Bioethanol Blends Research Articles

CHARACTERIZATION AND SI ENGINE TESTING OF GASOLINE AND BLENDS OF GASOLINE AND BIOETHANOL PRODUCED FROM CO-FERMENTED WATERMELON AND PINEAPPLE WASTES

Industrial development and population growth are two key factors that have led to increased energy consumption. Conventional energy sources are fast becoming insufficient in matching the increased demands. Over the last two decades, a great interest in exploring alternative energy sources has been developed. Amongst the highly sought for alternatives to fossil fuel, biofuel has gained high recognition. In this research, bioethanol produced from co-fermentation of watermelon and pineapple waste using Saccharomyces cerevisiae was successfully studied and compared to standard values. Performance evaluation of the spark ignition (S.I) single cylinder, four stroke and air-cooled engine running on gasoline and bioethanol blends was analysed. The engine brake power, torque, exhaust gas temperature performance with E14 (blending 14% bioethanol with 86% gasoline) was found to be better than pure petrol at various load ranging between 500g to 3000g. The brake specific fuel consumption was however better with gasoline than the blends at various loads. The overall performance results showed that a blend containing 14% bioethanol, and 86% gasoline can be successfully used as petrol substitute without any modification in the available engine design.

Modeling sustainable bioethanol supply chain in Australia: A system dynamics approach

The growing energy demand and concerns over fossil fuel consumption underscore the need for a shift to renewable energies and biofuels. Concurrently, the rising global population and increased biofuel demand strain the food supply system, requiring enhanced production capabilities. By using a system dynamics model, this study investigates the intricate relationship between bioethanol production and food security in Australia, emphasizing the essential balance for a sustainable bioethanol supply chain. The research explores the interplay among population, food supply, and energy supply subsystems, projecting diverse bioethanol production scenarios until 2050. Findings reveal constraints within the Australian bioethanol supply chain, with current capacity meeting demand at a 1.5 % bioethanol blend rate to gasoline. However, surpassing 3.4 % demands significant capacity expansions incurring substantial costs. At a 5 % blend rate, it is imperative to augment the production capacity to 1275 million liters of bioethanol by 2050. The study underscores the limitations of relying on sorghum for bioethanol production, emphasizing the strategic need to embrace alternative sources such as wheat starch waste and molasses. Addressing the challenge of supplying sufficient food for consumption and energy production, our research advocates for a shift towards fuels produced without edible resources. These insights are vital for policymakers and industry stakeholders, contributing to the understanding of complexities in establishing a sustainable bioethanol industry while ensuring food security and environmental sustainability.

Investigation on Fuel Properties of Synthetic Gasoline-like Fuels

Article Investigation on Fuel Properties of Synthetic Gasoline-like Fuels Weidi Huang 1,2, Koichi Kinoshita 1,*, Yohko Abe 1, Mitsuharu Oguma 1, and Kotaro Tanaka 2,3 1 Research Institute for Energy Conservation, National Institute of Advanced Industrial Science and Technology, 1-2-1 Namiki, Tsukuba, Ibaraki 305-8564, Japan 2 Carbon Recycling Energy Research Centre, Ibaraki University, 4-12-1 Nakanarusawa, Hitachi, Ibaraki 316-8511, Japan 3 Graduate School of Science and Engineering, Ibaraki University, 4-12-1 Nakanarusawa, Hitachi, Ibaraki 316-8511, Japan * Correspondence: koichi-kinoshita@aist.go.jp Received: 8 November 2023 Accepted: 25 March 2024 Published: 27 March 2024 Abstract: Synthetic fuels have gained considerable attention due to their promising characteristics. A comprehensive survey was undertaken to assess the availability of synthetic fuels in the global market, followed by an investigation to evaluate their potential in engines. This report presents the initial findings regarding the physical and chemical properties of synthetic gasoline-like fuels, specifically DMC (dimethyl carbonate), bioethanol, EtG (ethanol-to-gasoline), G40, and bio-naphtha. A comparison was conducted between these synthetic fuels and conventional gasoline. Furthermore, discussions were provided to enhance the understanding of the potential influence of fuel properties on spray and combustion characteristics. EtG and G40 are specifically designed to emulate conventional gasoline. Results indicate that EtG and gasoline should be directly interchangeable in the engine or blended in any proportion because they have almost identical Research Octane Number (RON)/Motor Octane Number (MON), fuel density, and higher heating value (HHV). G40 has a higher RON (105) compared with that of gasoline (92.2), likely resulting from the high content of iso-paraffin in G40. Bio-naphtha exhibits the high fraction of paraffin and naphthene content relative to other fuels. The feature of chemical compositions results in a lower RON (55.9), lower HHV and smaller fuel density compared to other fuels. DMC and bioethanol blends in gasoline were investigated. Regardless of whether DMC or bioethanol is incorporated, under a 60% blend ratio, gasoline distillation accelerates initially, until DMC or bioethanol completely evaporates, after which gasoline distillation returns to its normal rate. With increasing the volumetric fraction of the ethanol in the blends, either chemical compositions or the RON/HHV basically change linearly.

