Methanol Blends Research Articles

Effects of Methanol–Ammonia Blending Ratio on Performance and Emission Characteristics of a Compression Ignition Engine

Sustainable ammonia is one of the leading candidates in the search for alternative clean fuels for marine applications. This paper aims to build a simulation model of a six-cylinder, four-stroke diesel engine to investigate the effects of increasing the ammonia proportion in methanol–ammonia fuel blends on engine performance and emissions. In the present study, the conditions of different speeds and different proportions of ammonia in fuel blends are investigated. The results show that the average effective pressure, brake power, and brake torque increase by about 5% with an increased ammonia substitution ratio. In terms of economic performance, the changes under medium and low speed conditions are not obvious. However, the change in high speed conditions is significant. The brake specific fuel consumption (BSFC) is reduced by 6.6%, and the brake thermal efficiency (BTE) is increased by 4%. It is found that the performance of the engine is best at medium speed. The best performance is achieved with higher efficiency and lower emissions. The present results can provide guidance for the optimization of ammonia–methanol blends and their applications in engines.

Characterisation of distributed combustion of reformed methanol blends in a model gas turbine combustor

Characterisation of distributed combustion of reformed methanol blends in a model gas turbine combustor

Visualization investigation of jet ignition ammonia-methanol by an ignition chamber fueled H2

Ammonia is an ideal carbon-free fuel if the burning velocity problem can be successfully addressed. Blending ammonia with high-activity fuels and utilizing high-energy ignition are both suitable solutions for accelerating ammonia combustion. In this study, jet-controlled compound ignition (JCCI) by an ignition chamber fueled H2 was proposed to accelerate the premixed ammonia /methanol combustion. Visualization experiments were applied to evaluate the combustion performance. The effects of hydrogen energy substitution ratios (Ri) in the ignition chamber, methanol blend (Rm) in the main chamber, and orifice diameters (d) between the ignition chamber and main chamber on the combustion were investigated. By utilizing JCCI, it achieved a combustion duration of 85 ms, which is 47.7% shorter than spark ignition (SI) under an equivalent ratio of 1.0. Furthermore, JCCI produced excellent lean burn performance. At the equivalent ratio of 0.8 and 1.0 in the main chamber, JCCI model shortened the combustion duration by 20.9% and 52.2% respectively, compared with SI ignition. Additionally, it is necessary to adapt the appropriate hydrogen energy substitution ratio for different equivalent ratios of ammonia blends. For the equivalent ratio of 1.0 and 0.8 in the main chamber, the Ri = 1% and Ri = 2% achieved shorter jet delay and combustion duration, respectively. In addition, when the equivalent ratio was 1.0 and the methanol blend ratio Rm = 10%, Rm = 30% and Rm = 50%, the combustion duration reduced by 11.9%, 28.0%, and 42.1%, respectively, compared to Rm = 0%. This reduction resulted mainly from changes in the jet flow and flame structures due to the various hydrogen energy substitution ratios and methanol blend ratios. Furthermore, using a 3 mm orifice diameter, compared to a 6 mm orifice diameter, caused the combustion duration to decline by 63.4% and 54.3% for equivalent ratios of 1.0 and 0.8, respectively.

Spray and explosion characteristics of methanol and methanol-benzene blends near azeotrope formation: Effects of temperature, concentration, and benzene content

The explosion hazard of flammable liquids leaking to form spray in storage and transportation at ambient temperature has not been systematically investigated. This work presents new results from experimental investigations of the atomization and explosion characteristics of methanol, and methanol-benzene blends forming near the azeotrope under different initial conditions (initial temperature (298.15–318.15 K), methanol concentration (198–514.8 g/m3) and benzene content (41–81%)) in a 20-L spherical vessel. The empirical formulas for Sauter Mean Diameter (SMD) of the droplets and the maximum explosion pressure with respect to the initial temperature and methanol concentration were obtained from the quantitative analysis. Compared to the explosion hazard of pure methanol and methanol-benzene blends spray, the results showed that the maximum rate of pressure rise and maximum explosion temperature of methanol-benzene blends were relatively low. Furthermore, the effect of carbon soot formation on the explosion hazard during explosion development was analyzed.

