Fuel 85 (2006) 21872194

www.fuelrst.com

Performance characteristics of a diesel engine with deccan hemp oil

O.D. Hebbal
b

a,*

, K.Vijayakumar Reddy b, K. Rajagopal

a
Assistant Professor, Poojya Doddappa Appa College of Engineering, Gulbarga, India
Controller of Examinations, Jawaharlal Nehru Technological University, Hyderabad, India
c
Vice chancellor, Jawaharlal Nehru Technological University, Hyderabad, India

Received 27 August 2005; received in revised form 14 March 2006; accepted 16 March 2006
Available online 18 April 2006

Abstract
In this present investigation deccan hemp oil, a non-edible vegetable oil is selected for the test on a diesel engine and its suitability as
an alternate fuel is examined. The viscosity of deccan hemp oil is reduced rst by blending with diesel in 25/75%, 50/50%, 75/25%, 100/
0% on volume basis, then analyzed and compared with diesel. Further blends are heated and eect of viscosity on temperature was studied. The performance and emission characteristics of blends are evaluated at variable loads of 0.37, 0.92, 1.48, 2.03, 2.58, 3.13 and
3.68 kW at a constant rated speed of 1500 rpm and results are compared with diesel. The thermal eciency, brake specic fuel consumption (BSFC), and brake specic energy consumption (BSEC) are well comparable with diesel, and emissions are a little higher for 25%
and 50% blends. At rated load, smoke, carbon monoxide (CO), and unburnt hydrocarbon (HC) emissions of 50% blend are higher compared with diesel by 51.74%, 71.42% and 33.3%, respectively. For ascertaining the validity of results obtained, pure deccan hemp oil
results are compared with results of jatropha and pongamia oil for similar works available in the literature and were well comparable.
From investigation it has been established that, up to 25% of blend of deccan hemp oil without heating and up to 50% blend with preheating can be substituted for diesel engine without any engine modication.
 2006 Elsevier Ltd. All rights reserved.
Keywords: Non-edible oil; Deccan hemp oil; Alternate fuel

1. Introduction
Energy is considered as a critical factor for economic
growth, social development and human welfare. With
increasing trend of modernization and industrialization,
the world energy demand is growing at a faster rate. Since
their exploration, the petroleum fuels continued as major
conventional energy source. On the other hand, they are
limited in reserve. Both the factors have contributed to a
sharp increase in petroleum prices. Also, petroleum fuels
are currently the dominant global source of CO2 emissions
and their combustion is posing stronger threat to clean
environment. Sharp hike in petroleum prices and increase
in environmental pollution jointly necessitated exploring
*

Corresponding author. Address: Assistant Professor, Poojya Doddappa Appa College of Engineering, Gulbarga, India.
E-mail address: siddu_pda@redimail.com (O.D. Hebbal).
0016-2361/$ - see front matter  2006 Elsevier Ltd. All rights reserved.
doi:10.1016/j.fuel.2006.03.011

some alternate to conventional petroleum fuels. Among

the other possible options of the liquid fuels various kinds
of vegetable oils have been considered as appropriate alternate due to prevalent fuel properties. A country like India,
having huge agricultural potential vegetable oils proves a
promising alternate for petroleum (diesel oil) fuel.
The idea of using vegetable oils as fuel for diesel engines
in not a new one. Rudolph Diesel used peanut oil to fuel his
engine at the Paris Exposition of 1900. However, despite
the technical feasibility, vegetable oil as fuel could not get
acceptance, as they were more expensive than petroleum
fuels. Later the various factors as stated earlier, created
renewed interest of researchers in vegetable oil as substitute
fuel for diesel engines. In recent years systematic eort have
been made by several researchers [114] to use vegetable
oils like sunower, peanut, soybean, rapeseed, palm, olive,
cottonseed, linseed, jatropha, coconut, pongamia, rubberseed, jojoba etc. as alternate fuel for diesel. Many of the