Impact of Bioethanol Concentration in Gasoline on SI Engine Sustainability

This study presents an experimental investigation into the impact of blending bioethanol (E100) with conventional gasoline (E0), incrementally increasing biofuel levels up to E10, E50, and E70. The test was carried out in two stages: Stage I assessed the engine’s performance under fixed speeds (n = 2000 rpm and n = 2500 rpm) and fixed throttle positions (15%, 20%, and 25%) to measure changes in engine torque, efficiency, and environmental metrics by varying the concentration of bioethanol in the fuel. Stage II aimed to enrich the initial findings by conducting an additional test, running the engine at a fixed speed (n = 2000 rpm) and braking torque (MB = 80 Nm) and varying the ignition timing. Results indicated slight improvements in engine brake torque and thermal efficiency (up to 1.7%) with bioethanol content increased to 70%, and a notable reduction in incomplete combustion byproducts—carbon monoxide and hydrocarbons emissions (up 15% and 43%). Nitrogen oxide emissions were reduced by up to 23%, but carbon dioxide emissions decreased by a mere 1.1%. In order to increase thermal efficiency by adding higher bioethanol blend concentrations, adjusting the ignition timing to counter the longer ignition delay is necessary; however, higher emissions of nitrogen oxides and hydrocarbons are a major drawback of such a strategy. The results of the research are important in determining the optimal concentration of bioethanol in the mixture with gasoline for the energy and environmental sustainability of a spark ignition engine.

Strategic planning and optimal tactical management of regional bioethanol supply‐chain system with high spatial resolution and uncertainties

AbstractAlthough bioethanol is viewed as a promising alternative to traditional fossil fuels, its commercialization is hindered by high production costs and uncertain policies. This study proposes a novel integrated framework to support decision making in the bioethanol supply‐chain system under complex uncertainties. By considering various geographical, economic, and environmental factors, potentially suitable sites are identified using a geographic information systems‐based (GIS‐based) multi‐criteria decision‐making approach. Then, a two‐stage stochastic, fuzzy, chance‐constrained programming model is developed to determine investment decisions (i.e. site and size of biorefineries) and operational strategies (i.e. production schedule, biomass supply network, etc.) in the face of uncertainties. The proposed research framework is tailored for a case study in Henan Province, China, which suggests the installation of six biorefineries with a total capacity of 679.11 million liters to reduce local carbon emissions by 1.54 million tons. Decision makers with different risk preferences can use this method to find optimal tradeoff strategies between system cost and risk under uncertainties. Sensitivity analysis also reveals that increasing the proportion of bioethanol blending targets is the key exogenous variable to promote the use of local biomass resources.

