Experimental investigation on performance, combustion

and emission characteristics of nanoparticle blends with

diesel as fuel in a CI Engine

PARA AKHIL1, SHARMILA PARASHAR1, POONAM KOLAPE1,

M. FEROSKHAN1, P. TAMILSELVAN*,1

*Corresponding author
1
School of Mechanical Engineering, Vellore Institute of Technology (VIT) Chennai,
Tamilnadu - 600127, India,
[email protected], [email protected]*
DOI: 10.13111/2066-8201.2022.14.3.4

Received: 17 January 2022/ Accepted: 05 July 2022/ Published: September 2022

Copyright © 2022. Published by INCAS. This is an “open access” article under the CC BY-NC-ND
license (http://creativecommons.org/licenses/by-nc-nd/4.0/)

Abstract: The present work has discussed the following characteristics like performance, combustion
and emission characteristics of blends of aluminum (Al), zinc oxide (ZnO) and its mixture of
nanoparticles at different ratios with diesel tested on a stationary direct injection compression ignition
(CI) engine at five different loads. The fuels have been made by blending of nanoparticles with diesel
at different concentrations. The results have shown that the Nano fuels have given lower brake specific
fuel consumption (BSFC), higher brake thermal efficiency (BTE) and air-fuel ratio when compared with
diesel. In combustion analysis, the Nano fuels have given higher heat release rate, crank angle 50
(CA50) and lower ignition delay when compared with diesel. In emission analysis, the Nano fuels have
given higher nitrogen oxides (NOx) and lower carbon monoxide (CO), hydrocarbons (HC) and smoke
emissions when compared with diesel. The fuel properties of nano fuels have shown that the kinematic
viscosity, calorific values have been higher and flash point, fire point, density have been lower when
compared with diesel.
Key Words: Performance parameter, combustion characteristics, Emission characteristics, nano
particles

1. INTRODUCTION
The socio-economic status of any nation has always been greatly influenced by efficient
conversion of energy. There are currently various energy conversion devices in the world and
one of them is the diesel engine. Diesel engines are still accepted as one of the best among
various energy conversion devices due to their amazing features/ characteristics, like low
specific fuel consumption (SFC), higher thermal efficiencies (ɳthermal) and compression ratio,
reliability and also application of leaner air-fuel mixtures. They are used for several purposes
like electricity generation, machines supporting advanced farming (technology) in agriculture,
automobile sector, ships, transportation through railways, etc., due to their low operating and
maintenance cost. Despite of having the extra ordinary qualities, diesel engines emit a huge
amount of pollutants like NOx, CO2, CO, soot, acrolein and formaldehyde due to which they
have caused dangerous health problems and also environmental degradation. Also, with the
increasing rate of population growth and high usage rate, the demand for energy has increased

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 PARA AKHIL, SHARMILA PARASHAR, POONAM KOLAPE, M. FEROSKHAN1, P. TAMILSELVAN 32

which has led to a diminishing of fossil fuels gradually. In India, a huge gap has been observed
between the diminution and use of petrol based fuel along with the possibility of it being
produced in the country and also the possibility of buying crude oil from other OPEC
countries. The above-mentioned factors have greatly influenced the economic growth rate of
almost all developing countries including India. Keeping the present situation in mind, engine
manufacturers have come up with modified engine designs to get better efficiency complying
with government emission rules to protect the environment. But these efforts have not been
enough to overcome the problems that lead the scientific community to look for better
alternative fuels, either by creating new fuels or by modifying the existing fuel. The strategies
for fuel modification have improved the properties of fuel, mainly combustion characteristics
which are responsible for better fuel economy, low emissions and also engine performance.
There have been several different ways to modify the fuel, and one among them has been
addition of nanoparticles in fuel. This process has given higher combustion enthalpies, in total
a rise in energy density, shorter ignition delays, absolute combustion and decreased emissions.
From the various studies mentioned above it can be understood that blending of diesel fuel
with nanoparticle has shown notable effects on properties of fuel and also on combustion
characteristics.

