What is bio diesel? How it makes?
144442
*Hunting a lil bit* Biodiesel refers to any diesel-equivalent biofuel made from renewable materials such as vegetable oils or animal fats. Several different kinds of fuels are called biodiesel: usually biodiesel refers to an ester, or an oxygenate, made from the oil and methanol, but alkane (non-oxygenate) biodiesel, that is, biomass-to-liquid (BTL) fuel is also available.\n\nBiodiesels are biodegradable and non-toxic, and have significantly fewer emissions than petroleum-based diesel (petro-diesel) when burned. Biodiesel functions in current diesel engines, and is a possible candidate to replace fossil fuels as the world's primary transport energy source.\n\nProduction\nChemically, biodiesel comprises a mix of mono-alkyl esters of long chain fatty acids. The most common form uses methanol to produce methyl esters as it is the cheapest alcohol available, though ethanol can be used to produce an ethyl ester biodiesel and higher alcohols such as isopropanol and butanol have also been used. Using alcohols of higher molecular weights improves the cold flow properties of the resulting ester, at the cost of a less efficient transesterification reaction. A byproduct of the transesterification process is the production of glycerol. A lipid transesterification production process is used to convert the base oil to the desired esters. Any Free fatty acids (FFAs) in the base oil are either converted to soap and removed from the process, or they are esterified (yielding more biodiesel) using an acidic catalyst. After this processing, unlike straight vegetable oil, biodiesel has combustion properties very similar to those of petroleum diesel, and can replace it in most current uses.\n\nBase oils\nSoybeans are used as a source of biodiesel\nA variety of biolipids can be used to produce biodiesel. These include:\n    * Virgin oil feedstock; rapeseed and soybean oils are most commonly used, though other crops such as mustard, palm oil, hemp and even algae show promise;\n    * Waste vegetable oil (WVO);\n    * Animal fats including tallow, lard, yellow grease and as a byproduct from the production of Omega-3 fatty acids from fish oil.\n\nWorldwide production of vegetable oil and animal fat is not yet sufficient to replace liquid fossil fuel use. Furthermore, some environmental groups (notably the Natural Resources Defense Council), object to the vast amount of farming and the resulting over-fertilization, pesticide use, and land use conversion that would be needed to produce the additional vegetable oil.
256284
burnt vegetable oil IS used as a substitute for diesel in vehicles.
118991
Anybody can make biodiesel. It's easy, you can make it in your kitchen -- and it's BETTER than the petro-diesel fuel the big oil companies sell...\njourneytoforever.org/biodiesel_make.html
683886
its a petroleum product . now they also make it from animal tal i.e. non edible oil coming as by product from slaughter houses
242014
biodiesel is soybean methyl ester (soybean oil). usually it is added to diesel like this: 90% diesel, 10% biodiesel. or 85/15. i actually ran a plain old vw rabbit on 5% biodiesel
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CORN & COCONUTS\n\nCorn oil: ETHANOL \nEthanol, a pure alcohol made primarily by the corn refining industry, is today's alternative fuel. Henry Ford first suggested running cars on ethanol from corn, but it took the oil shortages of the seventies and the environmental problems of the eighties to turn ethanol into an important component in the American fuel supply. Ethanol-blended fuels account for 12% of all automotive fuels sold in the U.S.