Techno-economic analysis of biodiesel and bioethanol production from Chlorella sp. algae biomass

Indonesia's energy consumption mostly comes from non-renewable energy sources, with 32% dedicated to the transportation sector. The Indonesian government is currently increasing the application of a 30% biodiesel blend in diesel fuel and aiming for a 20% blend of bioethanol in gasoline by 2025. Microalgae is one of the most promising sources for biodiesel production, yielding ethanol and glycerol as by-products. The main processes in this biodiesel plant are cultivation, transesterification, and washing, with glycerol as a side product. For bioethanol, the processes include hydrolysis, fermentation, and separation. The cultivation process utilizes a photobioreactor to promote microalgae growth by controlling environmental parameters. The plant's biodiesel production capacity is 87,107.82 gallons per year, with bioethanol production at 65,330.88 gallons per year and glycerol at 217,769 gallons per year. With the government's tax incentive for the sustainable energy industry applied in this economic analysis, the Internal Rate of Return (IRR) value for this plant is 3%, while the Rate of Interest is 13%.

Sustainable Energy Solutions from Water Hyacinth Bioethanol Blends in Diesel Engines with Nano-Coated Pistons

Sustainable Energy Solutions from Water Hyacinth Bioethanol Blends in Diesel Engines with Nano-Coated Pistons

The effects of higher bioethanol blends on greenhouse gas emissions from the UK passenger car fleet at various time horizons during the transition to net zero: A review

There is a need to minimise the Greenhouse Gas Emissions (GHG) of petrol-powered cars during the transition to net zero. This research examines the effects on GHG from the recent adoption of E10 as the standard 95-octane petrol grade in the United Kingdom (UK). Also, it considers the potential of using higher bioethanol blends within the national car fleet and the effect of increased lifetime mileage due to the growing incidence of extended vehicle ownership. A comprehensive fleet turnover model and a separate numerical model to predict the GHG emissions for various powertrain types using different bioethanol blends were developed. Sensitivity studies that model the effects of different annual mileage using E10 and applying the proposed UK fleet composition scenarios at 10-year intervals from 2020 to 2050 were conducted. The results support the claimed percentage reduction of GHG emissions arising from the UK petrol car fleet using E10 when compared to E5 and establish that using a higher bioethanol blend such as E15 would provide still further reductions in most instances except in the case of plug-in hybrid vehicles where an increase in GHG emissions was observed at the 2030 and 2040 time horizons. An increase in annual mileage creates a linear increase in GHG emissions, although the rate of increase is not the same for each propulsion type. Such an increase can potentially disrupt the achievement of the UK's 2050 net zero target and future periodic carbon budgets.

Recent Developments in Lignocellulosic Biofuel Production with Nanotechnological Intervention: An Emphasis on Ethanol

Biofuel, an inexhaustible fuel source, plays a pivotal role in the contemporary era by diminishing the dependence on non-renewable energy sources and facilitating the mitigation of CO2 emissions. Due to the many constraints in existing technology and the resulting increased costs, the production of biofuels on a large scale is a laborious process. Furthermore, the methods used to convert varied feedstock into the intended biofuel may vary based on the specific techniques and materials involved. The demand for bioethanol is increasing worldwide due to the implementation of regulations by world nations that mandates the blending of bioethanol with petrol. In this regard, second-generation bioethanol made from lignocellulosic biomass is emerging at a rapid rate. Pre-treatment, hydrolysis, and fermentation are some of the technical, practical, and economic hurdles that the biochemical conversion method must overcome. Nanoparticles (NPs) provide a very effective approach to address the present obstacles in using biomass, due to their selectivity, energy efficiency, and time management capabilities, while also reducing costs. NPs smaller dimensions allow them to be more effective at interacting with lignocellulosic components at low concentrations to release carbohydrates that can be utilized to produce bioethanol. This article provides a concise overview of various biofuels and the nanotechnological advancements in producing it, with a particular emphasis on ethanol. It provides a detailed discussion on the application of nanotechnology at each stage of ethanol production, with a particular emphasis on understanding the mechanism of how nanoparticles interact with lignocellulose.