Characterization of Gasoline, Ethanol, and Methanol Blends (GEM) With Calculation RON Target

Fossil fuels still dominate future energy needs, while oil production has shown a declining trend over the past ten years. One solution to this condition is using new and renewable energy sources. In the transportation sector, one of the most common environmental problems resulting from the combustion of fossil fuels in internal combustion engines is emission. Mixing gasoline with alcohol is based on this problem. This paper calculates the composition of gasoline-ethanol-methanol with target RON 92, 95, and 98 with RON-based 89. The composition of this blend is calculated with linear molar calculation. Blending ethanol and methanol in gasoline also influences their chemical and physical properties. The characteristics, i.e., research octane number (RON) and density of gasoline-ethanol-methanol fuel blends of RON target 92, 95, and 98, are presented. The results of this calculation will be compared with the experiment. RON is one of the critical characteristics of the internal combustion engine’s compression ratio and combustion quality. The obtained result revealed that the average difference from the calculation with the experiment on RON is 0.73, and the density is 0.36.

The Emission Effect of Utilization of Gasoline, Ethanol, and Methanol (GEM) Blend in Passenger Car

The energy demand for fuel is increasing as the vehicle population increases. Until 2035, it is projected that energy use will still be dominated by fossil energy. This needs to be addressed to diversify the use of energy which should be renewable energy (RE) to get a larger portion than at this time, RE has only utilized 5% of all fossil energy used. The higher the use of fuel, the emission of combustion gases is one of the impacts that will accompany it. So, it is necessary to look for renewable and environmentally friendly energy. Ethanol and Methanol are alcoholic chemical compounds, which contain hydrocarbons that can be used as fuel. This study looks for the fuel consumption, emissions, and performance resulting from the use of Ethanol and Methanol as a gasoline fuel mixture in the passenger car. The method used is UN-ECE R101 for fuel consumption and UN-ECE R83 for emission tests. The based and comparison fuel used is gasoline with RON 90 produced by PT. Pertamina and the mixture used is GEM. The car used is Toyota Kijang LGX. As a result, fuel consumption is still better using based fuel with a difference of 18% decreased from M1010. Meanwhile, for cleaner emissions, GEM has reduced CO and HC levels, respectively 43% in E15M5 blend, than 18% in E10M10, while NOx increased by 30% in E10M10 and E15M5 blend. The performance result is GEM better than based.

Bisacodyl in aqueous co-solvent solutions of isopropanol/methanol/ethanol: Solubility modeling, preferential solvation and density functional theory study

At the microscopic level, quantitative analysis of molecular surface was used to highlight the electrostatic properties of acidity/basicity of bisacodyl. The -C = O and -N = groups are the principal targets of electrophilic attack because they have the lowest global electrostatic potentials, ranging from −157.6 kJmol−1 to −144.8 kJmol−1. The Hirshfeld partition analysis-based independent gradient model was used to visually examine the weak interactions between bisacodyl and the solvents, including methanol, ethanol, isopropanol, and water. The isothermal shake-flask method was used to evaluate the bisacodyl solubility in three aqueous co-solvent blends of isopropanol, methanol, and ethanol, under 101.2 kPa. The solubility data of bisacodyl in neat methanol is increased from 5.507 to 44.86 to 10-4 when the temperature rose from 278.15 to 323.15 K, whereas it climbed from 1.134 to 17.94 to 10-4 in neat isopropanol. The solubility variation is mostly caused by solvent–solvent interactions, which are explained by the solubility parameter, and solute–solvent interactions, which are explained by the dipolarity-polarizability of the solute. Three models—the Jouyban-Acree model, the modified van't Hoff-Jouyban-Acree-model, and the modified Wilson model were used to analyze the connection between solubility and experimental temperature and cosolvent composition, producing the largest relative average deviation of 9.41%. At temperatures between 293.15 K and 313.15 K, the preferred solvation of bisacodyl was examined using a method based on inverse Kirkwood-Buff integrals. The preferred solvation parameters of bisacodyl had positive values in the medium and rich concentrations of isopropanol/NMP (taken from a published work)/methanol/ethanol, suggesting that bisacodyl was preferentially solvated by these solvents. A quartic polynomial formulation of the interaction term as a function of the Hildebrand solubility parameter using an EHSA was used to accurately describe the solubility of bisacodyl in the four solutions. The dissolution of bisacodyl was entropy-driven process in all solvent mixtures.