\n\nEthanol is made by fermenting sugars produced from corn starch. Many corn refining factories produce both ethanol and other corn products like starches and sweeteners so that capital and manufacturing costs can be kept as low as possible. While they are making ethanol, corn refiners also produce valuable coproducts such as corn oil and corn gluten feed. \n\nEthanol plays three major roles in today's economy and environment. First, it replaces about $2 billion dollars of imported oil with a secure, domestic fuel. Second, it is an important component of gasoline reformulated to reduce pollution in cities which are not achieving air quality standards mandated by the Clean Air Act. And finally, it provides a major income boost to farmers and rural communities where most ethanol is manufactured. Ethanol, blended with gasoline at a 10% level or in the form of ethyl tertiary butyl ether (ETBE) made from ethanol, is effective in reducing carbon monixide levels, ozone pollution and greenhouse gas emissions from automobile exhaust.\n\nCOCONUTS: Coconut Crude | Ethan Zuckerman\nA Newly Electric Green – Sustainable Energy, Resources and Design see all posts in this category\nPrice of gasoline got you down? If you're driving a diesel vehicle in the South Pacific, you may be in luck. Vanuatan entrepreneur Tony Deamer has adapted his fleet of rental cars to run on coconut oil, a plentiful local commodity. Unlike with many biofuels, coconut oil doens't need to be transesterized - mixed with sodium hydroxide and alcohol to change its chemical composition - to run in a diesel engine. Filtered and warmed to temperatures about 25C, coconut oil is a better than satisfactory substitute for "mineral diesel" - it burns more slowly, which produces more even pressure on engine pistons, reducing engine wear, and lubricates the engine more effectively. Deamer runs most of his vehicles on a mixture of 85% coconut oil and 15% kerosene, but has demonstrated that modified diesel engines run filtered coconut oil quite happily.\n\nEven before recent price increases, diesel fuel was extremely expensive in the South Pacific due to the cost of shipping fuel from refineries. Coconut oil, on the other hand, is comparatively cheap - produced locally by boiling copra (dried coconut flesh) in water, it retails on the world market for $0.55 a liter, as compared to significantly higher prices for mineral diesel. Used as a basic ingredient in margarine and in cosmetics, copra prices tend to fluctuate widely, destabilizing economies like Vanuatu's which are heavily dependent on copra exports. An increased use of copra to produce fuel oils would likely raise copra prices and benefit local economies, as well as reducing the costs of imported fuels.\n\nSOPAC - the South Pacific Applied Geoscience Commission, based in Fiji, is funding projects to study the use of coconut oil for power generation and transportation - their introductory paper is a useful overview of efforts thus far to utilize this promising biofuel. UNDP's Equator Initiative also has an excellent case on "Coconut Crude", focusing in part on Tony Deamer's work.
92238
I know what you mean; the problem is there is such a variety of accessories for a diesel that changes the efficiencies.  Direct injected common-rail engines with turbochargers and intercoolers are usually more efficient than indirect-injected turbo-charged engines.  \n\nGasoline engines typically are rated at about 8%-10% efficiency, while diesels roughly are 11%-13% efficient.  It is all anecdotal evidence from many articles.  Nobody really has a good number because of variances of construction, etc.  Diesel also has a higher heating value per gallon than gasoline, so that accounts for some of the higher efficiency.
22319
How brief do you want it? This is as brief as I can think of; Gasoline engines ignite the fuel with an electric spark. Diesel engines ignite the fuel by compressing the fuel. Compression causes heat and diesel engines compress the fuel to it's flash point although most diesels also have an electric glow plug for initial firing up. A glow plug is a strip of metal that heats up from the battery and creates enough heat in the firing chamber to initiate the internal combustion process.