Experimental investigation of the effects of diesel-bioethanol blends on combustion and emission characteristics in industrial burner

The increased rate of industrialization in various countries has increased the demand for fossil fuels, which are found in limited reserves and in specific countries. As a result, countries that lack these energy resources are experiencing an energy crisis. As a result, alternative fuels that are made locally within countries are needed, like alcohol.. Experiments were carried out in this research to examine the combustion and emission characteristics of diesel and bioethanol blends using an industrial 350 KW burner. Three different diesel/bioethanol ratios (DE-10, DE-15, and DE-25) were tested. Flame geometries, temperatures, and emissions for diesel/bioethanol blends were measured experimentally for each type of fuel to obtain a complete characterization of the combustion processes. The findings showed that an increase in the percentage of bioethanol in the fuel blends for DE-10, DE-15, and DE-25 reduced CO, UH, NOx, and soot emissions (by around 20%, 40%, and 45%), (by about 13%, 25%, and 43%), (by about 8%, 14%, and 22%), and (by about 16%, 33%, and 50%), respectively, compared to neat diesel combustion. However, because bioethanol has a lower heating value than diesel, As bioethanol percentages increased in the fuel mixture, exhaust temperature and maximum flame temperature decreased.

Experimental investigation of fuel consumption and emissions of diesel engine fueled with ternary fuel blends of diesel, biodiesel and bioethanol

Biodiesel and bioethanol are two popular biofuels that commonly are used in combination with diesel and gasoline fuels respectively in diesel engines and gasoline engines. Diesel and biodiesel fuels have similar characteristics. However, they have different characteristics compared to bioethanol. Also high proportions of bioethanol cannot be solved in diesel fuel. Then using bioethanol and diesel fuel blends and the effects on diesel engine performance needs further investigation. Biodiesel as a co-solvent is used in bioethanol and diesel fuel mixtures to increase lubricity and cetane number of the blends. In this study, a 4-stroke, 4-cylinder diesel engine coupled with a dynamometer was used for the investigation of diesel engine emission and fuel consumption. Fuels B10E10D80, B10E15D75, B10E20D70, and D100 were used in this study at different speeds (from 1200 to 2400 rpm with 200 rpm increment) on 50% and 100% engine loads were measured. Here, B, E, and D respectively represent biodiesel, bioethanol, and diesel fuel and numbers indicate the percentage of those fuels. Fuel consumption and emissions (CO, CO2, NOx, and C6H14) were measured. Average changes of emissions of CO, CO2, NO, NO2 and C6H14 on different loads and speeds were decreased respectively by 20–38%, 1–6%, 11–14%, 9%, and 3–24%, respectively The average diesel engine fuel consumption using B10E10D80 and B10E20D70 fuels was only higher by 2% and 3% than that of using pure diesel fuel and with using B10E15D75 fuel it was equal to that of using pure diesel fuel. In conclusion, using ternary fuel blends instead of pure diesel fuel significantly decreases diesel engine emissions for CO, CO2, and NO. Fuel consumption negligibly increased by using ternary fuel blends instead of pure diesel fuel. As a result, ternary fuel blends could be considered as alternatives to diesel fuel.

Maximization of bioethanol productivity from wheat straw, performance and emission analysis of diesel engine running with a triple fuel blend through response surface methodology

