Thermal Manual

CMR COLLEGE OF ENGINEERING AND TECHNOLOGY
Approved by AICTE, New Delhi

and
Affiliated by JNTUH, Hyderabad
MECHANICAL ENGINEERING DEPARTMENT
LAB MANUAL
THERMAL ENGINEERING LAB
CMR COLLEGE OF ENGINEERING AND TECHNOLOGY

Kandlakoya(v),Medchal Road,Hyderabad-501401
FOREWORD WITH SPECIAL EMPHASIS ON

IMPORTANCE OF THE LABORATORIES
The dawn of the new millennium, symbolizes globalization and liberalization

policy in our country. In one stroke, this phenomenon has resulted in the
challenging task of imparting world class technical education. It is a fact that
technology drives the modern society. Keeping the challenges in mind, the
successful delivery of the education philosophy is divided into two inter-related
components, namely, theory and practical.
The practical have to support in
assimilation and thorough understanding of the theoretical content in a subject.

All the laboratory procedures are designed and developed to meet the fast
growing challenges in the area of the specialization and as per the curriculum of
Mechanical Engineering branch. The manual is prepared to meet the academic,
industrial and personality building challenges.
The layout of each lab, list of experiments, description, possible calculations,
expected graphs and related questions in each lab are provided with possible quiz
questions.
This whole exercise helps in thorough understanding of each
experiment, the total experiments in a lab and all the laboratories in the
department. This approach, for sure, will help the students in understanding and
usage of latest technologies.
(Head, Department of Mechanical Engineering)
S.N
O
1
NAME OF THE EXPERIMENT

Valve timing diagram on 4-s single cylinder diesel engine
Performance test on 4-s twin cylinder diesel engine
Performance test on 4-s single cylinder petrol engine
4
5
Evaluation of engine friction by conducting morse on 4-s multi

cylinder petrol engine
Heat balance sheet on 4-s single cylinder diesel engine
Retardation test on 4- s single cylinder diesel engine
Motoring test on 4-s single cylinder petrol engine
I.C Engines A/F ratio and volumetric efficiency determination
Study of boilers
10
Performance test on Reciprocating air compressor
11
Assembly and disassembly of engine parts
12
Performance test on 2-s single cylinder petrol engines
13
Performance test on variable compression ratio diesel engine

using alternate fuel
14
Optimum compression ratio on variable compression ratio

diesel engine
LIST OF EXPERIMENTS
SAFETY REGULATIONS
Users of Thermal Engineering Lab must comply with the following safety instructions.
1.
Wear always pants and safety shoes when you operate any engine. Sandals are
at all.
2. There should be no over-crowding.

3. Make sure that you stay away from hot exhaust lines and moving parts of engines
4. Before operating any machine, you must be aware of the following
a. Location of fire extinguishers and the outside exits.
not allowed
b. How the engine operates. Read instruction or manual before operating it.
c. How to turn off the engine in case of damages.
5. When you hear or see a danger alarm from the engine that you using, stop the engine
immediately.
6. Make sure that there is no fuel or oil spill on the floor.
7. Consult the instructor for safety precautions to be followed.
8. Do not run inside the lab and concentrate on the present task.
9. When moving heavy equipments or gas cylinders, use carts
10 Always use the right tools for the given task.
11. Handle the tools and equipments with extreme care and return the tools to their proper places
(Tool Cabinets).
12 For cleaning tools or equipments, use only the proper cleaner. Never use fuels such as
gasoline or diesel for cleaning.
13. Handle fuels with extreme caution.
a. Use the designated area for this purpose.
b. Use the proper containers (safety cans) to carry fuels.
c. Make sure there is no electric spark present.
d. Do not leave fuels in open containers.
14. Make sure that all gas cylinders are chained and well supported.
15. Before operating engine, make sure that there is no fuel or gas leakage.
EXPERIMENT NO.1
VALVE TIMING DIAGRAM
AIM:
To conduct valve timing test on a four stroke single cylinder diesel engine to find out the
suction, compression, expansion, exhaust and valve overlap periods, to draw the valve timing
diagram, and explain the reasons of deviation from the theoretical timings.
SPECIFICATIONS:
Brake power of the engine = 3.5kW
Rated speed = 1500rpm
THEORY:
A four stroke diesel engine works on diesel cycle which involve suction stroke, compression
stroke, power stroke (expansion) and exhaust stroke. During the suction stroke fresh air is drawn
into the cylinder by the movement of piston from Top Dead Centre (TDC) to Bottom Dead
Centre (BDC). During this period the exhaust valve should remain closed theoretically. As the
piston reaches BDC, the suction stroke is completed and air drawn must be compressed during
the movement of piston from BDC to TDC. The air present in the cylinder must undergo
compression. Both inlet valve and exhaust valve will remain closed during compression stroke.
Diesel fuel is injected into the cylinder nearly at the end of compression stroke and it will get
ignited due to high pressure and temperature in the cylinder. The piston starts moving from TDC
to BDC due to high pressure inside the cylinder resulting in power stroke (expansion strike).
During power stroke both the valves are closed. The expanded gases must be expelled from the
cylinder after completion of expansion stroke so that fresh air can be drawn during the suction
stroke. During the movement of piston from BDC to TDC, the exhaust valve is kept opened,
while inlet valve is closed so that gases will escape from the cylinder through exhaust valve. The
movement of piston from BDC to TDC is called exhaust stroke. After completion of exhaust
stroke, suction stroke starts and the cycle is repeated..
Theoretically the inlet and exhaust valves are assumed to open (or) close instantaneously
exactly at dead centers. But the valves to function need time to opening (or) closing. Thus the
inlet valve opens even before piston reaches TDC and it will fully closed after the piston crosses
BDC.
The following definitions are useful in the study of valve timings.
Lead : A valve is said to given lead when it opens before the piston has reached dead centers.
Lag : A valve is said to have lag when it closes after the piston reached dead centers.
Overlap: Overlap is the period during which both inlet and exhaust valves are open.
Inlet valve period: Inlet valve opens before top dead centre [TDC] and closes after bottom dead
centre [BDC] with reference to a vertical engine. The reason for giving lead to inlet valve
[generally 10 20 degrees of crank angle] is to provide sufficient time for full opening of the
valve and avoid throttling of in coming air. Also, the depression in the cylinder at the end of the
exhaust stroke caused by the momentum of the out going gases assist the fresh charge to be
drawn into the cylinder overcoming its inertia. But the valve cant be opened too clearly as
otherwise the higher pressure inside may blow back the incoming charge. For some period,
known as overlap both inlet and exhaust valves are open, that help in scavenging the cylinder of
burnt gases. The piston moves from TDC to BDC to facilitate drawing of air in to cylinder.
However the inlet valve is not closed at BDC, but after crosses BDC and is moving up there is a
lag in the closing of the inlet valve The inlet valve is closed after BDC, the lag is given about 30
40 degrees. This is done so as to induce as large a fresh charge as possible.
Due to high speed of piston, the air does not keep pace with the speed of the piston and if the
inlet valve is closed at BDC the cylinder would not be completely filled with fresh air.
Advantage is taken of the high momentum of lair due to witch the suction continues even
induces more charge in to the cylinder as the piston is relatively stationary and the crank can
swing through a wide angle with little motion of the piston. The compression will take place
inside the cylinder when both valves are closed.
Exhaust valve period: After the power stroke the combustion gases are to be exhausted the
exhaust valve opens with a lead of 40 50 degrees i.e. before piston reaches BDC in the power
stroke. This will facilitate escape of large quantities of exhaust gases to leave the cylinder even
before BDC is reached. The exhaust valve is not closed at the end of exhaust stroke (though
piston reaches TDC position) but closes 15 degrees of crank angle after
TDC.
The
early
opening of exhaust valve is associated with loss of power due to shortening of power stroke but
is compensated by better scavenging and less negative work in expelling the exhaust gases.
Even after the piston has reached TDC, some exhaust gases left in the combustion chamber are
allowed to escape under the influence of momentum of incoming air.
PROCEDURE:
1. The circumference of the wheel is measured with the help of scale and thread.
2. By turning the fly wheel, various events are marked on the fly wheel they are:
Top dead centre (TDC)
Inlet valve opening (IVO)
Inlet valve closing (IVC)
Exhaust valve opening (EVO)
Exhaust valve closing (EVC)
Bottom dead centre (BDC)
TDC: The fly wheel is slowly rotated and the point where the piston reaches the top most
position in the cylinder is marked on the flywheel as top dead centre.
IVO: The fly wheel is slowly rotated with the help of handle. The piston moves in the cylinder.
There are push rods which operate with the help of a cam. These rods aid in opening and closing
of valves through spring loaded mechanisms. The inlet valve opens before TDC position when
the push rod tightens. This is marked as IVO.
BDC: The fly wheel is further rotated. BDC is taken as the point when the piston reaches bottom
most point in the cylinder.
IVC: The fly wheel is further rotated. The push rod then passes through the phase in which it
loosens from tight position. The point is marked as IVC.
EVO: The exhaust valve opening and closing are determined in the same way as that of inlet
valve.
PRECAUTIONS:
1. The valve opening is to be taken as the point where it begins to open.
2. The valve closure is taken as the point where valve closes completely.
3. The flywheel is to be rotated in proper direction.
RESULT:
The following are found out Valve timing diagram is drawn and the direction of flywheel rotation
is shown.
The following are found out Valve timing diagram is drawn and the direction of flywheel rotation
is shown.
Suction period
= 1800 +1+2
Compression period = 1800 -2