Experimental investigation on performance and emission characteristics of algae oil biodiesel with methanol additive in CI engine

Due to the depletion of fossil fuels, the world is moving towards alternate fuels or resources. Algae is the most abundant and easily available food source in the world. This will be enough to meet the future fuel requirement. Though using pure algae biofuel is not feasible. Initially, the proper proportion of algae to diesel is to be fixed. The efficiency of mixing diesel and oil with algae and methanol in certain quantities is analyzed to improve the performance and pollution of diesel engines. An algae biodiesel with a methanol blend in three proportions, such as B10, B20 and B30 is taken. In this investigation, B10 (90% + Diesel + Algae oil 7.5% + Methanol 2.5%) and B20 (Diesel 80% + Algae Oil 15% + Methanol 5%) and B30 (70% Diesel + Algae 22.5% + Methanol 7.5%) are taken for the experimental tests and performed on a diesel engine. The blends of B10, B20, B30 is given as input to the CI engine and various performance parameters like brake power, torque, mean effective pressure and etc., are considered in this analysis. The effects of various pollutants like HC, CO, CO2 and NOx emissions were compared to diesel fuel emission. B20 biodiesel is very close to pure diesel fuel performance as compared with B10 and B30. There is slight increase in HC and CO emissions but NOx emission is reduced considerably for all blends.

Chemical mechanism of ammonia-methanol combustion and chemical reaction kinetics analysis for different methanol blends

As a carbon-free fuel, ammonia is considered as an attractive alternative fuel for internal combustion engines. However, ammonia has the problems of high ignition temperature and NOx emissions while using in engines. Methanol as liquid fuel is easy to store and transport. Ammonia-methanol blended fuel is probably-one of the most appropriate methods to solve the problem. However, there are few studies of chemical mechanism for the combustion of ammonia/methanol dual fuel. Moreover, it is important to study ammonia-methanol combustion by chemical reaction path analysis. In this paper, a chemical reaction mechanism of ammonia-methanol blends with 60 species and 399 reactions was developed. This mechanism can accurately predict the laminar burning velocity (LBV) and ignition delay time (IDT) in a wide range of equivalent ratios (Φ) and methanol blends. By using this chemical reaction mechanism, the effects of methanol addition on ammonia combustion and emissions at different equivalent ratios were numerically studied. Results showed that the addition of methanol significantly improves the chemical reactivity of ammonia, and blending a small amount of methanol can greatly reduce the IDT. However, the accumulation of radical HO2 caused by ammonia production enhances the fuel NOx path of NH2 → H2NO, which, together with high temperature and oxygen enrichment, leads to a NOx peak of 12500 ppm at equivalent ratio of 0.8. However, with the increase of equivalent ratio, NOx emission will decrease, which is only 2500 ppm at equivalent ratio of 1.4. Due to the existence of cross reaction of NH2 + CH3OH = NH3 + CH2OH and NH2 + CH3OH = NH3 + CH3O between ammonia and methanol, NH2 is difficult to participate in the thermal DeNOx process in the premixed combustion process, resulting in high NOx emissions. In addition, it is also found that after equivalent ratio of 1.1, H will replace OH as the most important chain propagation carrier.

Optimizing Methanol Blending Performance of Electronically Controlled Diesel Engines through Fuzzy Analysis

This paper presents a comprehensive optimization approach for enhancing the performance of a methanol/diesel Exhaust Gas Recirculation (EGR) engine. Initially, a hybrid fuel engine combustion chamber model was developed using AVL-FIRE software, and the simulated results were compared with the values obtained from bench tests. An orthogonal experimental design was employed to optimize five key factors, namely methanol blending ratio, EGR rate, injection advance angle, intake pressure, and intake temperature. Evaluation indexes were established, with indicated power and NO emissions assigned weights of 0.35 and 0.65, respectively. The optimal parameter combinations were determined as follows: methanol blending ratio (a1=20%), EGR rate (a2=12.5%), injection advance angle (a3=16.6°CA), intake temperature (a4 = 315.15 K), and intake pressure (a5=0.173 MPa). The indicated power of the optimized configuration reached 47.8 kW, slightly lower than the original 55 kW, while the NO emission mass fraction decreased to 1.9×10-4%, representing a significant reduction of 77.6% compared to the original value of 8.5×10-4%. This optimization methodology demonstrates the effective reduction of NO emissions without compromising power performance in methanol/diesel EGR engines.