2. LITERATURE REVIEW
The brake thermal efficiency (BTE) have been 2–3% more with the B20 (Biodiesel 20% with
nanoparticles +80% diesel) added to 50 ppm and 100 ppm of ZnO when compared with diesel
fuel. Also, when compared to all the tested fuels including diesel, the B20 fuel with 50 ppm
of ZnO has given the least NOx emission [1].
In the case of CIME ZnO100 (calophyllum inophyllum methyl ester + ZnO 100ppm) and
CIME ZnO50 (calophyllum inophyllum methyl ester + ZnO 50ppm), the better results of BTE,
BSFC and BFEC have been found adding ZnO (metal oxide) nanoparticles because of the
catalytic effect of nanoparticles and this led to better combustion. Also, HC and CO emissions
have decreased adding ZnO nanoparticles as they have acted as an O2 buffer which have
promoted absolute combustion of fuel [2]. By introducing blended fuel to ZnO metal oxide
BTE increased at the full load, and it have increased Rate of heat releases, cylinder pressure,
calorific value (CV) of fuel which have increased the BSFC. BTE, HRR and in cylinder
pressure have been found higher for the blends that have contained nano zinc oxide more than
100 ppm than diesel. From the literatures, it has been observed that nanofluid enhanced the
combustion of fuel because of its better air fuel mixing rate, catalytic activity and heat transfer.
Most of the additives have showed reduction in HC and smoke because of higher evaporation
rate, catalytic oxidation and have reduced ignition delay and NOx have reduced because of
higher cetane number. The CO emission has been also reduced because of complete
combustion of the fuel. Some have observed an increase in CO emission and others have
noticed a decrease in CO emission because of improvement in ignition characteristics by
adding nanoparticles in fuel. CO emission has increased at high concentration of nanofluid
additives [3]. BTE has increased by 9% and BSFC, HC and CO emission have decreased 7%,
4% and 4% respectively, by adding aluminum to fuel when compared to diesel [4].
Because of micro explosion phenomena, BTE of the engine increased by raising the
concentration of water in emulsion fuel. In most of the papers better BSFC, BP ant torque have
been found with W/D (water in diesel) emulsion fuel. Inconsistent improvements have been
observed for HC and CO emissions because of the complicacy of analysing the combustion
behaviour linked with micro-explosion, track of emulsion, also soot formation. Using W/D

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emulsion fuels NOx emission was reduced by 45% [5]. At lower engine speeds less than 1800
r/min BSFC, NOx and smoke for aluminium nanoparticle + Diesel fuel were lower when
compared to Diesel fuel [6].
Addition of metal and metal oxides nanoparticles to diesel/ biodiesel have resulted in depletion
of emissions of HC, CO2 and NOx [7].
When compared with conventional diesel fuel and pure CIME the unburned hydrocarbon and
CO emissions were lower for all CIME Nano emulsions [2]. Sonication time (Sonication is
the process in which the sound energy is used to mix particles in a fluid, for different needs)
and concentration of surfactant influence the suspension stability of the nanoparticles in the
blended fuels. NOx emissions have been reduced with the inclusion of nanoparticles. CO
emission have increased on adding ZnO nanoparticles in pure JME blends (Jatropha Methyl
Ester), and high H2 flow rate supplemented the CO emission which has decreased the smoke.
When compared to H2 induction without nanoparticles, smoke opacity has been released more
due to the presence of the surfactant Triton-X100 [8].
However, THC emission from B10E4 (96% B10 (10% biodiesel + 90% Diesel) + 4% Ethanol)
has been much higher compared to B10 (10% biodiesel + 90% Diesel); but compared to B10E4
when Al@C (carbon coated aluminum) nanoparticles have been added in, the THC emission
has reduced. For B10E4N30 (96% B10 (10% biodiesel + 90% Diesel) + 4% Ethanol + 30ppm
nanoparticles) NOX emission is reduced by 6% on average [9].
Adding nanoparticles to pure diesel NOx emission have been increased because of the increase
in peak temperature [10].
By going through above literatures, we want to test performance, combustion and emission
characteristics of nano fuels at different loads and concentrations. Also, we have decided to
make nano fuels by mixing Aluminum, zinc Oxide, and its mixture (ZnO+Al) to diesel at 4
different concentrations which are 15ppm, 30ppm, 45ppm, 60 ppm and have tested at five
different loads i.e., 0N-m, 5N-m, 10N-m, 15N-m, 20N-m.