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O.D. Hebbal et al. / Fuel 85 (2006) 21872194

vegetable oils are edible in nature, continuous use of them

causes shortage for food supply and proves far expensive to
be used as fuel at present. So far a very few of non-edible
vegetable oils have been tried on diesel engine leaving a
lot of scope in this area.
From previous studies it is evident that vegetable oils
oer acceptable engine performance and emissions for
short-term operation [1]. While for long-term duration
problems like lter clogging, carbon deposits on injector
exterior, compression ring grooves, piston lands, etc. have
been reported [27]. The high viscosity of vegetable oils is
responsible for these problems. Therefore reduction in viscosity of vegetable oils is of the prime importance to make
them suitable for diesel engines. There are several ways [15]
available for this task, among them blending or dilution
with other oils, preheating and transesterication are
predominant. Testing of diesel engines with preheating
[1618], blending with diesel [6,11,19] and blending with
preheating [20,21] improves the performance and reduces
the emissions compared with neat vegetable oil. It also
reduces the lter clogging and ensures smooth ow of oil.
From above stated factors it is evident that identication and testing of new non-edible vegetable oils on diesel
engine is of great importance. In present investigation deccan hemp oil, a non-edible vegetable oil is selected for the
test and its suitability as an alternate fuel is examined. This
is accomplished by blending of deccan hemp oil with diesel
in 25/75%, 50/50%, 75/25%, 100/0% on volume basis, further these blends are heated to reduce viscosity equal to
that of diesel at 30 C. Then the following investigations
are carried out.
The eect of blending deccan hemp oil with diesel on
viscosity.
The eect of temperature on the viscosity of various deccan hemp oil and diesel blends and the temperature at
which the viscosity of blends equal to that of diesel at
30 C.
The performance and emission characteristics of diesel
engine using various blends and compare the results
with those of baseline diesel.
Further for ascertaining the validity of the results
obtained, the performance and emission characteristics
of neat deccan hemp oil is compared with the results
available in literature for similar work.

Table 1
Comparison of properties of deccan hemp oil with diesel oil
Property

Diesel oil

Deccan hemp oil

Density g/cc at 30 C
Caloric value kJ/kg
Viscosity cSt at 30 C
Flash point C
Fire point C

0.80.84
42000
5.0
57
65

0.913
38720
53.0
255
270

Table 2
Properties of deccan hemp oildiesel blends
Deccan hemp
oil (%)

Diesel
(%)

Density (g/cc),
at 30 C

Viscosity (cSt),
at 30 C

Viscosity
reduction (%)

100
75
50
25
0

0
25
50
75
100

0.913
0.89
0.87
0.84
0.82

53.0
24.56
15.46
7.685
5.0

53.66
70.83
85.5
90.56

ing best in humid climate with a temperature range of

2035 C, during growing season [22]. Whole seeds after
milling and pressing yields 13% odorless clear yellow fatty
oil.
The important physical and chemical properties of deccan hemp oil are determined as per Indian Standards (IS)
methods in fuels and lubricants laboratory. Determination
of density, caloric value, viscosity, ash point and re
point are carried out using hydrometer, bomb calorimeter,
Redwood viscometer and Ables apparatus [2326], respectively. It is observed that the properties like density, ash
point, re point and viscosity of deccan hemp oil is higher
and the caloric value is lower as compared with diesel.
Table 1 shows the comparison of properties of deccan
hemp oil with diesel.
2.2. Eect of dilution on viscosity of deccan hemp oil and
diesel blends
Deccan hemp oil and diesel are blended in 0/100%, 25/
75%, 50/50%, 75/25%, 100/0% on volume basis and mixture is stirred well to get a homogeneous stable mixture.
Variation of density, viscosity and percentage reduction
in viscosity of blends at 30 C are shown in Table 2. The
density and viscosity of blends reduces with increase in percentage of diesel in blend. The blend containing 75% of diesel has density and viscosity close to that of diesel.

