The utilization of biodiesel‐diesel blends in compression ignition (CI) engines are a viable option for the current energy crises. But due to better combustion features of biodiesel‐diesel blends leading to high NOx release from engine exhaust hinders the use of such blends. Usually all of the harmful exhaust emissions like HC and CO reduces marginally, except nitrogen oxides at higher compression ratios with biodiesel blended fuel. The present paper focuses on the study of variation of compression ratio and use of NiO nanoparticles in neem biodiesel‐diesel mixture (NB25) at different braking loads. A total of four test fuels of NB25 blend were prepared having nickel oxides at different concentration levels of 25, 50, 75, and 100 ppm. The current findings reveal that the use of 75 ppm of NiO in NB25 blend reduces the amount of thermal NOx by 6.2% compared to the absence of nanoparticles. Also, the performance parameters such as brake thermal efficiency improved by 2.9% and brake specific fuel consumption reduced by 1.8%. The presence of 75 ppm of NiO in NB25 not only shows best performance and also lower harmful emission.

The current exploration of alternative fuels to conventional engines is tested on two fronts: the thermophysical property assessment and the other, real-time evaluation using engine testing using the fuel. The engine testing fueled with modified oils/esterified blends does give real-time analysis but at the cost of harmful emissions dumped into the polluted environment. The current work describes the use of possible simulations and the validity of simulation confirmed from real-time experimentation at varying engine compression ratios (CRs). Engine parameters were kept the same for simulations that were performed on the Diesel RK module and experimental analysis.Neem oil blends were prepared and tested for the composition of FFA and later the required properties were supplemented to software for possible thermal performance and emission detections. The thermal efficiency deviation observed between RK model and experimental values for CR 18 for Diesel, B20, B40, and Heat Transfer. 2022;51:7990-8004. wileyonlinelibrary.com/journal/htj B100 was 5.8%, 1.9%, 3.4%, and 2.1%, respectively, and for NOx, the deviation observed for Diesel, B20, B40, and B100 was 8.9% and 13.7%, 12.2% and 14.1%, and 9.4% and 11.1%, respectively. The peak HRR and cylinder pressures observed for software simulations and real-time experimental approaches did not vary much, but the peak values do differ by 6.7% and 4.7%, respectively.

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