3. EXPERIMENTAL SETUP
A total of 12 nano fuels have been prepared with different ratios i.e., 15, 30, 45, 60 ppm. A
15mg of nanoparticles have been measured using electrical weighing machine and added to
one litre beaker filled with diesel. Later, for sonication Process, beaker has been kept in
ultrasonicator bath for a time period of 45 minutes to ensure the better mixing of particles
which have resulted in nano fuel and have been filled in the bottle along with the sample name
on it as shown in Fig. 1.
Similarly, the same process has been repeated for 30, 45, 60 ppm concentrations. After the
nano fuels have been prepared, they have been tested in CI engine. The engine specification
and schematic diagram are given in Table 1 and Fig. 2, respectively.
The CI engine was started after being sample fed and allowed to run for 20 minutes at a load
of 20 N-m. The load was decreased to 0 N-m before taking readings and allowed to reach a
steady state. Then readings were taken for speed, gauge differential and the time it took to
consume 10ml of fuel. Also, emission readings like smoke, NOx, CO, HC, CO2, O2 emissions
have been taken at the outlet of the engine using the sensor detecting probes. Combustion
analyser software has been used to record the combustion characteristics.
After that, the load was increased to 5 N-m and the same process was carried out to obtain
readings. The same process has been repeated and readings have been taken for 10N-m, 15N-
m and 20N-m loads. Table 2 and Table 3 show the input variables used in this study and
various blended fuels properties, respectively.

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Fig. 1 Ultrasonicator
Table 1. Engine specifications
Sl.
Parameters Specifications
No.
1 No. of Cylinders 1
2 Bore*stroke 80*110 mm2
3 Cubic Capacity 0.553 L
4 Compression ratio 16.5:1
5 Output 3.7 kW
6 Speed 1500 rpm
7 Torque at full load 0.024 kN-m
8 Crankshaft counter height 203 mm
9 SFC. 195+5% g/kWh
10 Lub oil consumption 0.8%of SFC max
11 Lub oil sump capacity 3.7 L
12 Fuel tank capacity 6.5 L
13 Weight 130 kg
14 Clockwise rotation of flywheel

Fig. 2 Schematic Diagram of the set up

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 35 Experimental investigation on performance, combustion and emission characteristics of nanoparticle blends

Table 2. Input variables

Load (N-m) Nanoparticles Concentration

0, 5, 10, 15, 20 Zinc Oxide 15 ppm
30 ppm
45 ppm
60 ppm
Aluminum 15 ppm
30 ppm
45 ppm
60 ppm
Zinc Oxide + aluminum 15 ppm (7.5 ppm + 7.5 ppm)
30 ppm (15 ppm + 15ppm)
45 ppm (22.5 ppm + 22.5 ppm)
60 ppm (30 ppm + 30 ppm)
Table 3. Fuel Properties
Sl. Properties Zno Zn Zn0 Zn0 Al – Al – Al – Al – Zn0 Zn0 Zn0 Zn0 Diesel
No. 0– 0– – – 15p 30p 45p 60p + Al + Al + Al + Al
15p 30p 45p 60p pm pm pm pm – – – –
pm pm pm pm 15pp 30p 45pp 60p
m pm m pm
1 Flash 49 48 45 42 42 55 50 48 46 47 46 50 52
point (°C)
2 Fire point 53 55 52 49 49 62 55 59 52 57 55 55 58
(°C)
3 Density 775 780 790 795 775 780 790 795 780 780 785 790 833
(kg/m3)
4 Kinematic 9.1 9.0 9.4 9.06 9.63 9.35 9.59 9.42 9.28 9.49 8.83 9.41 3.4
viscosity 3 3 5 (40°C)
at 60°C
(mm2/s)
5 Calorific 410 411 410 410 410 410 410 410 4120 411 4105 410 40900
value 82 32 52 52 47 32 80 40 9 32 2 12
(kJ/kg)