2. Characterization of deccan hemp oil

2.1. Properties of deccan hemp oil

2.3. Eect of temperature on viscosity of deccan hemp oil

and diesel blends

Deccan hemp oil is obtained from the dried seeds of the

deccan hemp plant. It is an erect herbaceous annual with
straight; slender glabrous or prickly stem plant. Its Botanical name is Hibiscus Cannabinus and English name is deccan hemp. The plant is cultivated mainly as bre crop
substitute to jute. This is essentially a tropical crop, thriv-

Fig. 1 shows the variation of viscosity of blends with

temperature. The viscosity of blends decreases with
increase in temperature. Blend containing 75% diesel have
viscosity close to diesel at 30 C and does not require heating. However, blends containing 50%, 25% and 0% diesel
requires heating up to 70, 80 and 95 C, respectively before

Kinematic Viscosity Centi Stokes

O.D. Hebbal et al. / Fuel 85 (2006) 21872194

2189

60

50
40

Diesel

DH 25
30

DH 50
10

DH 75

20

DH 100

10
0

11

Air

Gas

12

20
40
60
80
Temperature Deg C

100

9
Water

Water
13

Fig. 1. Variations of viscosity of blends with temperature.

ring into combustion chamber to attain viscosity equivalent to that of diesel at 30 C.

1. Diesel engine 2. Dynamometer 3. Diesel tank 4. Vegetable oil tank

5. Heater 6. Measuring burette 7. Smoke meter 8. HC & CO analyzer
9. Digital thermocouples 10. Filter 11. Air tank 12. Orifice meter with
manometer 13. Rotameter

3. Experimental test rig, instrumentation and programme

Fig. 2. Layout of experimental setup with instrumentation.

unburnt HC, CO and exhaust temperature. These performance and emission characteristics are compared with
the results of baseline diesel.
4. Results and discussion
4.1. Performance characteristics
The variation of brake thermal eciency with brake
power for diesel, deccan hemp oil and their blends are
shown in Fig. 3. Brake thermal eciency of 50% blend is
very close to diesel for entire range of operation. Maximum
brake thermal eciency of 50% blend is 26.714% against,
26.673% of diesel oil, which is lower by 0.041%. We can
say that brake thermal eciency of 50% blend is well comparable with diesel. Brake thermal eciency of other
blends follows in the order of 25%, 75% blend and neat
deccan hemp oil. The maximum brake thermal eciency
of 25% blend and neat deccan hemp oil are 26.281% and
25.063% against 26.67% of diesel [27].

Brake Thermal Efficiency %

The experiments are conducted on a 3.68 kW, AV1 Kirlosker make, naturally aspirated, direct injection (DI), single cylinder, water cooled diesel engine having 80 mm bore
and 110 mm stroke. The Kirlosker, engine is one of the
widely used engines in agricultural tractor, pump sets, farm
machinery, transport-vehicles, small and medium scale
commercial purposes. The engine can withstand the peak
pressure encountered because of its high compression ratio.
Further, the necessary modication on the cylinder head
and piston crown can be easily carried out in this type of
engine. Hence this engine is selected for the present
research work. The engine is coupled to a SAJ Froude
AG series eddy current dynamometer. It is a bi-directional
water-cooled type. The torque is measured using a temperature compensation load cell and speed from a shaft
mounted with sixty-tooth wheel and magnetic pick up.
Smoke measurement is made using an OPAX2000 II/DX
200 P meter of Neptune Equipments and a non-dispersive
infrared gas analyzer of SAJ Crypton is used to measure
unburnt HC and CO emissions. Honey Well ChromelAlumel thermocouples with digital display were used for various temperature measurements. The layout of experimental
test rig and its instrumentation is shown in Fig. 2.
Variable load tests are conducted for 0.37, 0.92, 1.48,
2.03, 2.58, 3.13 and 3.68 kW at a constant rated speed of
1500 rpm, with fuel injection pressure of 150 bar, and cooling water exit temperature of 60 C. The deccan hemp oil
and its blends with diesel are heated externally to a
required temperature as stated earlier before injecting into
the test cylinder. The engine was suciently warmed up
and stabilized before taking all readings. All observations
recorded were replicated thrice to get a reasonable value.
The performance characteristics of the engine is evaluated
in terms of brake thermal eciency, brake specic fuel consumption (BSFC), brake specic energy consumption
(BSEC), and emission characteristics in terms of smoke,

27
Diesel
DH 25
DH 50

17

DH 75
DH 100

Brake Power kW
Fig. 3. Variation of brake thermal eciency with brake power.

