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The power developed by an internal-combustion engine depends upon the fuel used for combustion. Fuels commonly used in internal combustion engines are derived from crude oil, which are depleting and are important sources of air pollution. In this study, n-butanol was used as an additive with gasoline as fuel in spark ignition engine. N-butanol exhibits good burning characteristics, contain oxygen, reduces some exhaust emissions and as well, has energy density and octane rating close to that of gasoline. The various blend rates (4, 8, 12, 16 and 20 percent by volume) were used in the engine performance analysis using a TD110-115 single cylinder, four-stroke air-cooled spark ignition engine test rig, under different loading conditions. An SV-5Q automobile exhausts gas analyzer was used to measure the concentration of gaseous emissions such as unburnt hydrocarbon (UHC), carbon monoxide (CO), and carbon dioxide (CO2 ) from the engine tail pipe. The results of engine performance showed reduction in the exhaust temperature was observed for the blends than to that of gasoline. It was observed that all the blends improved the brake thermal efficiency and exhibited high fuel consumption, lower specific energy consumption and lower emissions than gasoline. All the blends performed satisfactorily on spark-ignition engine without engine modification.

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Biodiesel-Ethanol-Diesel blends are believed to be able to improve the combustion characteristics since biodiesel, ethanol, and diesel have different fuel characteristics. A model was developed using GT-POWER, an engine cycle simulation for a biodieselethanol-diesel (BED) fueled direct injection compression ignition engine corresponding to a 4.5 liter, TecQuipment TD115 MK-II single-cylinder diesel engine was used. At selected operating conditions, Intport-1 and Intvalve-1combustion parameters of the engine at constant load of 1000 g at various speeds of 1760 rpm, 1840 rpm, 1920 rpm, 2000 rpm and 2080 rpm were investigated. Results of the static pressure in Intport-1 for BED30 were compared with those obtained with the diesel and found to have the same trends for all the speed conditions, there was a significant pressure drop to less than 2.40 bar within the compression region and rises up above 2.40 bar before the power stroke region. The power and exhaust regions maintained the same trends of pressure fluctuations for both the diesel and BED30. Results of mass flow rate for the same Intport-1 show a steady increase of the maximum mass flow rate with speed, showing the lowest value of 0.18 kg/s for BED30 and 0.17 kg/s for diesel at 1760 rpm. The results of the average sub volume velocity (centroid) and diesel in Intport-1 for all speeds followed the same trend with the mass flow rate, but with smoother path at power and exhaust strokes. At the intake region the movement of the charges rise up for all the speed conditions, and reached a peak value of 56.8 m/s at 1760 rpm, 59.1 m/s at 1840 rpm, 62.7 m/s at 1920 rpm, 64.0 m/s at 2000 rpm and 71.1 m/s at 2080 rpm. The Mass flow rate at the intvalve-1 results showed that at all the speed conditions, the maximum value of lift was at 260 0 BDC. Simulated pressure diagram and heat release curves for all speed conditions obtained with BED30 showed good agreement with the results obtained with diesel.