Expansion period
= 1800 -3
Exhaust period
= 1800 +3+4
Valve overlap
= 1+4
Discussion on the result obtained:
OBSERVATIONS:
Sl.
Event
No.
1
2
3
4
5
Circumference of the fly wheel = in cm = l cm

Distance from the
Angular distance in
nearest
degrees
Dead centre in cm.
Inlet valve opening
l1
1=
Before BDC
Inlet valve closing
l2
2=
After BDC
Exhaust valve
l3
3=
opening
Before BDC
Exhaust valve
l4
4=
closing
After TDC
Valve overlap
1+4=
MODEL CALCULATIONS:
Circumference =3600
i.e. l = 360o
Therefore, 1 = ( 360 * l1 / l )0
Suction period
= 1800 +1+2
Compression period = 1800 -2

Expansion period
= 1800 -3
Exhaust period
= 1800 +3+4
Valve overlap
= 1+4
VALVE TIMING DIAGRAM

VIVA QUESTIONS
1. Explain the principle of working of a 4-stroke S.I engine with a neat sketch?
2. What is valve overlap?
3. How many degrees the crankshaft rotates during one cycle in a 2-stroke engine?
4. How many degrees the crankshaft rotates during one cycle in a 4-stroke engine?
5. Draw the valve-timing diagram for a 4-stroke diesel engine?
PORT TIMING DIAGRAM
OBJECTIVE: To conduct the port timing diagram test on a cut section model of a single
cylinder two strike petrol engine to find out the suction, compression , expansion and exhaust
periods, and to draw the port timing diagram.
INSTRUMENTATION:
Engine cut section model, thread, chock piece and steel rule.
SPECIFICATIONS:
Engine type = SI engine
Cycle of operation = 2 stroke
Model = cut section model
THEORY:
Ignition and expansion takes place in the usual way. In a two stroke engine, the
cycle is completed in two strokes i.e. one revolution of crank shaft as against two revolutions of
a four stroke cycle. The difference between two stroke and four stroke engine is, in the method of
filling cylinder with fresh charge and removing the burnt gases from the cylinder. In a four stroke
engine, these operations are performed by the engine piston during suction and exhaust strokes
respectively.
In a two-stroke engine, suction is accomplished by air compression in crank. The induction of
compressed air removes the products of combustion, through exhaust port. Therefore, no piston
strokes are required for these two operations. Only two piston strokes are required to complete
the cycle, one for compression of fresh charge and the other for power stroke. The air or charge
is sucked through spring loaded inlet valves when the pressure in the crankcases reduces due to
upward motion of the piston during compression stroke. After the compression pressed. Near the
end of the expansion stroke piston uncovers the exhaust ports and the cylinder pressure drops to
atmospheric values as the combustion products leave the cylinder.
Further motion of the piston uncovers the transfer port, permitting the slightly compressed air or
mixture in the crankcase to enter the engine cylinder. The top of the piston usually has a
projection to deflect the fresh air to sweep up to the top of the cylinder, before flowing to the
exhaust ports. This serves the double purpose of scavenging the upper part of the cylinder of
combustion products and preventing the fresh charge from flowing directly to the exhaust ports.
The same objective can be achieved without piston deflector by proper sloping of the transfer
port. During the upward motion of the piston from BDC, the transfer and exhaust ports close,
compression of charge begins and cycle is repeated (Draw figures)
PROCEDURE:
The cycle of operation proceeds as suction, compression, power and exhaust strokes takes place
in series.
(1) Initially the circumference of the flywheel is measured. A pointer is attached above the
flywheel such that it coincides with B.D.C marked on the flywheel at the starting of the
engine. This pointer is used for marking specific points. The duration of each stroke
theoretically is 900, but since the actual span varies, the port timings are to be individually
measured.
(2) The flywheel is rotated .The instant at which inlet port starts to open is determined and
corresponding point is marked on flywheel. This when converted to degrees gives IPO.
(3) The position when the piston completely closes the inlet port is marked as IPC.
(4) The points EPO and EPC corresponding to exhaust port opening and exhaust port closing
are marked similar to that of IPO and IPC.
(5) The position when the transfer port opens and closes is marked as TPO and TPC.
PRECAUTIONS:
(1) The ports opening are to be taken as the point when it just begins to open.
(2) The ports closure is taken as the point where the port closes completely.
(3) The flywheel is to be rotated in proper direction.
RESULT:
The following are found out and port timing diagram is drawn and flywheel rotation is shown.
Suction period
= 4+5 =
Compression period =180- 6 =

Expansion period
=180 - 3 =
Exhaust period
= 3 + 6 =
DISCUSSION ON THE RESULT:

OBSERVATIONS:
circumference of the fly wheel = cm = l cm
Sl.
No.
Event
Inlet port opening

before TDC
Inlet port closing
after TDC
Exhaust port opening
before BDC
Transfer port opening
Before BDC
Transfer port closing
after BDC
Exhaust port closing
after BDC
Spark timing
2
3
4
5
6
7
Distance from the

nearest
dead centre in cm.
l1
Angular distance in
degrees
l2
2=
l3
3=
l4
4 =
l5
5 =
l6
6=
l7
7=
MODEL CALCULATIONS:
Circumference = = l cm = 3600
i.e. l = 360o
Therefore, 1 = ( 360 * l1 / l )0
Suction period
= 4+5 =
Compression period =180- 6 =

Expansion period
=180 - 3 =
Exhaust period
= 3 + 6 =
1=
PORT TIMING DIAGRAM

VIVA QUESTIONS
1. Through which port the charge from crankcase enters into the combustion chamber?
2. Draw the port-timing diagram for a petrol engine?
3. Why 2-stroke engines are more pollutants?
4. Why 2-stroke engines less efficient?
5. In a spark ignition engine, the spark is issued at the instant of .
a) Contact breaker points closed
b) Contact breaker points opened
c) No need of breaker point opening/closing

6. A .in the primary circuit of the ignition system, prevents the arcing across the contact
breaker points.
a) HT coil
b ) Cam
c) Switch
d) condenser
EXPERIMENT NO.2
PERFORMANCE TEST ON 4 -S TWIN CYLINDER DIESEL ENGINE
AIM: To conduct a performance test on the four stroke twin cylinder diesel engine.
APPARATUS: Stop watch, twin cylinder diesel engine test rig
THEORY: The four stroke diesel (CI) engine operates on diesel cycle. The piston reciprocates
inside the cylinder which is connected to the crankshaft by means of a connecting rod. The
valves are operated by means of cams and pushrods. Water is circulated through the provision
made around the cylinder called engine cooling water jackets for cooling purpose. There is a
governor provided for maintaining the constant speed. The four strokes taking place mainly
suction, compression, expansion (power stroke) and exhaust strokes are as explained below.
During suction stroke, the inlet valve remains opened through which fresh air is drawn into the
cylinder and the exhaust valve remains closed. During the compression stroke, both inlet and
exhaust valves are remain closed. During this stroke the piston compresses the sucked air to a
high pressure. Fuel is injected into the cylinder at the end of this stroke in the form of fine
droplets. The injected fuel ignites due to the high temperature of compressed air. During
expansion stroke, the piston will be pushed backwards because of high pressure developed in the
cylinder due to combustion of fuel. During exhaust stroke, the exhaust valve remains opened
through which the exhaust gases are expelled while the inlet valve remains closed. The same
cycle is repeated for several number of times in a minute and thus the engine runs continuously.
Generally the diesel (CI) engine is heavier than petrol (SI) engine and it has higher thermal
efficiency because of high pressure developed due to greater expansion and high compression
ratio. CI engine are mainly used for heavy transport vehicles, power generation, industrial and
marine applications.
INSTRUMENTATION:
1.
Digital RPM indicator to measure the speed of the engine.
2.
Digital temperature indicator to measure various temperatures.
3.
Differential manometer to measure quantity of air sucked into cylinder.
4.
Burette with manifold to measure the rate of fuel consumed during test.
5.
Digital Voltmeter 0-500 V with selector switch.
6.
Digital Ammeter 0-20 A with selector switch.
ENGINE SPECIFICATIONS:
MAKE
KIRLOSKAR
BHP
10 HP
SPEED
1500 RPM
NO. OF CYLINDER
TWO
COMPRESSION RATIO
17.5 : 1
BORE
87.5 mm
STROKE
110 mm
ORIFICE DIAMETER
20 mm
TYPE OF IGNITION
COMPRESSION IGNITION
METHOD OF STARTING
CRANK START
METHOD OF COOLING
WATER COOLED
METHOD OF LOADING
AC GENERATOR
Brake Power
BP
Specific fuel consumption
Sfc
Actual volume
Vs
Brake thermal efficiency
bth
Swept volume
Vs
Volumetric efficiency
TO DETERMINE THE FOLLOWING:
DESCRIPTION: The A.C. generator is fixed to the Engine shaft and is mounted on a M.S.
Channel Frame. Panel board is used to fix burette with 3-way cock, digital RPM indicator and
U tube manometer.
LOADING SYSTEM:
The engine Test Rig is directly coupled to an AC Generator 3 Phase, 7.5kW, 50 Hz. Which in
turn is loading by resistance load bank. The load can be varied in steps of , , , and full load
by operating the rotary switches provided in the Load bank panel.
Between voltage each phase & Neutral BP = 3 VI cos
Where, v = Voltage across two phase
I = Current in each phase
= Power factor = 0.8
FUEL MEASUREMENT
The fuel supplied from the main fuel tank through a measuring burette with 3 way manifold
system. To measure the fuel consumption of the engine fill the burette by opening the cock
measure the time taken to consume X cc of fuel.
AIR INTAKE MEASUREMENT:

The suction side of the engine is connected to an Air tank. The atmospheric air is drawn into the
engine cylinder through the air tank. The manometer is provided to measure the pressure drop
across an orifice provided in the intake pipe of the Air tank. This pressure drop is used to
calculate the volume of air drawn into the cylinder. (Orifice diameter is 20 mm)
LUBRICATION:
The engine is lubricated by mechanical lubrication.
Lubricating oil recommended SAE 40 OR Equivalent.
THERMOCOUPLE DETAILS:
T1 = INLET WATER TEMPERATURE OF ENGINE JACKET & CALORIMETER.
T2 = OUTLET WATER TEMPERATURE OF ENGINE JACKET.
T3 = TEMPERATURE OF WATER OUTLET FROM CALORIMETER.
T4 = TEMPERATURE OF EXHAUST GAS INLET TO CALORIMETER.
T5 = TEMPERAUTRE OF EXHAUST GAS OUTLET FROM CALORIMETER.
T6 = AMBIENT TEMPERATURE.
PROCEDURE:
1.
Connect the panel instrumentation input power line at 230v 50hz, single-phase power
source.
2.
Connect the inlet and outlet water connection to the engine and calorimeter.
3.
Fill fuel into the fuel tank mounted on the panel frame.
4.
Check the lubricating oil in the engine sump with the help of dipstick provided.
5.
Open the fuel cock provided under the Burette and ensures no air trapped in the fuel line
connecting fuel tank and engine.
6.
De-compress the engine by decompression lever provided on the top of the engine head.
(Lift the lever for decompression)
7.
Crank the engine slowly with the help of handle provided and ascertains proper flow of
fuel into the pump and in turn through the nozzle into the engine cylinder. Increase
cranking rate and pull the compression lever down, now the engine start. Allow then engine
to run and stabilize at approximately 1500 RPM. (The engine is a constant speed engine,
fitted with centrifugal governor).
8.
Now load the engine by operating the rotary switches on the resistance load bank, in steps
of , , & full load.
9.
Note down the required parameters, indicated on the panel instruments on each load step.
a.Speed of the engine from digital RPM indicator.
b.
Voltage & current from voltmeter & ammeter respectively,
c.Fuel consumption from burette.

d.
Quantity of airflow from manometer.
e.Different temperatures from Temperature indicator.