4. RESULTS AND DISCUSSIONS

4.1 Performance characteristics
4.1.1 Brake Specific Fuel Consumption (BSFC)
BSFC value decreased from 0.53, 0.62, 0.55 kg/kWh to 0.232, 0.312, 0.260 kg/kWh for
aluminum, ZnO and ZnO+Al, respectively at 15 ppm concentration with increase in load as
shown in Fig. 3(a) and Fig. 3(b). This is due to three reasons which are improved, namely, the
calorific value, catalytic oxidation and absolute combustion of fuel. For Aluminum and Zinc
Oxides, the carbon oxides deposit from the engine leads to productive working of the engine
and low fuel consumption. In correspondence to these efficiency characteristics, the specific
fuel consumption reduces with a raise in the concentration level of nanoparticles which means
that the highest BSFC value has been at 15ppm whereas the lowest value has been observed
at 60 ppm (Refer Fig. 3(c)) [3].
As the calorific value of all the samples has been recorded as higher compared to diesel for
the same power output of engine, less fuel has been used during pure diesel operation (Refer

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Fig. 3(d)). So, brake specific energy consumption (BSFC) has decreased. The highest BSFC
value has been recorded as 0.622 kg/kWh at 5 N-m load for ZnO-15ppm sample while the
lowest has been observed for ZnO+Al-60 ppm at 20 N-m load as 0.138 kg/kWh.

Fig. 3 Variation of BSFC with Load for different concentration of nanoparticles

4.1.2 Brake Thermal Efficiency (BTE)

For Al, ZnO and ZnO+Al, Brake Thermal Efficiency (BTE) increased with increase in load
from 17.6%, 13.27%, 15.43% to 31.11%, 30.47%, 30.79% respectively at 60 ppm
concentration, as shown in Fig. 4.
It have been observed that, because of the improvement of the calorific values, moreover
it also promotes absolute combustion because of higher flame temperatures, lesser ignition
delay, higher evaporation rates and prolonged flame sustenance. We have observed increased
BTE at higher load with addition of ZnO with diesel [11].
For Al, ZnO and ZnO+Al, BTE increased from 29.078%, 28.08%, 28.58% to 31.11%,
30.47%, 30.79% with increased in dosing of Nano fuels. Due to the oxygenated molecule of
the Nanofuel and because of that excess oxygen molecule a complete combustion of fuel
occurs which results in maximum efficiency [3].
The BTE was recorded to be higher for all samples compared to diesel fuel due to the
occurrence of micro explosion of the primary droplet in the presence of nanoparticles, which
leads to increased evaporation rate and is also responsible for the total release of thermal
energy, leading to increased BTE. The highest BTE value has been recorded as 31.11% at
20N-m load for Al-60ppm sample while the lowest has been recorded for ZnO-15ppm at 5N-
m load as 12.23%.

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Fig. 4 Variation of BTE with Load for different concentration of nanoparticles

4.2 Combustion Characteristics

4.2.1 Cylinder Pressure
For Al, ZnO, ZnO+Al samples at 60 ppm concentration, Cylinder pressure values increased
from 44.30, 43.89, 43.66 bars to 65.92, 65.71, 65.61 bars, respectively with increased load
condition from 0N-m to 20N-m load, as shown in Fig. 5.
This have been observed due to the advancement in timing of fuel injection which leads
to an early start in the process of combustion, alongside at higher injection pressure small
droplets of injected oxygenated diesel fuel promotes faster combustion reactions that leads to
increase in the cylinder pressure significantly.
With increased dosing level of nanoparticles from 15ppm to 60ppm in diesel fuel,
Cylinder pressure values increased from 65.34, 65.04, 64.86 bar to 65.92, 65.81, 65.73 bar
respectively for Al, ZnO, ZnO+Al at 20N-m load.
This might be due to the improved catalytic activity which led to shorter ignition delay
with an early initiation in the process of combustion at higher concentration of nanoparticles
in blended diesel fuel.
When compared with diesel, nano fuels have higher cylinder pressures which have been
observed due to the increased quantity of fuel burned resulting in a raise in the heat energy
released which leaded to a raise in peak cylinder pressure [3]; also we observed an increase in
Cylinder pressure with the addition of ZnO to diesel [11-12].