Synthesis, theoretical studies and viscosity correlations of ricinoleic acid based methyl ester soap solution

The use of vegetable oils for industrial applications needs chemical modification to improve its properties. For coolants and lubricant applications, the viscosity of vegetable oils plays a vital role which decides the heat dissipation and flow characteristics of vegetable oils. In this study, the viscosity prediction modeling of binary mixtures has been made using refutes empirical relations. The blend viscosity from the model depends on the blend ratios of the unsaturated fatty acids in castor oil and methanol. This blending of castor oil and methanol follows KOH assisted transesterification process to form Fatty Acid Methyl Ester (FAME) soap solution. The transesterified blend mixes have been experimentally analyzed for viscosity using Brookfield viscometer. The measured values of viscosities of the blend mix have been compared with viscosities obtained from refutes binary blend mix model. The percentage deviation between the experimental viscosities and Refutes viscosity prediction model is about 10.76%. The prepared FAME soap solution can be used as coolants and lubricants in manufacturing industries.

A comparison of small engine emissions powered by alcohol and gasoline fuel

Small engines create a disproportionate amount of pollutants for their size. No research on the emissions of a small, carbureted engine run on widely available 100% alcohol fuel exists. To address this problem, we hypothesized that an alcohol-based fuel could be used as an effective means of lowering small engine emissions. To investigate the extent of small engine emissions improvement, a Toro push lawn mower with a 6.5 hp engine was modified to run on alcohol fuel. We tested for the common pollutant's nitrous oxide, unburnt hydrocarbons, sulfur dioxide, and carbon monoxide using a Testo 350 portable emissions analyzer. Two fuels were used. The first was Klean Strip Denatured Alcohol, which is a mixture of ethanol and methanol. The second was made up of 10% ethanol and 90% gasoline (E10) and is available at most gas stations. The Klean Strip Denatured Alcohol fuel produced significantly less nitrous oxides, sulfur dioxide, carbon monoxide, and hydrocarbon emissions when compared to the E10 fuel. Of the four measured pollutants, the alcohol-based fuel consistently produced at least 40% less emissions compared to the E10 fuel. The use of a methanol and ethanol blend in small engines could drastically reduce existing small engine emissions.

Comparative Performance and Emissions of CI Engine Fuelled with Diesel and Blends of Mosambi Peel Pyro Oil, Methanol and Nano Rh2O3 with Diesel

This research article presents a comparative experimental study on the performance, exhaust emission and combustion characteristics of a CI engine fuelled with neat diesel and with three kinds of blends viz. MD10 (neat diesel with 10% mosambi peel pyro oil), MDM10 (neat diesel with 10% mosambi peel pyro oil and 10% methanol), MD10+Rh2O3 (neat diesel with 10% mosambi peel pyro oil and nano rhodium oxide fuel additive). The experiments were conducted on a direct injection single-cylinder water-cooled four-stroke diesel engine operated at a constant engine speed of 1500 rpm and under varied brake power conditions. The results showed that MD10+Rh2O3 outperformed the rest in terms of all the performance, emission and combustion characteristics. MD10+Rh2O3 was found to have achieved, 5% higher brake thermal efficiency, 18.5% reduced SFC and 8% reduced exhaust gas temperatures respectively. This fuel has also achieved 10.5%, 5.5%, 9.45%, 11% marginal drop in noxious pollutants such as CO (Carbon Monoxide), unburnt HC (Hydrocarbons), NOx and smoke respectively. Cylinder peak pressures, heat release rate, ignition delay and combustion duration of MD10+ Rh2O3 are recorded to be considerably improved. Thus, using the nanoparticle added mosambi peels pyro oil (NMPPO) blended with diesel as an alternative fuel could impart an eco-friendly, efficient and improved engine operation.

New insights into methane hydrate inhibition with blends of vinyl lactam polymer and methanol, monoethylene glycol, or diethylene glycol as hybrid inhibitors

Gas hydrate inhibition is a relevant topic of flow assurance. Thermodynamic hydrate inhibitors (THIs) and kinetic hydrate inhibitors (KHIs) are applied to prevent gas hydrates formation in oil and gas production facilities. We have carried out extensive experimental studies to further develop the hybrid inhibition strategy involving KHI/THI formulations. We determined methane hydrate equilibrium conditions for an aqueous solution of methanol, MEG, and DEG (≤50mass%). Subsequently, we studied the kinetics of methane hydrate nucleation and growth for an aqueous solution of commercial vinyl lactam KHI and its blends with alcohols. KHI loses its ability to inhibit hydrate nucleation at ≥ 20 mass%methanol. Adding MeOH to KHI solution also accelerated the growth of methane hydrate. The addition of glycols to KHI increases the hydrate onset subcooling. KHI/MEG blends are optimal for hybrid inhibition as they demonstrate the enhanced delay of gas uptake and reduced rate of methane hydrate growth.