10.
Turn off the fuel knob provided on the panel after the test.
PERFORMANCE TEST:
1. Brake power:
BP = 3 VI cos
Where,
V = Voltage across two phase

2. Mass of fuel consumed

X x 0.82 x 3600
Mfc =
Kg/hr
1000 x T
Where, X = burette reading in cc

0.82 = density of diesel in gram/cc
T = Time taken in seconds.
3. Brake thermal efficiency
bth =
BP X 3600 X 100
.%
mfc X cv
Where, CV = calorific value of diesel = 42,500 KJ/kg.

BP = Brake Power in KW
4. Willans Method:
Draw graph Of B.P vs MFC
B P: X-axis
MFC: Y- axis
Determine Frictional Power using willans Line method i.e. Draw a graph BP vs Mfc
And extend the line obtained to intersect negative X axis. The intercept on negative X axis is
the Frictional Power (FP).
5. Indicated Power:
IP = BP + FP
6. Indicated Thermal efficiency
IP X 3600 X 100
ith =
.%
mfc X cv
Where, CV = calorific value of diesel = 42,500 KJ/kg.

IP = Indicated Power in KW
7. Mechanical efficiency:
BP
mech =
X 100 .. %
IP
Where, BP = Brake Power in kW

IP = Indicated power in kW.
RESULT: The Performance Test was conducted on four stroke twin cylinder diesel engine.
TABULAR COLUMN:
S. No.
RPM
Current (I)
Voltage (V )
RY
R
YB
BR
Time taken for

10 cc of fuel in
sec
PERFORMANCE
S.No
BP in
Kw
Mfc in
Kg/hr
Sfc
Kg/Kw-hr
IP in Kw
bth
ith
mech
PERFORMANCE TEST ON FOUR-STROKE TWIN CYLINDER DIESEL ENGINE

OBSERVATIONS:
S.No.
RPM
Current (I)
Time taken for

10 cc of fuel in
sec
Voltage (v)
1550
1.8
26
435
1530
2.15
23
429
1510
4.38
19
429
1500
6.75
13
435
1500
8.34
11
437
CALCULATIONS:
S.No.
BP In Kw
Mf c In Kg/hr
bth (%)
1.356
0.5676
20.23
1.597
0.6417
21.08
3.2542
0.7768
35.48
5.0499
1.1353
37.68
6.2972
1.3418
39.75
VIVA QUESTIONS
1. What is the formula for Indicated power of a 4-stroke engine?
2. What is the formula for Indicated thermal efficiency?
3. What is the formula for Heat carried away by exhaust gases?
4. What is the purpose of exhaust gas calorimeter?
5. In heat balance sheet, heat unaccounted for is calculated by
6. The power developed inside the engine cylinder by burning of the fuel is..
7. Mean effective pressure: (area of the indicator diagram / length of the indicator diagram) *
spring constant: True/False
8. Mean effective pressure =
9.Swept volume formula:
10.Actual volume of air sucked in the cylinder is given by
11.In a four stroke cycle S.I.engine the camshaft runs at_____________
12.The following is an S.I. engine____________
a) Diesel engine
c) Gas engine
b) petrol engine
d) none of the above
13.The following is C.I. engine

a) Diesel engine
b) petrol engine
c) Gas engine
14.In a four stroke cycle petrol engine , during suction stroke

a) Only air is sucked in
b) only petrol is sucked in
c) Mixture of petrol and air is sucked in
15. In a four stroke cycle diesel engine , during suction stroke _____
a) Only air is sucked in
b) only fuel is sucked in
b) Mixture of fuel and air is sucked in d) None of the above

16.Flywheel in I.C.Engines is made of
17.Firing order of 3-cylinder engine is
18. the thermal efficiency of petrol engine as compared to diesel engine is__
19. Carburetor is used for
20. Fuel injector is used in
EXPERIMENT NO.3
PERFORMANCE TEST ON 4-S SINGLE CYLINDER PETROL ENGINE
AIM: To conduct performance test on 4 stroke single cylinder petrol engine.
APPARATUS: stop watch, petrol engine test rig
THEORY: In petrol engine, the fuel (petrol) is vaporized and mixed with the correct amount of
air in the carburetors. This mixture of petrol vapors and air is passed into the
cylinder fitted with a movable piston, where it is compressed and then ignited by an electric
spark from a spark plug. The petrol and air mixture burns rapidly to produce a large
volume of hot g a s e s i n t h e c y l i n d e r. D u e t o h i g h t e m p e r a t u r e , t h e s e h o t
gases expand and push the piston outward. The piston pushes a rod called
p i s t o n r o d . T h e p i s t o n r o d t u r n s a crankshaft, and the crankshaft turns the wheels. In
this way, the up and down movement of the piston is converted into the rotators motion of the
wheels.
Petrol engines run at higher speeds than diesels, partially due to their lighter pistons,
connecting rods and crankshaft (a design efficiency made possible by lower compression ratios)
and due to petrol burning faster than diesel. However the lower compression ratios of a petrol
engine give a lower efficiency than a diesel engine. To give an example, a petrol engine is like
operating a bicycle in its lowest gear where each push from your feet adds little energy to the
system, but you still expend energy to move your legs back to the TDC position. A diesel engine
is like operating that same bicycle in its highest gear, where each push imparts substantially more
energy to the system than in the lower gear, but with the same effort being used to move your
legs back to TDC.
INSTRUMENTATION:
ENGINE SPECIFICATION:
ENGINE
YAMAHA
BHP
3 HP
RPM
3000 RPM
FUEL
PETROL
NO OF CYLINDERS
SINGLE
BORE
70 mm
STROKE LENGTH
66.7 mm
STARTING
ROPE & PULLEY STARTING
WORKING CYCLE
FOUR STROKE
METHOD OF COOLING
AIR COOLED
METHOD OF IGNITION
SPARK IGNITION
ORIFICE DIA.
20 mm
COMPRESSION RATIO
4.67
SPARK PLUG
MICO W 160Z2
CARBURATOR
YAMAHA 1320
GOVERNOR SYSTEM
MECHANICAL GOVERNOR
TYPE
SELF EXCITED, DC SHUNT GENERATOR
POWER
1.5 KW
SPEED
3000 RPM
RATED VOLTAGE
220 V DC
(Max. Speed to run as dc motor: 2600 RPM)

RESISTANCE LAMP BANK SPECIFICATION:
RATING
2.5 kW, 1 (single phase)
VARIATION
In 10 steps, by dc switches.
COOLING
Air cooled
OBSERVATIONS:
Indicated Power
IP
Brake power
BP
bth
Indicated thermal efficiency
ith
Mechanical efficiency
mech
Frictional power
FP
DESCRIPTION:
This engine is a four stroke single cylinder, air cooled, spark ignition type petrol engine. It is
coupled to a loading system which is in this case is a DC GENERATOR, having a resistive lamp
bank which will take load with the help of dc switches and also providing motoring test facility
to find out frictional power of the engine.
FUEL MEASUREMENT:
The fuel is supplied to the engine from the main fuel tank through a graduated measuring fuel
engine (Burette) with 3 way cock. To measure the fuel consumption of the engine, fill the
burette by opening the cock. By starting a stop clock, measure the time taken to consume X cc of
fuel by the engine.
LUBRICATION:

TEMPERATURE MEASUREMENT:
A digital temperature indicator with selector switch is provided on the panel to read the
temperature in degree centigrade, directly sensed by respective thermocouples located at
different places on the test rig.
THERMOCOUPLE DETAILS
LOADING SYSTEM:
The engine shaft is directly coupled to the DC Generator which can be loaded by resistive lamp
bank. The load can be varied by switching ON the load bank. The load can be varied by
switching ON the load bank switches for various loads.
PROCEDURE:
1. Connect the instrumentation power input plug to a 230v, 50 Hz AC single phase AC supply.
Now all the digital meters namely, RPM indicator, temperature indicator display the respective
readings.
2.Fill up the petrol to the fuel tank mounted behind the panel.
3.Check the lubricating oil level in the oil sump with the dipstick provided.
4.Start the engine with the help of rope and pulley arrangement.
5.Allow the engine to stabilize the speed i.e. 2800 RPM by adjusting the accelerator knob.
6.Keep the change over switch in the generator direction.
7.Apply load (1.9 Amps).
8.Notedown all the required parameters mentioned below.
a.Speed of the engine in RPM.
b.load from ammeter in amps.

c.Burette reading in cc.
d.Manometer reading in mm.
e.Time take for consumption of Xcc petrol.
f.Exhaust gas temperature in degree C.
9. Load the engine step by step with the use of dc switches provided on the load bank such as,
1/2 load = 3.2 A / 3.8 A
3/4 load = 4.7 A / 5.7 A
Full load = 6.3 A / 7.6 A
10. Note down all required readings.
ENGINE PERFORMANCE:
1. BRAKE POWER
VI
BP =
.. Kw.
1000 x g
Where, V = DC voltage in volts.

I = DC current in amps.
g = efficiency of generator = 85%
2. MASS OF FUEL CONSUMED.
X x 0.72 x 3600
M fc =
kg/hr
1000 x T
Where, X
= burette reading in cc
0.72 = density of petrol in gram / cc

T
= time taken in seconds.
3. SPECIFIC FUEL CONSUMPTION.

Mfc
Sfc =
. Kg/kw hr
BP
4. BRAKE THERMAL EFFICIENCY
BP X 3600 X 100
..%
Mfc X cv
Where, cv = calorific value of petrol = 43500 kJ / kg.
BP = Brake Power in kW.
5. INDICATED THERMAL EFFICIENCY:
bth =
IP X 3600 X 100
ith =
%
Mfc X cv
6. MECHANICAL EFFICIENCY :
BP x 100
..%
IP
mech =
Where, BP = Brake Power in kW.

RESULT:
OBSERVATIONS:
S.No.
1
2
3
4
5
6
Voltage ( V)
Current (I)
Time taken for

10 cc of fuel in
sec
Speed(rpm)
CALCULATIONS :
Mf c
BP In
S.No. In Kg/hr Kw
Sfc in
Kg/kw hr
IP in Brake
Kw
Thermal
Efficiency
(bth ( % ))
Indicated
Thermal
Efficiency
(ith (%))
Mechanical
Efficiency
(mech(%))
1
2
3
4
5
6
PERFORMANCE TEST ON FOUR-STROKE SINGLE CYLINDER PETROL ENGINE
OBSERVATIONS:
S.No.
Voltage ( V)
Current (I)
Time taken for

10 cc of fuel in
sec
Speed(rpm)
230
28
2890
220
21
2960
200
4.7
20
2760
190
6.3
18
2660
190
7.1
17
2660
180
16
2570
CALCULATIONS:
S.No.
BP In Kw
Mf c In Kg/hr
bth ( % )
0.27058
0.462
4.838
0.7764
0.617
10.413
1.10588
0.698
14.123
1.4082
0.72
16.186
1.5870
0.762
17.235
1.6941
0.81
17.3056
VIVA QUESTIONS
1. S I engine fuels are rated by
a. Octane number
b.cetane number
b.cetane number
b. 25
c. 50
b. 25
c. 50
b. 25
c. 50
b. 25
c. 50
b.cetane number
b. wall temperature
c.both a and b d. none
8. The knocking tendency in S I engine reduces with incresing.

a.compression ratio
d.100
7. C I engine fuels are rated by

a. Octane number
d.100
6. . Cetane number of methyl napthalene is

a. 0
d.100
5. Cetane number of cetane is

a. 0
d.100
4. Octane number of n-heptane is

a. 0
[
3. Octane number of Iso octane is

a. 0
2. C I engine fuels are rated by

a. Octane number
c. engine speed
9. The self ignition temperature of diesel compared to petrol is
d.none
[
a. higher
b. lower
c.same
d. none
10. Ignition of charge by heated cylinder walls is known as

a. Pre ignition
b.Knocking
c. Ignition lag d. none
11. Stages of combustion in S.I.Engines are__________________

12. Stages of combustion in C.I.Engines are__________________
Define the following
13. Octane number
14. Cetane number
15. Detonation
16. Swirl
17. Squish
18. Tumble
19. Name different types of Combustion Chambers in S.I. Engines
EXPERIMENT NO.4
EVALUATION OF ENGINE FRICTION BY CONDUCTING MORSE ON 4-S MULTI
CYLINDER PETROL ENGINE
AIM:
To determine Frictional power of four stroke three cylinder petrol engine.
APPARATUS: stop watch, maruthi engine test rig.
THEORY:
Morse Test is applicable to multi-cylinder engines. The engine is run at desired speed and output
is noted. Then one of the cylinders is cut out by short circuiting spark plug. Under this condition
other cylinders motor this cut cylinder. The output is measured by keeping speed constant to
original value. The difference in output is measure of the indicated power of cut-out cylinder.
Thus for each cylinder indicated power is obtained to find out total indicated power.
Let,
BP = Brake Power when all cylinders are in working condition.
BP1 = Brake Power when first cylinder cut-off.
BP2 = Brake Power when second cylinder cut-off.
BP3 = Brake Power when third cylinder cut-off.
IP = Indicated Power of Engine