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O.D. Hebbal et al. / Fuel 85 (2006) 21872194

Fig. 4 shows the variation of brake specic fuel consumption (BSFC) with brake power for diesel, deccan
hemp oil and its blends in the test engine. BSFC of 50%
blend closely matches with diesel, followed by 25% blend.
Minimum BSFC of 50% blend and 25% are 0.334 and
0.333 kg/kW h against 0.321 kg/kW h of diesel oil. BSFC
of neat deccan hemp oil is 0.05 kg/kW h higher than that
of diesel.
The BSFC is not a very reliable parameter to compare
the two fuels as the caloric value and the density of the
blend follow a slightly dierent trend. Hence BSEC is a
more reliable parameter for comparison. Fig. 5 shows the
variation of brake specic energy consumption (BSEC)
with brake power for deccan hemp oil and its blends in
the test engine. BSEC of 50% blend is in well comparable
with diesel followed by 25% blend. Minimum BSEC of
50% blend is 13475.87 kJ/kW h against 13496.77 kJ/kW h
of diesel. BSEC of 25% blend is also comparable with
50% blend. BSEC increases with increase in percentage of
deccan hemp oil in blends, for neat deccan hemp oil it is
higher than diesel by 867.11 kJ/kW h.
This drop in thermal eciency and increase in BSFC
and BSEC must be attributed to the poor combustion characteristic of deccan hemp oil due to poor volatility.

4.2. Emission characteristics

Fig. 6 shows the variation of smoke emission with brake
power for deccan hemp oil and its blends in the test engine.
Smoke emission of 50% blend is lower compared with
other blends followed by 25% blend. However smoke emission of 50% blend is higher than that of diesel. Smoke emission at maximum load for 50% and 25% blends are 6.1 and
6.45 Bosch units against, 4.020 Bosch units of diesel. For
neat deccan hemp oil smoke emission is on higher side
for entire range of operation and maximum emission of
7.1 Bosch units occurs at maximum load [27].
Fig. 7 shows the variation of carbon monoxide emission
with brake power for deccan hemp oil and its blends in the
test engine. CO emission of all blends is higher than that of
diesel. Among the blends, 50% blend has a lower CO emission followed by 25% blend. CO emission of 50% and 25%
blends at maximum load is 1.2% and 1.306% volume
against 0.700% volume of diesel. CO emission of neat deccan hemp oil is higher than all other blends for entire operating range and maximum of 1.7% volume occurs at rated
load.
Fig. 8 shows the variation of unburnt HC emission with
brake power for deccan hemp oil and its blends in the test

1.3
8
Diesel
DH 25

0.9

DH 50
0.7

DH 75
DH 100

0.5

7
Smoke No. Bosch

BSFC kg/kW-h

1.1

Diesel

DH 25

DH 50

DH 75
DH 100

2
1

0.3
0

1
2
3
Brake Power kW

0
0

1
2
3
Brake Power kW

Fig. 4. Variation of BSFC with brake power.

Fig. 6. Variation of smoke emission with brake power.

47000
2

37000

Diesel

32000

DH 25
DH 50

27000

DH 75
DH 100

22000
17000
12000

1
2
3
Brake Power kW

Fig. 5. Variation of BSEC with brake power.

Carbon Monoxide % Vol

BSEC kJ/kW-h

42000

1.6
Diesel
1.2

DH 25
DH 50

0.8

DH 75
DH 100

0.4
0

1
2
3
Brake Power kW

Fig. 7. Variation of carbon monoxide with brake power.