Due to its significant contribution to reducing pollution and crude oil use, bioethanol has been ranked as the most extensively used biofuel globally. Bioethanol was classified as a new and renewable source of fuel, which can be used as an oxygenated fuel blend for both of gasoline and diesel engines. In this work, the optimization process for bioethanol production and utilization has proceeded by Response Surface Methodology (RSM). Bioethanol production parameters such as temperature, pH, and their combined impact on bioethanol% and residual sugar have been studied. For process optimization, Box-Behnken design (BBD) based on response surface methodology (RSM) was used. For predicting bioethanol l% and residual sugar, a quadratic regression model was developed with coefficients of determination R2 of (0.9984) and (0.9883), respectively. The obtained results show that after 118.54 h, 9.33 W/V inoculum size, 31.66 °C, and 4.86 pH, bioethanol % increased to 3.5-fold to become16.92% and a minimum residual sugar concentration of 0.50 mg/ml are achieved. Also, bioethanol% and residual sugar was 16.92% and 0.50 mg/ml, respectively. However, the central composite design approach (CCD) has used to optimize the engine operating parameters were optimized to obtain the highest possible break thermal efficiency BTE% and lowest NOx emissions for a single-cylinder DI-engine running on a blend of 50% biodiesel/50% diesel combined with 10&20% bioethanol. Also, the analysis of variance was revealed by the examination of inconsistency were statistically significant. According to RSM optimizer data, the optimum NOx and BTE values were 83.72 ppm and 23.68%, respectively, at the highest concentration of bioethanol blend of 14.65% and break power of 3.21 kW.

A Review on Feasibility of Diesel/ Biodiesel/ Ethanol/ Bio-Ethanol Blend as CI Engine Fuel

A Review on Feasibility of Diesel/ Biodiesel/ Ethanol/ Bio-Ethanol Blend as CI Engine Fuel

A Genetic Algorithm Optimized ANN for Prediction of Exergy and Energy Analysis Parameters of a Diesel Engine Different Fueled Blends

In this research, a hybrid artificial neural network (ANN) optimized by a genetic algorithm (GA) was used to estimate energy and exergy analyses parameters. This article presents an approach for estimating energy and exergy analyses parameters with optimized ANN model based on GA (GA-ANN) for different ternary blends consisting of diesel, biodiesel and bioethanol in a single-cylinder, water-cooled diesel engine. The data used in the experiments performed at twelve different engine speeds between 1000 and 3000 rpm with 200 rpm intervals for five different fuel mixtures consisting of fuel mixtures prepared by blends biodiesel, diesel and 5% bioethanol in different volumes constitute the input data of the models. Using these input data, engine torque (ET), amount of fuel consumed depending on fuels and speed (AFC), carbon monoxide emission values (CO), carbon dioxide emission values (CO2), hydrocarbon emission values (HC), nitrogen oxides emission values (NOx), the amount of air consumed (AAC), exhaust gas temperatures (EGT) and engine coolant temperatures (ECT) were estimated with the GA-ANN. In examining the results obtained were examined, it was proved that diesel, biodiesel and bioethanol blends were effective in predicting all the results mentioned in engine studies performed at 200 rpm intervals in the 1000-3000 rpm range. A standard ANN model used in the literature was also proposed to measure the prediction performance of GA-ANN model. The predictive results of both models were compared using various performance indices. As a result, it was revealed that the proposed GA-ANN model reached higher accuracy in estimating the exergy and energy analyses parameters of the diesel engine compared to the standard ANN technique.

Cradle-to-Grave Lifecycle Analysis of Greenhouse Gas Emissions of Light-Duty Passenger Vehicles in China: Towards a Carbon-Neutral Future

Vehicle electrification is considered a pathway for on-road transportation decarbonization in China. Different from the conventional gasoline vehicles whose emissions are mainly released from vehicle tailpipes, emissions of battery electric vehicles (BEVs) are from the upstream processes of electricity generation and vehicle manufacturing, thus a comprehensive lifecycle analysis and comparison of BEVs with gasoline vehicles is required to quantify the emission mitigation benefit of vehicle electrification and determine the path to a carbon-neutral future. In the study, we compare the cradle-to-grave (C2G) lifecycle greenhouse gas emissions of gasoline and electric vehicles in China and analyze the greenhouse gas emission reduction of vehicle electrification in different provinces. Results show that under the current technologies, the national average C2G GHG emissions for battery electric vehicles (BEVs) of 100 miles (i.e., 160 km) and 300 miles (i.e., 480 km) all-electric range (AER) are 231 and 279 g CO2eq/km, respectively, 22% and 5% lower than those for gasoline internal combustion engine vehicles (ICEVs). Improving vehicle fuel efficiency by hybridizing gasoline ICEVs can effectively reduce C2G emissions to 212 g CO2eq/km. At the provincial level, C2G GHG emissions of BEVs vary according to the provincial electricity mix. In eight provinces, C2G GHG emissions of BEVs with 300 miles AER (BEV300s) are higher than those of gasoline ICEVs due to the GHG-intensive coal-based electricity mix. In the future scenario, with low carbon fuels (such as high-level bioethanol blending gasoline) and electricity decarbonization, the national average C2G emissions of hybrid electric vehicles (HEVs) and BEV300s can be reduced to 55 and 73 g CO2eq/km, respectively. Further decrease of C2G GHG emissions relies on reducing vehicle-cycle emissions from material processing and vehicle component manufacturing.

