## 3 Results  
Maximum torque (Nm) and maximum power (KW) were determined during engine tests. For diesel fuel (Df), the maximum torque and power values were 191.3 Nm at 2123 rpm and 57 kW at 3916 rpm, respectively. For vegetable fuels, lower torque values were obtained of about 11% (10%Hex90%Co) and 10% (15%Hex85%Co) and power of about 17% (10%Hex90%Co) and 14% (15%Hex85%Co). The accelerations obtained were the lowest for the canola oil with a 10% addition of n-hexane. The effect of the amount of n-hexane addition in Co on the obtained values of torque and engine power as well as acceleration, which may be related to the influence of physicochemical properties of fuels, was observed. Detailed values obtained during tests of the test vehicle powered by the tested fuels are presented in Table 5.  
Figure 4: Power values depending on the rotationalspeed, engine with diesel supplied with the testedspeed supplied with the tested fuels, i.e., Df, fuels, i.e., Df, 10%Hex90%Co, 15%Hex85%Co, 10%Hex90%Co, and 15%Hex85%Co.  
Figure 3: Torque values depending on the rotational.  
During the tests conducted on the diesel engine fueled with the tested fuels, the average acceleration of the test vehicle was obtained, the course of which is shown in Figure 5:Df--0.55 m/s\({}^{2}\), 10%Hex90%Co--0.39 m/s\({}^{2}\), and 15%Hex85%Co--0.50 m/s\({}^{2}\).  
During the terms conducted on the diesel engine fueled with the tested fuels, the average acceleration of the test vehicle was obtained, the course of which is shown in Figure 5:Df--0.55 m/s\({}^{2}\), 10%Hex90%Co--0.39 m/s\({}^{2}\), and 15%Hex85%Co--0.50 m/s\({}^{2}\).  
Figure 6 shows the course of the main parameters of the combustion process of an engine fueled with diesel oil (position a), canola oil with 10% n-hexane (position b), and canola oil with 15% n-hexane (position c). It was found that under dynamic conditions, the self-ignition delay angle (\(\alpha\)ID) was the lowest for Df in the whole engine speed range. For 15% of the n-hexane content in Co, the angle of auto-ignition delay was higher by approximately 13% in relation to Df. Rapeseed fuels were characterized by comparable self-ignition delay values.  
Figure 5: The speed of the test vehicle (**a**) and acceleration of the vehicle (**b**) loaded with resistance to movement of the vehicle, powered by the tested fuels, i.e., Df, 10%Hex90%Co, and 15%Hex85%Co. Initial conditions: gearbox ratio—IV gear, initial vehicle speed—60 km/h, final speed—80 km/h, acceleration lever pitch—constant for all fuels—40%. Sampling frequency in 1s.  
\begin{table}
\begin{tabular}{c c c c} \hline \hline
**Parameter** & **Df** & **10\%Hex90\%Co** & **15\%Hex85\%Co** \\ \hline Power of the vehicle & 57 KW/3916 rpm & 47.8 KW/3995 rpm & 49.5 KW/3714 rpm \\ Torque & 191.3 Nm/2123 rpm & 170.5 Nm/1998 rpm & 172.8 Nm/2186 rpm \\ Power on the wheels & 45.5 KW/3893 rpm & 39.2 KW/2891 rpm & 40.3 KW/3703 rpm \\ Maximumspeed & 143 km/h/4520 rpm & 143 km/h/4509 rpm & 143 km/h/4516 rpm \\ Acceleration time & 35.30s & 42.88s & 37.98s \\ \hline \hline \end{tabular}
\end{table}
Table 5: The maximum torque and maximum engine power obtained when performing a test on a chassis dynamometer. Df: diesel fuel.  
Figure 6: The course of the main injection and combustion parameters, i.e., the rate of heat transfer (Q1), pressure inside the combustion chamber (Pc), and the injector control signal—in dynamic engine operating conditions, for a selected engine speed of approximately 2509 rpm (for a speed of 80 km/h). The following fuels were tested: (**a**) Df, (**b**) 10%Hex90%Co, and (**c**) 15%Hex85%Co.Additionally, the following angles were given: \(\alpha\)SOI(Start of Injection), \(\alpha\)SOC(Start of Combustion), and \(\alpha\)ID(Ignition Delay). Sampling frequency in 1\({}^{\circ}\)CA.