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he diesel engine is a type of internal combustion engine; more specifically, it is a compression ignition engine, in which the fuel is ignited by being suddenly exposed to the high temperature and pressure of a compressed gas, rather than by a separate source of ignition, such as a spark plug, as is the case in the gasoline engine.\n\nThis is known as the diesel cycle, after German engineer Rudolf Diesel, who invented it in 1892 and received the patent on February 23, 1893. Diesel intended the engine to use a variety of fuels including coal dust. He demonstrated it in the 1900 Exposition Universelle (World's Fair) using peanut oil (see biodiesel).\n\nHow diesel engines work\n\nWhen a gas is compressed, its temperature rises (see the combined gas law); a diesel engine uses this property to ignite the fuel. Air is drawn into the cylinder of a diesel engine and compressed by the rising piston at a much higher compression ratio than for a spark-ignition engine, up to 25:1. The air temperature reaches 700–900 °C, or 1300–1650 °F. At the top of the piston stroke, diesel fuel is injected into the combustion chamber at high pressure, through an atomising nozzle, mixing with the hot, high-pressure air. The resulting mixture ignites and burns very rapidly. This contained explosion causes the gas in the chamber to heat up rapidly, which increases its pressure, which in turn forces the piston downwards. The connecting rod transmits this motion to the crankshaft, which is forced to turn, delivering rotary power at the output end of the crankshaft. Scavenging (pushing the exhausted gas-charge out of the cylinder, and drawing in a fresh draught of air) of the engine is done either by ports or valves. To fully realize the capabilities of a diesel engine, use of a turbocharger to compress the intake air is necessary; use of an aftercooler/intercooler to cool the intake air after compression by the turbocharger further increases efficiency.\n\nIn very cold weather, diesel fuel thickens and increases in viscosity and forms wax crystals or a gel. This can make it difficult for the fuel injector to get fuel into the cylinder in an effective manner, making cold weather starts difficult at times, though recent advances in diesel fuel technology have made these difficulties rare. A commonly applied advance is to electrically heat the fuel filter and fuel lines. Other engines utilize small electric heaters called glow plugs inside the cylinder to warm the cylinders prior to starting. A small number use resistive grid heaters in the intake manifold to warm the inlet air until the engine reaches operating temperature. Engine block heaters (electric resistive heaters in the engine block) plugged into the utility grid are often used when an engine is shut down for extended periods (more than an hour) in cold weather to reduce startup time and engine wear.\n\nA vital component of older diesel engine systems was the governor, which limited the speed of the engine by controlling the rate of fuel delivery. Unlike a petrol (gasoline) engine, the incoming air is not throttled, so the engine would overspeed if this was not done. Older injection systems were driven by a gear system from the engine (and thus supplied fuel only linearly with engine speed). Modern electronically-controlled engines apply similar control to petrol engines and limit the maximum RPM through the electronic control module (ECM) or electronic control unit (ECU) - the engine-mounted "computer". The ECM/ECU receives an engine speed signal from a sensor and then using its algorithms and look-up calibration tables stored in the ECM/ECU, it controls the amount of fuel and its timing (the "start of injection") through electric or hydraulic actuators to maintain engine speed.\n\nControlling the timing of the start of injection of fuel into the cylinder is key to minimising their emissions and maximising the fuel economy (efficiency) of the engine. The exact timing of
861950
Most is buried in landfills.  I used to run trucking companies and know of one who hauled bio waste from New Jersey to Arkansas to dispose of it.  The money was reportedly very good.  I could not adhere to this practice though due to health risks involved.
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Yes you do, for a couple of reasons.\n\nFirst, a Diesel engine is more thermally efficient than a gasoline engine.  Therefore it can extract more power from the combustion process than a gasoline engine.\n\n\nSecond, diesel fuel contains more energy per gallon than gasoline.  A gallon of gasoline, when burned, will produce approximately 125,300 BTUs of heat energy.  A gallon of diesel (petroleum based) will produce 138,200 BTUs of heat energy.\n\nB100 is slightly less because B100 has less energy per gallon than petro diesel.  About 8% less energy per gallon, so figure roughly an 8% decrease in economy with B100 vs. petro diesel.