Effect of methanol blending on the high-temperature auto-ignition of ammonia: An experimental and modeling study

To explore the effect of methanol addition on the auto-ignition of ammonia under high temperature and low pressure, the ignition delay times (IDTs) of ammonia/methanol mixtures were studied using a shock tube at equivalence ratios of 0.5, 1.0 and 2.0, temperatures of 1250–2150 K and pressures of 0.14 and 1.0 MPa. Based on the coupling of the Zhang and FFCM-1 mechanisms, a combined simplification model (NH3-M model) was constructed using the direct relationship graph method. Chemical kinetic analyses were then performed based on the NH3-M model. The results showed that the addition of 5 % methanol could shorten the IDTs of the ammonia/methanol mixtures by more than 60 %. The correlation between the logarithm of the IDT of the ammonia/methanol mixtures and the reciprocal of ignition temperature (lnτig ∼ 1/T) was linear under different equivalence ratios and pressures. The IDTs of the ammonia/methanol mixtures were mainly affected by small radicals, such as OH, O, HO2 and H. The initial consumption of ammonia and methanol began with H-abstraction reactions. Furthermore, it was not R466 (CH3OH + NH2 = NH3 + CH3O) and R467 (CH3OH + NH2 = NH3 + CH2OH) that directly promoted ignition but the active substances generated from the intermediates produced by R466 and R467 that facilitated the entire reactions.

Blending effect of methanol on the formation of polycyclic aromatic hydrocarbons in the oxidation of toluene

Methanol has been considered as a potential renewable liquid fuel and blending it with gasoline and diesel is an effective way to reduce greenhouse gas emissions from the transport sector. To understand the mixing effect of methanol on the formation of polycyclic aromatic hydrocarbons (PAHs) and oxygenated PAHs (OPAHs), the fuel-rich oxidation of toluene with and without methanol was studied using a flow reactor at atmospheric pressure, temperatures from 1050 to 1350 K, equivalence ratio of 9.0, and residence time of 1.2 s. The blending ratio of methanol was varied as 0% and 50% on a molar basis. Gas chromatograph mass spectrometer was employed to identify and quantify PAHs and OPAHs in gaseous products. A kinetic model on PAH growth up to five ring structures was used to investigate the blending effect on PAH and OPAH formation. Both experiment and modeling showed that PAH and OPAH production at lower temperatures was unexpectedly promoted in toluene/methanol oxidation compared with toluene oxidation, while their production in toluene oxidation was identical with or larger than that in toluene/methanol oxidation at elevated temperatures. In methanol oxidation, no PAHs were produced under the current experimental conditions. Kinetic analysis indicated that high methanol reactivity produced several radicals, such as OH, H, and HO2, which promoted toluene reactivity at lower temperatures, resulting in the enlargement of PAH and OPAH formation in toluene/methanol oxidation compared to neat toluene oxidation. When the temperature was increased, the effect of methanol blending was diminished based on the kinetic analysis. These results suggest that oxygenated fuels do not necessarily reduce PAH production, but promote it under some conditions.

Effect of inherent oxygen mass fraction of alcohol blends with diesel on combustion and emission parameters

AbstractIncreasing air pollution and implementation of stricter emission regulations led to the research for the clean combustion concept of combustion engines. To resolve this concern, it is important to look for a clean and stable combustion concept that can adapt easily to an old existing engine as well as newer engines. The present study was performed to investigate the combustion stability and emission for blends of methanol (M), ethanol (E), and butanol (B) to evaluate the effect of their inherent oxygen content. Alcohol blends were prepared for two different oxygen mass fractions of 2.5% and 5% oxygen, m/m (defined as M2.5, E2.5, B2.5 and M5, E5, B5). For this, different volume fraction of respective alcohol was required (M2.5 and M5 contained 5.2% and 10.3% methanol respectively, E2.5 and E5 contained 7.4% and 14.8% ethanol respectively, B2.5 and B5 contained 11.7% and 23.3% butanol respectively). Detailed combustion analysis was performed for the alcohol blends (2.5% and 5% oxygen mass fraction) using the parameters like cycle‐to‐cycle analysis, coefficient of variation, combustion phasing etc. M5 showed the better stable combustion considering the lowest coefficient of variation for CA50 and indicated mean effective pressure. Moreover, the performance of E5 showed improved efficiency with brake thermal efficiency (BTE) of 27.94% and reduced brake specific fuel consumption. Significant reductions in hydrocarbon (HC), smoke and carbon dioxide (CO2) emissions were recorded for 2.5% and 5% oxygenated condition. M5 showed lowest emission level among tested fuel with 20% lower oxide of nitrogen (NO) and 50% lower HC.