IP1 = Indicated Power of first cylinder
IP2 = Indicated Power of second cylinder
IP3 = Indicated Power of third cylinder
FP1, FP2, FP3 = Friction power of each cylinder
When,
All cylinders in working condition,
IP = (IP1 + IP2 + IP3) (i)
BP = (IP1 + IP2 + IP3) ( FP1+ FP2 + FP3 ) ..(ii)
First Cylinder Cut-off,
BP1 = (IP2 + IP3) ( FP1+ FP2 + FP3 ) . (iii)
Where, ( FP1+ FP2 + FP3 ) in above both eqs.(ii)&(iii) remains almost constant at constant
speed.
Subtracting Eq.(iii) from Eq.(ii), We get,
Indicated Power of first cylinder,
IP1 = (BP - BP1) .(iv)
Similarly,
Indicated Power of second cylinder
IP2 = (BP - BP2) ..(v)
Indicated Power of third cylinder
IP3 = (BP - BP3) .(vi)
Putting the values of IP1, IP2, IP3 in eq.(i),we get,
IP = (BP - BP1) + (BP - BP2) + (BP - BP3) .(vii)
Frictional Power,
FP = ( IP BP ) (viii)
INSTRUMENTATION:
1.
Digital RPM Indicator to measure the speed of the engine.
2.
3.
4.
Burette with manifold to measure the rate of fuel consumed during test
ENGINE
MARUTHI 800 ENGINE
BHP
10 H.P
RPM
1500 RPM
FUEL
PETROL
No OF CYLINDERS
THREE
BORE
70 mm
STROKE LENGTH
66 mm
STARTING
SELF START
WORKING CYCLE
FOUR STROKE
METHOD OF COOLING
WATER COOLED
METHOD OF IGNITION
SPARK IGNITION
DESCRIPTION:
The MARUTI 800 engine is a four stroke three cylinder, water cooled, spark ignition type
petrol engine. It is coupled to a loading system which is in this case is a HYDRAULIC
DYNAMOMETER.
FUEL MEASUREMENT:
The fuel is supplied to engine from the main fuel tank through a graduated measuring fuel gauge
(Burette) with 3 way cock. To measure the fuel consumption of the engine, fill the burette by
opening the cock. By starting a stop clock, measure the time taken consume X cc of fuel by the
engine.
The suction of the engine is connected to an Air tank. The atmospheric air is drawn into the
LUBRICATION:The engine is lubricated by mechanical lubrication.
ROTAMETER:
A Rota meter is provided at the inlet of engine jacket to measure the quantity of water allowed
into the engine jacket. Valves are provided to regulate the flow rate of water flowing and that can
be directly read on the rotameter in cc/sec.
LOADING SYSTEM:
The engine shaft is directly coupled to the hydraulic dynamometer and is loaded by varying the
quantity of water allowed into the dynamometer at constant pressure head. By operating the gate
valve provided on the inlet line of the dynamometer, we can vary the load. The outlet will be
connected to a valve to be adjusted depending upon the load conditions.
PROCEDURE:
1.
Run the engine at 1500 RPM & load it to 10 H.P. Morse test can be conducted by
disconnecting the power of the individual cylinder one by one with the use of knife switches
provided on the panel.
2.
Cut off one cylinder, then the engine speed will drop. Bring back the speed of the engine
to 1500 RPM by reducing the load and measuring the power developed.
3.
Repeat the above procedure by cutting off cylinders 2 & 3. (At a time only one cylinder
should be cut off)
4.
Calculate the BP with 3 cylinders, which is 10 H.P. at 1500 RPM.

Calculate BP at 1500 RPM with one cylinder cut off (with remaining two cylinders on). The
difference will give IP of one cylinder i.e., cut off cylinder. Similarly, calculate the IP of the
remaining two cylinders. Then the total IP of the engine can be calculated by adding the IP of
the individual cylinder.
5. To find out FP of the engine, deduct total BP from total IP.
CALUCLATIONS:
WxN
BP =
= KW.
C
Where, W = spring balance reading in kg.

N = Speed of the engine in RPM.
C = constant = 2000
IP1 = BP (total) - BP 2 & 3
IP(total) = IP1 + IP2 + IP3
Therefore,
Frictional Power,
FP = IP (total) - BP (total)
RESULT: Indicated power and Frictional power of the given engine is determined.
TEST:
Running Cut
off Load in kg
RPM
Cylinder cylinder no.
BP of running IP of
cylinder
cut
off
cylinder
nos.
OBSERVATIONS &CALCULATIONS:
S.No.
Running
Cut off
cylinder no.
cylinder no.
Load in
RPM
kg
BP
of IP of cut
Running
off
Cylinder
cylinder
1680
6.6
9.8695
4.1
1680
3.3825
3.1275
4.4
1680
3.63
2.97
IPtotal
=
=
FP
3.9
1680
3.2175
IP1 + IP2+IP3
3.1275+2.97+ 3.382
9.8695 kW
= IPtotal - BPtotal
= 9.8695 6.6
= 3.2695 kW
VIVA QUESTIONS
1. Can Morse test be conducted on a single cylinder engine?
2. What is the purpose of conducting the Morse test?
3. What are the precautions to be taken during conducting Morse test?
4. Define mechanical efficiency.
5. Define Indicated Power.
6. Define Brake Power.
7. Define brake thermal efficiency.
8. Define indicated thermal efficiency
9. How frictional power is determined in multi cylinder engines.
10. What is the function of carburetor?
3.382
EXPERIMENT NO.5
HEAT BALANCE SHEET ON 4-S SINGLE CYLINDER DIESEL ENGINE
AIM:
The experiment is conducted to study heat balance sheet on the diesel engine.
APPARATUS: Stop watch, diesel engine test rig.
THEORY:
The performance of an engine is usually studied by heat balance-sheet. A heat balance sheet is an
account of heat supplied and heat utilised in various ways in the system. Necessary information
concerning the performance of the engine is obtained from the heat balance sheet. The heat
balance sheet is generally done on second basis or minute basis or hour basis.
The heat supplied to the engine is only in the form of fuel heat and is equal to.
Qs = mf x C.V
Where,
mf = mass of fuel used in kg/min
C.V = Calorific value of fuel in KJ /kg
The main components of the heat balance are:
Heat equivalent to the effective (brake) work of the engine,
Heat rejected to the cooling medium,
Heat carried away from the engine with the exhaust gases, and
Unaccounted losses.
The unaccounted losses include the radiation losses from the various parts of the engine and heat
lost due to incomplete combustion. The friction loss is not shown as a separate item to the heat
balance-sheet as the friction loss ultimately reappears as heat in cooling water, exhaust and
radiation.
INSTRUMENTATION:
1) Digital RPM indicator to measure the speed of the engine.
2) Digital temperature indicator to measure various temperatures.
3) Differential manometer to measure quantity of air sucked into cylinder.
4) Burette with manifold to measure the rate of fuel consumed during test.
5) Rota meters of range 15LPM & 10LPM are used for direct measurement of water flow rate
to the engine and calorimeter respectively.
MAKE
KIRLOSKAR
BHP
5 HP
SPEED
1500 RPM
NO. OF CYLINDER
SINGLE
COMPRESSION RATIO
23.12: 1
BORE
80 mm
STROKE
110 mm
ORIFICE DIAMETER
20 mm
TYPE OF IGNITION
METHOD OF STARTING
CRANK START
METHOD OF COOLING
WATER COOLED
METHOD OF LOADING
EDDY CURRENT DYNAMOMTER
DESCRIPTION OF THE APPARATUS:

The equipment consists of a Brand new KIRLOSKAR make AV1 model Diesel Engine (Crank
started) of 5HP (3.7 KW) capacity and is water cooled. The engine is coupled to a Eddy current
Dynamometer for loading purposes. Cooling is done by an external shaft in a separate bearing
house. The dynamometer is connected to the Load Cell with digital load indication. The test
rig comes with a separate control panel made of NOVAPAN board that houses all the indicators,
accessories and necessary instrumentations at appropriate positions. The testing arrangement is
mounted on an aesthetically designed self sustained sturdy frame made of MS channels with anti
vibration mounts
LOADING SYSTEM:
The engine is coupled to a Eddy current Dynamometer for loading purposes. The
dynamometer is connected to the Load Cell with digital load indication. Torque will be shown
directly on indicator.
FUEL MEASUREMENT
measure the time taken to consume X cc of fuel
LUBRICATION:
PROCEDURE:
1. Give the necessary electrical connections to the panel.
2. Check the lubricating oil level in the engine.
3. Check the fuel level in the tank.
4. Allow the water to flow to the engine and the calorimeter and adjust the flow rate to
6LPM & 3LPM respectively.
5. Release the load if any on the dynamometer.
6. Open the three-way cock so that fuel flows to the engine.
7. Start the engine by cranking.
8. Allow to attain the steady state.
9. Set the compression ratio-see Annexure I for detail.
10. Switch on the load controller and slowly load the engine by rotating the knob
clockwise.
11. Note the following readings for particular condition,
a. Engine Speed.
b. Time taken for______ cc of diesel consumption.
c. Rota meter reading.
d. Manometer readings , in cm of water &
e. Temperatures at different locations.
12. Repeat the experiment for different loads and note down the above readings.
13. After the completion release the load and then switch of the engine.
14. Allow the water to flow for few minutes and turn it off.
T1 = AMBIENT TEMPERATURE = Ta
T2 = WATER INLET TEMPERATURE TO CALORIMETER & ENGINE JACKET = Tci, Tei
T3 = TEMPERATURE OF WATER OUTLET FROM ENGINE JACKET = Teo
T4 = WATER OUTLET TEMPERATURE FROM CALORIMETER = Tco
T5 = GAS INLET TEMPERATURE TO CALORIMETER = Tgi.
T6 = GAS OUTLET TEMPERATURE TO CALORIMETER = Tgo
OBSERVATIONS:
SI.NO
Speed(RPM)
SINO:
T1
Load applied
F N
T2
Manometer Reading
h2
hw=(h1+h2)
h1
T3
T4
T5
Time for 10cc of

fuel collected, t
sec
T6
SINO:
Engine Water Flow rate, LPM1
Calorimeter water Flow rate, LPM2
CALCULATIONS:
1. Mass of fuel consumed, mf
X x density of fuel x 3600
mf =
1000 x T
Kg/hr
Where,
density of Diesel is = 0.827
X is the volume of fuel consumed = 10ml
t is time taken in seconds
2. Heat Input, HI
HI = mf X Calorific value of fuel KW
Where,
Calorific value of diesel = 44631.96 KJ/kg
3. Output or Brake Power, BP
2NT
Engine output BP = 60000
Where,
N is speed in RPM,
KW
T=Torque on the load indicator
Calculation of head of air, ha

w
ha =
hw
Where,
= 1000
= 1.2
@ R.T.P
is the head in water column in m of water.
=Actual volume of air taken =Cd a 2gha
Qa
Where,
= coefficient of discharge of orifice = 0.62
x 3600
a = area at the orifice = ((0.02)2/4)

ha= head in air column, m of air.
TABULATION:
SI.NO:
Heat input
Output
Head of
actual
power or
air ha
volume of
Brake
air taken
power
Qa
Heat Balance Sheet Calculations IN SECONDS basis:

1. Heat Input---A
A = mf X Calorific value KW
2. Heat to BP ---B
B=
KW
3. Heat to cooling water---C

C =mweXCpw X (Tei- Teo) KW
Where,
= cooling water flow rate to the engine from Rota meter
=LPM1/60 Kg/sec
Cpw
=Specific Heat of water =4.18 KJ/Kg
4. Heat to exhaust gases---D

D=(mf+ Qa) XCpw X (
) X [(Tgci- Ta)/(Tgco-Tgci)] KW
Where,
mf
= mass of fuel consumed in kg/sec

Specific heat of water
= Engine surrounding temperature.
= Gas Inlet temp to calorimeter.
= Gas outlet temp from calorimeter.
= Gas Inlet temp to calorimeter
= Water Inlet temp to calorimeter

= Water outlet temp from calorimeter
5. Heat Unaccounted
E=A-(B+C+D) KW
HEAT BALANCE SHEET:

SI.no:
1
2
3
4
5
Particulars
Heat InputA
Heat to BPB
Heat to cooling WaterC
Heat to Exhaust Gases--D
Heat UnaccountedE
Heat Content KW
%
100
B/A =
C/A =
D/A =
E/A=
RESULT:
PRECAUTIONS:
1. Do not run the engine if supply voltage is less than 180V

2. Do not run the engine without the supply of water.
3. Supply water free from dust to prevent blockage in rotameters, engine head and
calorimeter.
4. Note the range of the water supply provided is an approximate standard values,
however the user may select the operating range to his convenience not less than 3 &
2 LPM for engine and calorimeter respectively.
5. Do not forget to give electrical earth and neutral connections correctly.

6. Frequently, at least once in three months, grease all visual moving parts.
7. At least once in a week, operate the unit for five minutes to prevent any clogging of
moving parts.
8. It is recommended to run the engine at 1500rpm otherwise the rotating parts and
bearing of engine may run out.
9. In case of any major faults, please write to the manufacturers and to do not attempt
to repair.
VIVA QUESTIONS:
1. The two stroke petrol engine works on
2. In two stroke engine the cycle is completed in______.
3. In two stroke engine how many process are there?
4. During expansion stroke the air in the crank case is
5. What is the formula for fuel consumption?
6. Density of petrol is
7. What is the unit of fuel consumption?
8. What is the cross sectional area of the orifice?
9. Density of air is
10. What is the gas constant of air?
EXPERIMENT NO.6
RETARDATION TEST ON 4- S SINGLE CYLINDER DIESEL ENGINE
AIM: Determination of frictional power of an engine by retardation through additional flywheel
method.
APPARATUS: stop watch, single cylinder diesel engine test rig.
THEORY: Retardation test is particularly suitable for use all medium and low speed IC engines
having larger flywheels. It is a convenient method to determine the friction power of the engine.
This method consists of retarding the engine to various speed ranges and noting the time taken
for the engine to retard to these speed changes. This can be repeated at a predetermined load and
the friction is determined by plotting the graph between time and speed change. On no load
condition, when the flywheel is retarded to lower speeds the corresponding time to reach the
particular range increases. So the curve slopes down. When the engine is loaded the brake power
of the engine increases. We know that brake power is proportional to torque. Therefore the
torque on the engine also increases. Torque =I*R, where I is the moment of inertia and R is
angular retardation of the flywheel. Hence when the engine is loaded, the time taken to reduce
speed for a particular speed range decreases. Since R proportional to N/t, at higher load
conditions the time Vs speed curve will be steeper.
INSTRUMENTATION:
1. Digital speed indicator to measure the speed of the engine.
2. Digital temperature indicator to measure various temperatures.
3. Differential manometer to measure quantity of air sucked into cylinder.
4. Burette with manifold to measure the rate of fuel consumed.
ENGINE
FOUR STROKE SINGLE CYLINDER
BHP
5 HP
SPEED
1500 rpm
FUEL
DIESEL
No OF CYLINDERS
SINGLE
BORE DIA
80 mm
STROKE LENGTH
110 mm
STARTING
CRANKI NG
WORKING CYCLE
FOUR STROKE
METHOD OF COOLING
WATER COOLED
METHOD OF IGNITION
DESCRIPTION
The mechanical brake drum is fixed to the engine flywheel and the engine mounted on the M.S.
channel chasi and further mounted on antivibromounts. A separate panel board is used to fix
burette with 3 way cock, digital temperature indicator & rpm indicator, temperature selector
switch, U tube manometer.
LOADING SYSTEM:
The brake drum is directly coupled to the engine flywheel and a rope brake is wounded around
the drum, Top end of the rope is connected to a spring balance and bottom end of the rope is
connected to a weight platform. The load to the engine can be varied by adding slotted weights
provided on to the platform. (Please see that the weight platform is above the base, while the
engine is loaded; to do so, use the hand wheel provided on the loading frame).
FUEL MEASUREMENT:
gauge (Burette).
LUBRICATION:
PROCEDURE:
1. Start the engine and allow it to stebilize rated speed. (1500 rpm).
2. Remove the brake load by removing the dead weight of the dead weight and rope to keep the
speed at 1500 rpm.
3. Cut off the fuel supply completely by pressing the rack of the fuel pump to stop position.
4. Note down the time taken in second (t1) for the speed to come down from 1500 to 1400 rpm.
5. Now declutch the additional flywheel even while the engine running. Repeat the steps 2 to 4
and note down the time (t2) for the engine to come down from 1500 to 1400 rpm.
In both cases, the engine speed comes down only due to frictional power of the engine. From
these, we can observe that the time t1 is greater than t2 because of inertia of the additional
flywheel.
The frictional power of the engine can be calculated by using following formula:
1.
Mass moment of inertia of additional flywheel.