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http://www.whybiotech.com/index.asp?id=4515
645792
Diesel or Diesel fuel is a specific fractional distillate of fuel oil (mostly petroleum) that is used as fuel in a diesel engine invented by German engineer Rudolf Diesel. The term typically refers to fuel that has been processed from petroleum, but increasingly, alternatives such as biodiesel or biomass to liquid (BTL) or gas to liquid (GTL) diesel that are not derived from petroleum are being developed.\n\nPetroleum diesel\n \nA vintage Diesel pumpDiesel is produced from petroleum, and is sometimes called petrodiesel (or, less seriously, dinodiesel) when there is a need to distinguish it from diesel obtained from other sources such as vegidiesel (biodiesel) derived from pure (SVO) or recycled waste (WVO) vegetable oil. As a hydrocarbon mixture, it is obtained in the fractional distillation of crude oil between 250 °C and 350 °C at atmospheric pressure. Petro Diesel is considered to be a fuel oil and is about 18% denser than gasoline.\n\nThe density of diesel is about 850 grams per liter whereas gasoline has a density of about 720 g/l, or about 15% less. When burnt, diesel typically releases about 40.9 megajoules (MJ) per liter, whereas gasoline releases 34.8 MJ/L, also about 15% less. Diesel is generally simpler to refine than gasoline and often costs less (although price fluctuations often mean that the inverse is true; for example, the cost of diesel traditionally rises during colder months as demand for heating oil, which is refined much the same way, rises).\n\nDiesel fuel, however, often contains higher quantities of sulfur. In Europe, emission standards and preferential taxation have both forced oil refineries to dramatically reduce the level of sulfur in diesel fuels. In contrast, the United States has long had "dirtier" diesel, although more stringent emission standards have been adopted with the transition to ultra-low sulfur diesel (ULSD) starting in 2006 and becoming mandatory on June 1, 2010 (see also diesel exhaust). U.S. diesel fuel typically also has a lower cetane number (a measure of ignition quality) than European diesel, resulting in worse cold weather performance and some increase in emissions. High levels of sulfur in diesel are harmful for the environment. It prevents the use of catalytic diesel particulate filters to control diesel particulate emissions, as well as more advanced technologies, such as nitrogen oxide (NOx) adsorbers (still under development), to reduce emissions. However, lowering sulfur also reduces the lubricity of the fuel, meaning that additives must be put into the fuel to help lubricate engines. Biodiesel is an effective lubricant. Diesel contains approximately 18% more energy per unit of volume than gasoline, which, along with the greater efficiency of diesel engines, contributes to fuel economy (distance traveled per volume of fuel consumed).
442009
a diesel engine , it is a power station generator from MANN GMBH ,1979, only in size not capacity, i think so , not sure
298161
I've dealt with two-cycle diesel's before and the above answer is right.  The EPA is forcing two-stoke diesel's out of production because the emissions are horrible on them.  A two-stoke diesel really only develops it's power at high rpm's so it's best used in an application where you're running hydraulics or something that needs a constant RPM.  Think about 2 stroke motorcycle engines.  They run a higher rpm's than typical car engines.\n\nThe machines I ran had a two stroke diesel with both a supercharger and a turbocharger and in a 8-12 hour workday depending on how much they were used they would run through the better part of 50 gallons of diesel and these were only 4 cylinder diesels (rather large 4 cylinder diesels though).\n\nActually Volkswagon still produces a few models that have an optional diesel engine, but it is a 4-stroke engine.  The cars get almost 50 miles per gallon highway.  I know that a VW diesel will probably be the next car i purchase.\n\nAnother pro of diesel engines is that aside from being more efficient (diesel fuel has a higher density than gasoline), is that they have more torque.  I can't explain this one but my guess would be that due to the much higher compression ratios required in a diesel engine to force detonation that the detonation has greater force behind it than compared to a gasoline engine.
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Yes - you use the same tranesterification process used to make biodiesel. React molten, dewatered lard with potassium hydroxide (1%w/v) dissolved in methanol. Allow reaction to proceed to completion. Drain glycerol/free water off. Wash with water, drain and allow to settle till all water is released. Drain again - viola, Biodiesel!\n\nBTW - if you follow Chem Mans advice and hit the lard with potassium hydroxide solution (in water), you will form liquid soap - not oil.
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In much of Europe diesel powered automobiles are very common and account for more than 50% of sales. This may be because of the very high fuel prices in Europe and the fact that many small European diesels get exceptionally good mileage. US EPA rates the Volkswagen Jetta at 46 mpg highway, and 38 mpg city. Some owners report even better mileage. In the US diesels never really caught for cars because they were noisy, smelly, required very frequent oil changes, and had a higher initial cost than a gasoline engine. I personally suspect the main reason US car makers never pushed diesels is because it takes higher-precision manufacturing to build a diesel engine compared to a gasoline engine, so they cost more to build. Diesels often last much longer than gasoline engines so this might have been another reason US manufacturers didn't like them.\n\nThe other strange phenomenon that has happened recently is that in the US diesel fuel is now more costly than gasoline. This has not always been true, and seems to be related to current lack of refining capacity in the US for diesel fuel.