O.D. Hebbal et al. / Fuel 85 (2006) 21872194

2191

4.3. Comparison of deccan hemp oil performance with

jatropha and pongamia oil

300

Unburnt HC PPM

250
Diesel

200

DH 25
150

DH 50
DH 75

100

DH 100

50
0

1
2
3
Brake Power kW

Fig. 8. Variation of unburnt HC with brake power.

engine. Unburnt HC emission of all blends except 75%

blend are lower than that of diesel for low and part load
operation. However at maximum load unburnt HC is more
for 50% blend and neat deccan hemp oil. Maximum
unburnt HC of neat deccan hemp oil is 230 ppm compared
with 180 ppm of diesel.
Fig. 9 shows the variation of exhaust temperature with
brake power for deccan hemp oil and its blend in the test
engine. Exhaust temperature of 50% blends is lower compared with diesel. This is an indication of lower exhaust
loss and could be the possible reason for higher performance. Exhaust temperature of all other blends are higher
than diesel and there is not much variation among blends.
From the above observation it is clear that engine operates at lower performance and higher smoke, CO and
unburnt HC emissions compared with diesel. This could
be due to low volatility, which eects the spray formation
in combustion chamber and thus leads to slow combustion.
From above discussion it is clear that, blends with 25%
and 50% deccan hemp oil has acceptable performance with
higher emissions. Twenty ve percent blend without heating and 50% blend with heating can be used as an alternate
fuel.

To ascertain the validity of results obtained, deccan

hemp oil performance is compared with results obtained
by similar experimental work of Vijayakumar Reddy [10]
and Pramanik [20].
Both of them in their experimental work reduced the viscosity of vegetable oil by dilution with diesel and further,
blends are heated to reduce the viscosity equivalent to that
of diesel at room temperature. They have also used the similar 3.68 kW, 1500 rpm, naturally aspirated, Kirlosker
make diesel engine, which further simplies the process of
comparison.
Vijayakumar Reddy conducted the variable load performance test with jatropha and pongamia oil at fuel injection
pressure of 150 bar, and constant cooling water outlet temperature of 70 C. Then the performance of engine is evaluated in terms of brake thermal eciency, smoke, unburnt
HC, CO emissions and exhaust temperature. Pramanik,
also conducted the variable load test at fuel injection pressure of 210 bar and constant cooling water outlet temperature of 55 C. Performance of engine is evaluated only in
terms of brake thermal eciency, BSFC and exhaust temperature. Though the performance results are available for
blends, for convenience only results of neat vegetable oils
are used for comparison. The results are plotted with trend
lines for easy understanding. For the purpose of comparison jatropha oil used by Vijayakumar Reddy is labeled as
jatropha oil No. 1 (1JT100) and of Pramanik as jatropha
oil No. 2 (2JT100).
Figs. 1012 shows the variation of brake thermal eciency, BSFC and exhaust temperature of neat deccan
hemp (DH100), 1JT100, 2JT100 and neat pongamia oil
(PO100) with brake power. Brake thermal eciency of deccan hemp oil is higher than that of other oils for entire
range of operation. The maximum thermal eciency of
deccan hemp, 1JT100, and PO100 are 25.063%, 24.54%

Exhaust Temperature Deg. C

545
495
445

Diesel

395

DH 25

345

DH 50

295

DH 75
DH 100

245

Brake Thermal Efficiency %

30
25
DH 100
20

1JT 100

15

PO 100
2JT 100

10
5

195
145

0
0

1
2
3
Brake Power kW

Fig. 9. Variation of exhaust temperature with brake power.

Brake Power kW
Fig. 10. Variation of brake thermal eciency with brake power.

2192

O.D. Hebbal et al. / Fuel 85 (2006) 21872194

1.4

1.2

BSFC kg/kW-h

DH 100
2JT 100

0.8
0.6
0.4

Smoke No. Bosch

0.2
0

5
DH 100
1JT 100
PO 100

4
3
2
1

1
2
3
Brake Power kW

Fig. 11. Variation of BSFC with brake power.

1
2
3
Brake Power kW

Fig. 13. Variation of smoke emission with brake power.