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Fig. 5 Variation of Maximum Pressure with Load for different concentrations of nanoparticles

4.2.2 Heat Release Rate (HRR)

As load increased, Heat Release Rate (HRR) also increased from 28, 22, 26 J/CA to 69, 61,
58 J/CA respectively for Al, ZnO, ZnO+Al samples at 60 ppm concentration as shown in Fig.
6.
This has been observed due to the following reason that the shorter ignition delay gives
the early coming and better absolute combustion process with high cylinder temperatures and
hence resulted in high heat release rates.
With the increased concentration of nanoparticles from 15 ppm to 60 ppm in diesel fuel,
heat release rate increased from 61, 62, 56J/CA to 68, 69, 61J/CA respectively for Al, Zno,
ZnO+Al Nano fuel blends at 20N-m load condition. This has been observed because of
improvement in combustion phase.
Addition of nanoparticles to diesel fuel results in shorter ignition delay with improved
ignition properties which results in an early start of the combustion process and hence resulted
in increased HRR.
HRR of all samples have been observed as greater than diesel. This has been observed
due to higher content of oxygen present in blended fuels that has enhanced the diffusion
combustion phase and lessened the combustion time [3].

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Fig. 6 Variation of Maximum Heat Release Rate with Load for different concentrations of nanoparticles

4.3 Emission characteristics

4.3.1 Carbon Monoxide (CO) Emissions
For all the fuel samples, as load increased, CO emission have been recorded as higher at low
loads and started decreasing from 0.025%, 0.028%, 0.035% to 0.01%, 0.013%, 0.015%
respectively for Al, ZnO, ZnO+Al blended nanofuels at 60 ppm concentration as shown in
Fig. 7.This has been observed due to the following reason that, as load increased, fuel supply
has to be increased which leaded to a richer mixture and thus resulted in increasing the CO
emissions.
CO emission has been recorded as lower for diesel with nanoparticles (Nanofluid) in contrast
to pure diesel [13].
This have been observed because of the following reason that the addition of nanoparticles
promoted complete combustion. With the increased concentration of nanoparticles, CO
emission have been decreased from 0.04%, 0.04%, 0.055% to 0.025%, 0.028%, 0.035%
respectively for Al, ZnO, ZnO+Al blended Nano fuels at 5N-m load.
This has been observed because of improvement in ignition characteristics with Nano fluid
additives [4, 14].

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Fig. 7 Variation of CO with Load for different concentration of nanoparticles

4.3.2 Hydro Carbons (HC) Emissions

For aluminum, ZnO and ZnO+Al, Hydro Carbons (HC) emissions increased with load from
13, 14, 16 ppm to 29, 38, 40 ppm respectively at a concentration of 60 ppm, as shown in Fig.
8. Blends gave less HC in contrast to diesel because of its improved combustion inside the
combustion chamber because of availability of oxygen atom in Nano additive. Hydrocarbon
tends to increase with load due to reduction in oxygen availability when more fuel has been
injected.
HC emission have been observed as more for pure diesel than Nano fuels. HC emissions
decreased from 42, 66, 46 ppm to 29, 38, 40 ppm respectively for Al, ZnO, ZnO+Al at 20N-
m load with increased amount of concentration of nanoparticles in diesel, as it has been
observed due to high catalytic oxidation and evaporation rate.
The highest emission has been noted as 66 ppm at 20N-m load for ZnO-15ppm sample
while the lowest value recorded for Al-60ppm at 0N-m load as 13ppm [3, 15]. With the
addition of metal and metal oxide to diesel, HC reduction has been observed [2, 16-17].

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 41 Experimental investigation on performance, combustion and emission characteristics of nanoparticle blends

Fig. 8 Variation of HC emissions with Load for different concentration of nanoparticles