Experimental investigation of carbon nanotube additives on CRDI engine fueled with Chlorella vulgaris microalgae methyl ester and bio-ethanol blends: performance, emission and combustion characteristics

The novelty of this research work deals with the usage of green synthesized nanoadditives (carbon nanotubes) for ternary fuel blends (20% Chlorella vulgaris microalgae biodiesel, 20% bioethanol, and 60% diesel). These fuel blends were tested in a CRDI diesel engine at various load conditions to analyze the combustion, performance and emissions. By increasing from 25 to 100 ppm of carbon nanotubes with ternary fuel blend, the performance of the engine is improved in terms of BTE (9%), BSFC (11.76%) and BSEC (12.79%) compared with diesel. With a TF + 100 ppm CNT fuel blend, HC decreases by 50%, CO decreases by 14%, NOx increases by 13.42% and HRR increases by 23.84% compared to diesel and other blends. From a combustion viewpoint, this fuel blend possesses superior pressure and high HRR with improved MFB. Therefore, TF + 100 ppm CNT could be a future alternative fuel for diesel engines to reduce the fuel dependency by up to 20% without any engine modifications.

Investigation of the Impact Bioethanol Blends into Biodiesel on Combustion Characteristics, Engine Performance, and Emissions of Diesel Engine

Emissions from a diesel engine are dangerous to the environment and human health. Substitutable fuels from a renewable source are one of the alternatives to reduce emissions. Neat biodiesel from based palm oil (B100) can reduce emissions from higher oxygen content to be more complete combustion. The disadvantage of neat biodiesel is lower thermal efficiency from an advancement ignition. To improve this problem, adding bioethanol produced from agriculture products into neat biodiesel by weight ratio as B100E5 (95% B100 with 5% bioethanol) and B100E10 (90% B100 with 10% bioethanol). Hence, the focus of this research is to examine the combustion and emission characteristics, including engine performance, of bioethanol blends into neat biodiesel fuels (B100E5 and B100E10) compared with neat biodiesel (B100). All samples were tested at an engine load of 140 NM with constant engine speeds of 1000, 1500, and 2000 RPM on a diesel engine. The results of bioethanol blends into biodiesel fuels indicate that the pressure in the combustion cylinder and rate of heat release increase with increasing percentages of bioethanol. B100E10 shows the highest brake thermal efficiency. The smoke intensity of bioethanol blends into biodiesel fuels is reduced by more than 50% when compared to neat biodiesel fuel, and higher NOx emission from higher oxygen content in the fuels.

