+ Diesel + HySEE

Figure 3. Fuel Consumption versus bmep at 2500 RPM

1 6


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b

5

4

3

2

1

0 ,82

I I

4 6bmep (bars)

* 2500 RPM + 2250 RPM + 2000 RPM

Figure 4. Fuel Consumption versus bmep for HySeeat 3 RPMs from Engine Mapping Test

3 0

g 2 5

5 2 052 1 5LLI

; 1 0ke 5

00 2 4 6 8

bmep (bars)

+ Diesel +- HySEE

Figure 5. Thermal Efficiency versus bmepData is from the fuel mapping test at 2500 RPM

1 7


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Engine Hours

Figure 6. Engine oil viscosityat 50 hour oil change intervals

s.E 4 0

Eal 3026 2 0

Engine Hours

Figure 7. Concentration of iron in engine oil analysis


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10

Engine Hours

Figure 8. Concentration of silicon in engine oil analysis

IEE

(ebook) making and testing biodiesel made using ethanol

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