4.3.3 Oxides of Nitrogen (NOx) Emissions

For Al, ZnO and Al + ZnO, NOx emission increased from a value of 73, 72, 69 ppm to 1035,
1025, 1020 ppm respectively at 60 ppm concentration with the increased load as shown in Fig.
9. It has been observed due to the following reason that with increasing load, average gas
temperatures in the combustion chamber increased which resulted in increased of Air-Fuel
Ratio. Hence, NOx emissions reduced.
Emission values increased from 843, 923, 932 ppm to 1035, 1025, 1020 ppm respectively
at 20 N-m load with the increased dosage of aluminum, ZnO, ZnO+Al.
Addition of the nanoparticles decreased the temperatures of combustion chamber with
high rate of convective heat transfer, with this increase of Nano fraction in fuel leads to
reducing the NOx emission.
There have been observed an increased in NOx emission when Nano additives are added
to pure diesel.
This is due to increased peak temperature. NOx emission for pure diesel has been recorded
as lowest when compared to diesel with nanoparticles [18].
The highest emission has been noted as 1035 ppm at 20 N-m load for Al-60 ppm sample
while the lowest has been recorded for ZnO-15 ppm at 0N-m load as 52 ppm.

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Fig. 9 Variation of NOx emissions with Load for different concentration of nanoparticles

4.3.4 Smoke
For Al, ZnO and Al+ZnO, smoke increased with load this has been observed due to the
following reason that the blends serve as an oxidation catalyst which results in lowering of
oxidation temperature for Nanofuel soot and lead to raise in particle burn out.
Smoke emission for Al, ZnO and ZnO+Al decreased from 72.5%, 120%, 61.3% to 51%,
49.2%, 51.3% respectively at 20N-m load with increasing number of nanoparticles as shown
in Fig. 10.
This has been observed due to the formation of rich mixture which has enhanced the
combustion rate at lower loads, smoke values have been recorded as less for Nano fuels than
pure diesel.
Most authors noticed that the lower smoke emission has been observed due to higher
evaporation rate and ignition delay.
The initial values i.e., at zero load condition, for the concentration of 60 ppm, the values
for Al, ZnO, ZnO+Al have been recorded as 5.5%, 4.8%, 7.2% and gradually increased with
load and reached to 51%, 49.2% and 51.3% respectively. Lower smoke emissions have been
observed [3, 19].

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Fig. 10 Variation of smoke emissions with Load for different concentration of nanoparticles

4. CONCLUSIONS
By comparing the previous results to the present work, we have observed mainly four common
results which are: Brake Specific Fuel Consumption (BSFC) has reduced as compared to net
diesel fuel, Carbon Monoxide (CO) emissions are less for Nano fuels compared to pure diesel,
NOx emissions are slightly higher for Nano fuels and Brake Thermal Efficiency (BTE) values
are greater than pure diesel.
From the present work, some of the major conclusions that have been obtained:
• Brake Specific Fuel Consumption (BSFC) decreased with an increase in load and
increased in amount of nanoparticles for all the mixtures.
• Brake Thermal Efficiency (BTE) increased with an increase in load and increased in
amount of nanoparticles for all the mixtures.
• Cylinder pressure increased with an increase in load.
• As load has increased, Heat Release Rate (HRR) also has increased which can be
observed in all samples.
• Ignition delay decreased with an increase in load. There was no major difference
observed with an increase in concentration. For all samples, Ignition delay has been
slightly lesser than diesel.
• As load increased, Crank Angle 50 (CA50) values also decreased. As concentration
increased, CA50 values increased. When compared to diesel, CA50 values have been
higher for all samples at all loads.

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• Carbon Monoxide (CO) emission has been lower for diesel with nanoparticles (Nano
fluid) when compared to pure diesel. And with an increase in load and concentration
of nanoparticles in diesel, CO emission decreased.
• For all the mixtures, Hydrocarbons (HC) emission increased with load and decreased
with concentration of nanoparticles in diesel. HC emission has been higher for diesel
than for the Nanofuels.
• For all the mixtures, Oxides of Nitrogen (NOx) emission has raised with load. With
increased in concentration, NOx emission increased for all Nano fuels. Also, NOx
emissions of nanofuels are higher than for diesel.
• For all the mixtures, the smoke emission increased with load and decreased with
increased amount of concentration of nanoparticles in diesel. Smoke emission has
been higher for pure diesel than in case of Nano fuels.
For further research, these nanoparticles can be added to biodiesel and can compare the
performance and emission results can be compared by applying various loads. Also, we can
use silver metal nanoparticle, carbon nanotube (CNT) as nano additive to both diesel and
biodiesel fuels and we can compare their results.

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INCAS BULLETIN, Volume 14, Issue 3/ 2022