Emissions Characteristics of Methanol-Diesel Blends in CI Engines

Due to the energy crisis and pollution problems, investigations have focused on decreasing fuel consumption and lowering the concentration of toxic components in combustion products by using alternative, non-petroleum and non-polluting fuels. While conventional energy sources such as natural gas, oil and coal are non-renewable, alcohol can be coupled to renewable and sustainable energy sources. In this study, the combustion characteristics and emissions of diesel fuel and methanol blends were compared. The tests were performed at steady state conditions in a four-cylinder DI diesel engine at full load at 1500-rpm engine speed. The experimental results showed that diesel methanol blends provide significant reductions in CO, unburned HC, and limited increase in NOx emissions. In addition, a reduction in engine noise was demonstrated by increasing methanol portion in blends.

Optical investigations on ignition and combustion characteristics of polyoxymethylene dimethyl ethers/methanol blends

ABSTRACT Internal combustion engines using carbon-neutral fuels are effective ways to achieve low CO2 emissions. Polyoxymethylene dimethyl ethers (PODE) and methanol are carbon-neutral fuels, both good alternative fuels for engine combustion. Dual-fuel combustion modes have been widely studied, but investigations on the ignition and combustion characteristics of PODE/methanol at blending mode are still lacking, especially in optical engines. In this study, the effects of methanol blending ratios (0, 10, 20%), intake temperatures (45, 85, 120°C), and injection timings (−60, −45, −30, −15 °CA aTDC) on the ignition and combustion behavior of PODE/methanol blends were optically studied. Synchronization measurements of in-cylinder pressure and high-speed photography were performed for combustion analysis. The results show that a reduced methanol blending ratio, increased intake temperature, and intermediate injection timing exhibit positive influences on flame initiation and combustion evolutions. Specifically, an optimized methanol blending ratio, intake temperature, and injection timing can shorten the ignition delay time by 11.2, 6.1, and 39.2 crank angles, respectively. Meanwhile, unlike methanol blending ratio and intake temperature, injection timing can significantly affect early-stage rapid combustion duration. Optical images show that multiple flame kernels are initially induced at local rich regions with shorter ignition delay time, while when ignition delay time becomes longer, flame kernels start to be discretely distributed throughout the combustion chamber. These observations demonstrate the significance of the competition between chemical reactivity and fuel stratification in ignition and combustion characteristics of PODE/methanol blends.

Determination of Carbonyls Compound, Ketones and Aldehydes Emissions from CI Diesel Engines Fueled with Pure Diesel/Diesel Methanol Blends

Quantitative and qualitative analyses of chemical species out of CI engine tailpipe emissions fueled with pure diesel and diesel methanol blends, trapped in dinitro phenylhydrazine (DNPH) solutions, were performed. The formed hydrazine was studied using high-performance liquid chromatography (HPLC) accompanied by a detector for ultraviolet (UV). A set of carbonyl-DNPH derivative standards was developed and compared with engine tailpipe gases produced by both fuel modes. An understanding of carbonyl chemical compounds such as formaldehyde, acetaldehyde, and acrolein (HCHO, CH3CHO, and H2 = CHCHO, respectively) is essential for researchers to know how these chemicals affect human health and the environment. In both fuel modes, acetaldehyde was the main combustible product 25 ppm followed by formaldehyde 17 ppm, croton aldehydes 16 ppm, acrolein 12 ppm, and iso-valerdyhyde 10 ppm. In addition to these species, only a few other chemical species were detected in the exhaust gas. According to this study, carbonyl compounds from blended fuel contribute 15–22% of pure diesel fuel emissions. As shown by the results, engine operating conditions and fuel mode have a strong impact on the total amount of carbonyls released by the engine. Engine performance was highly influenced by different fuel modes and engine speeds. Using pure diesel, the regulated emissions, HC, CO, and NOx, registered high concentrations at a lower speed (1500 rpm) and NOx presented with the highest concentration of 4 g/kWh followed by CO with 1 g/kWh and HC with 0.5 g/kWh.