600
500
DH 100
400

200

1JT 100
PO 100

300

2JT 100

200

Unburnt HC ppm

Exhaust Temperature deg. C

250

150
DH 100
1JT 100
PO 100

100

100
50
0

Brake Power kW

Brake Power kW

Fig. 12. Variation of exhaust temperature with brake power.

Fig. 14. Variation of unburnt HC with brake power.

2
1.8
Carbon Monoxide % Vol.

and 24.3% respectively and are well comparable at maximum load. Brake thermal eciency is lower and BSFC is
higher for entire range of operation for 2JT100 oil compared with deccan hemp oil. This drop in performance
must be attributed to the higher exhaust temperature which
increases losses and also low cylinder liner temperature
which increases emissions due to incomplete combustion.
Figs. 1315 shows the variation of smoke, unburnt HC
and CO emissions of DH 100, 1JT100 and PO100 with
brake power. Emission of smoke and unburnt HC at low
load and part load for deccan hemp oil is lower than
1JT100 and PO100. This could be the reason for higher eciency of deccan hemp oil for these loads. The typical
smoke and CO values are 0.52 Bosch No. and 20 ppm.
However, smoke emission at full load and CO emission
for entire range are little higher than 1JT100 and PO100.
The higher cooling water outlet temperature maintains
the cylinder liner at higher temperature, which attributes
for lower emissions.

1.6
1.4
1.2
DH 100
1JT 100
PO 100

1
0.8
0.6
0.4
0.2
0

1
2
3
Brake Power kW

Fig. 15. Variation of CO emission with brake power.

O.D. Hebbal et al. / Fuel 85 (2006) 21872194

From above discussion it is clear that performance and

emission characteristics of deccan hemp oil is better than
that of other oils considered.

2193

Hence, from above conclusions it may be stated that,

blends up to 25% with out preheating and up to 50% with
preheating can be substituted as fuel for diesel engine without any modications in the diesel engine.

4.4. Other observations

Deccan hemp oil exhibited greater nozzle deposits than
diesel. These deposits were on exterior of nozzle and
removal required light scraping. For smooth operation of
engine nozzle cleaning was done for every 8 h of operation.
Another observation is that, combustion noise was lower
for deccan hemp oil, this could be due to lower pressure
rise during combustion.
5. Conclusion
Experimental investigations are carried out on a single
cylinder DI diesel engine to examine the suitability of deccan hemp oil as an alternate fuel. At the beginning eect of
dilution with diesel and heating of blends on viscosity are
studied. Then the performance and emission characteristics
of blends are evaluated and compared with diesel and optimum blend is determined. Further for conrming its validity the results are compared with the results of jatropha
and pongamia oil available in literature for similar work.
From the above investigations, the following conclusions
are drawn.
The properties viz; density, viscosity, ash point and re
point of deccan hemp oil is higher and caloric value is
0.92 times that of diesel.
Dilution of deccan hemp oil reduces the viscosity considerably. The blend containing 75% of diesel has viscosity 7.658 cSt, which is very close to viscosity of diesel at
30 C and does not require any heating prior to injection
into combustion chamber. Blends containing 50%, 25%
and 0% diesel require preheating up to 70, 80 and 95 C,
respectively.
Performance and emission characteristics of 50% blend
are better than the other blends, followed by 25% blend.
The maximum eciency of 50% blend is well comparable with diesel. However smoke, unburnt HC, and CO
emissions are respectively 51.74%, 71.42% and 33.3%
higher as compared with diesel. The performance characteristics of 25% blend is well comparable with 50%
blend.
The maximum brake thermal eciency, minimum
BSFC and BSEC of neat deccan hemp oil are respectively 1.61% lower, 0.05 kg/kW h higher and
867.11 kJ/kW h higher compared with diesel.
Smoke, unburnt HC and CO emissions at maximum
load for neat deccan hemp compared with diesel are
higher by 3.08 Bosch No., 1.0 vol.%, and 50 ppm,
respectively.
Performance of deccan hemp oil is validated as results
are in well comparison with results of jatropha and
pongamia oils.

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