## 3 Results  
### Volumetric Flow Rate and Mass Fuel  
During the tests carried out on the diesel injector diagnostic bench, the values of the volumetric flow rate and mass of fuel injected for each energization time were registered. These values were obtained by adjusting the rotation speed of the high-pressure pump on the test bench (at identical revolutions of the vehicle engine), setpoint injection pressure, and pulse width. It should be noted that the tests were carried out with 3 MPa above and below the reference value of the setpoint injection pressure in each work condition,  
Figure 4: Methodological diagram.  
as shown in Table 7, concerning which, an interpolation is made of the averages resulting from the tests carried out for the measurement of the mass of fuel injected for both fuels.  
In addition, it could be noted that, when the tests were performed with the lowest pressure ranges, according to Table 5, the injector with nozzle 1 did not open, and this was assumed to be due the pressure characteristics of the internal spring, which means that the working ranges for low pressures with diesel in the tests generated non-efficient work.  
In Figure 5, the behaviour of the flow and mass of the Viscor 1 (Fuel 1) provided with the bank of diesel injectors is shown. Both parameters were distributed based on the reference pressure obtained from the test vehicle and the nozzle used. In addition, the volumetric flow and amount of fuel injected at different pressures and pulses corresponding to the established work regimes presented in Tables 1 and 2 of the annexes are displayed.  
The results shown in Figures 5 and 6 reflect the use of two types of fuel: Viscor (Fuel 1) and diesel (Fuel 2), respectively. These experiments were developed using four nozzles, whose geometry was previously characterised. Each solid intense colours indicated the projection in 3D of the results with each nozzle geometry. The lines with toned down colours correspond to the 2D projection of these results. This method aims to analyse and compare the performance of the fuels with different configurations of nozzles, allowing for a more complete evaluation of their behaviour under specific injection conditions.  
For diesel fuel (Fuel 2), it should be noted that the operating parameters and nozzles used remained the same as those applied for Viscor fuel (Fuel 1). Figure 6 shows how the injected fuel's mass and flow values were obtained. As was commented previously, each solid intense colours indicated the projection in 3D of the results with each nozzle geometry. The lines with toned down colours correspond to the 2D projection of these results. These data were collected across a variety of usage patterns covering the operating conditions and analysed with the four selected nozzles to ensure a proper data comparison. This methodological approach increased coherence in the comparative analyses between the two fuels and the four nozzles, contributing to a better understanding of their behaviour in terms of mass and flow under controlled conditions.  
Figure 5: Volumetric flow of Viscor as a function of injection pressure.  
Due to the properties of the Viscor fuel, we observe in Figure 6 that the values achieved in both mass and volumetric flow were higher because its viscosity and density are lower in conditions of higher pressure and generate greater fuel deliveries. The volumetric flow stability was more linear in Viscor fuel than in diesel (shown in Figure 6).