Long term endurance analysis of the effects on ring wear and lubrication oil of biofuel used in a DI diesel engine

In this study, the long-term endurance tests were carried out in an engine that was used 100% diesel and 90% diesel −10% bioethanol blend. The lubricating oil and ring wear were investigated in the direct injection diesel engine using two different fuels under partial load and for 110 h. As a result of long-term endurance tests, ash content, density, viscosity, acid number determination, and flash point values of engine lubricating oil were detected. Moreover, the metal residues (Fe, Al, Cu, Pb, Zn, Mg, Mn, Ni) were signs of wear in the lubricating oil were observed. Samples were taken from the lubricating oil at 55 and 110 h and examined by the Inductively Coupled Plasma-Mass Spectrometer method. Also, tribological and morphological analyses of the replaced piston rings were made for each fuel mixture. The piston rings (first ring, second ring and third ring) had been examined by using the Energy Dispersive X-ray Spectroscopy and Scanning Electron Microscopy. As a result, it was observed that the metal residues in the oil changed over time. Metal residues were showed that after the 55th hour there were more metal residues in the lubricating oil with B10, compared to diesel. While the TAN value of lubricating oil was measured as 3.08 mg KOH/g in the D100 operation, this value was 3.29 mg KOH/g in the B10 operation.

Combustion and performance characteristics of SI engine with bioethanol blended fuels

The combustion characteristics of single-cylinder spark-ignition (SI) engines with bioethanol blended fuels have been investigated experimentally. It is known that bioethanol (alcohol-based fuel) offers a range of advantages to be considered as a fuel for SI engines. This advantage range from its renewability to comparable fuel properties to conventional hydrocarbon fuels. Moreover, bioethanol can be produced from agricultural and municipal waste. The environmental benefits of bioethanol include its low contamination of atmosphere and reducing the dependency on conventional (eg, gasoline) fuel for the automotive sector. Analyses have been carried out to show the influence of bioethanol blended fuels (from 10% by vol. to 80% by vol.) on combustion and engine performance characteristics. Furthermore, the investigation is carried out for different blends and across different engine speeds including cycle-to-cycle variation analysis. Here pure gasoline (which already contains 10% by vol. ethanol) has been taken as a reference case. The apparent heat release rate has been computed using in-cylinder pressure. There is a significant increase in heat combustion with the increase in bioethanol contained in the fuel and maximum heat combustion is observed with a 60% bioethanol blend at higher engine speed. The fuel consumption increases with the increase in bioethanol percentage when compared with the reference case. Bioethanol addition to gasoline increases the in-cylinder peak pressure during combustion and overall volumetric efficiency. The results suggest that the E20 case shows a favorable choice and can be used over the E10 case for the studied engine without making any adjustments to the engine parameters (or engine control unit).

Magnetization of bioethanol-gasoline fuel blends for development combustion energy and reducing exhaust gas emissions

The effect of the magnetization field on molecular interactions of the bioethanol-gasoline fuel blends was investigated. This technique was promoted to escalate both the increase in combustion energy and reduce emissions in the internal combustion engine. The bioethanol and gasoline fuel are used for the single-cylinder four-stroke engine with different mixtures, namely E0, E10, E20, and E30, serially. Distinguish of electromagnetic field strength with various intensity was given into the fuel by lower than 1,500 Gauss. The absorption intensity and the functional groups of the fuel molecules are characterized in detail by Fourier Transform Infra-Red (FTIR) spectroscopy. The exhaust gas emission and the fuel blends energy are performed using a gas analyzer and calorimeter bomb. By increasing the magnetic field, the de-clustering of the fuel molecules is demonstrated by growing the absorption intensity to be advanced. There is no change in the chemical composition of the fuel as the magnetic induction was enforced. Reduction of namely Carbon monoxide (CO), Nitrogen monoxide (NO), Nitrogen oxides (NOx), and Sulphur Dioxide (SO2) gas emissions was attained to be 29 %, 25 %, 26 %, and 31 % using a magnetic field of 1,419.57 Gauss, respectively, compared to gasoline fuel without magnetic condition. The greater reduction occurs by employing E30 fuel with the same magnetic intensity, achieved up to 38 %, 42 %, 70 %, and 63 %, regularly. The magnetization treatment leads to improved combustion quality with efficiency increases up to 11.32 %. It contributes to perfect combustion in a single-cylinder four-stroke engine system. Reducing gas emissions can also bring a good environmental impact in the life, although the heat energy gradually deteriorated as the fuel utilized more bioethanol blends