If . kg m/sec2
=
g
But,
If = W x r2 . Kg. m2
Where, W = weight of the additional flywheel in kg = 40 kg.

r
= radius of the additional flywheel in meter.
2. Angular deceleration.
2 (N1 - N2)
rad/sec2
a. with additional flywheel, Ad1 =

60 t1
2 (N1 N2)
rad/sec2
b. without additional flywheel, Ad2 =

60 t2
Where, N1 = Initial speed of the engine (1500 rpm)
N2 = Final speed of the engine (1400 rpm)
t1
= Time taken for the speed to come down from 1500 to 1400 RPM with
flywheel.
t2
= Time taken for the speed to come down from 1500 to 1400 RPM
without flywheel.
There fore,
Frictional torque = mass moment of inertia x angular deceleration
i.e.
Tf = If
x Ad1
To find frictional power,

2 N Tf
FP =
60
N1 + N2
where, N = average speed =
2
Tf = Frictional torque.
RESULT:
TABULAR COLUMN (For retardation test):
S.
Load
No. (Kg)
t1
(sec)
t2
(sec)
Angular deceleration Speed

(rad/sec2)
range
(rpm)
Frictional
Torque (kg.m)
Frictio
nal
Power
With
flywhe
el
Without
flywheel
SAMPLE OBSERVATIONS &CALCULATIONS:

S.No.
Load
kg
in T1(sec)
Angular deceleration
T2(sec) (rad/sec2)
With
flywheel
Without
flywheel
Speed
Frictional
range
Torque
(rpm (kg.m)
)
10
15.7
17.45
1500
12.81
11
14.279
19.63
1500
11.679
13
12.08
26.179
1500
9.88
VIVA QUESTIONS:
1. Heat supplied to the engine is
2. Mass of fuel consumed is
3. What is formula for BP?
4. What is the torque unit?
5. What is the formula for torque?
6. The effective brake drum radius is
7. Heat carried away by cooling water is
8. Heat carried away by exhaust gases is
9. What is the unit of mass flow rate?
10. What is the unit of brake power?
EXPERIMENT NO.7
MOTORING TEST ON 4-S SINGLE CYLINDER PETROL ENGINE
AIM:
To measure the FP of the given four stroke single cylinder petrol engine by MOTORING TEST.
APPARATUS: Single cylinder petrol engine test rig
THEORY:
In the motoring test, the engine is first run up to the desired speed by its own power and allowed
to remain at the given speed and load conditions for some time so that oil, water, and engine
component temperatures reach stable conditions. The power of the engine during this period is
absorbed by a swinging field type electric dynamometer, which is most suitable for this test. The
fuel supply is then cut-off and by suitable electric-switching devices the dynamometer is
converted to run as a motor to drive for motor the engine at the same speed at which it was
previously running. The power supply to the motor is measured which is a measure of the fhp of
the engine. During the motoring test the water supply is also cut-off so that the actual operating
temperatures are maintained. This method, though determines the fp at temperature conditions
very near to the actual operating temperatures at the test speed and load, does, not give the true
losses occurring under firing conditions. Motoring method, however, gives reasonably good
results and is very suitable for finding the losses due to various engine components. This insight
into the losses caused by various components and other parameters is obtained by progressive
stripping-off of the under progressive dismantling conditions keeping water and oil circulation
intact. Then the cylinder head can be removed to evaluate, by difference, the compression loss.
In this manner piston ring, piston etc. can be removed and evaluated for their effect on overall
friction.
INSTRUMENTATION:
ENGINE
YAMAHA
BHP
3 HP
RPM
3000 RPM
FUEL
PETROL
NO OF CYLINDERS :
SINGLE
BORE
70 mm
STROKE LENGTH :
66.7 mm
STARTING
ROPE & PULLEY STARTING
WORKING CYCLE :
FOUR STROKE
METHOD OF COOLING
AIR COOLED
METHOD OF IGNITION
SPARK IGNITION
ORIFICE DIA.
20 mm
COMPRESSION RATIO
4.67
SPARK PLUG
MICO W 160Z2
CARBURATOR
YAMAHA 1320
GOVERNOR SYSTEM
MECHANICAL GOVERNOR
TYPE :
SELF EXCITED, DC SHUNT GENERATOR
POWER
1.5 KW
SPEED
3000 RPM
RATED VOLTAGE
: 220 V DC (Max. speed to run as dc motor : 2600 RPM)
RESISTANCE LAMP BANK SPECIFICATION:

RATING
2.5 Kw, 1 (single phase)
VARIATION :
In 10 steps, by dc switches.
COOLING
Air cooled
DESCRIPTION:
This engine is a four stroke single cylinder, air cooled, spark ignition type petrol engine. It is
coupled to a loading system which is in this case is a DC GENERATOR, having a resistive lamp
bank which will take load with the help of dc switches and also providing motoring test facility
to find out frictional power of the engine.
FUEL MEASUREMENT:
fuel by the engine.
LUBRICATION:
LOADING SYSTEM:
The engine shaft is directly coupled to the DC Generator which can be loaded by resistive lamp
bank. The load can be varied by switching ON the load bank. The load can be varied by
switching ON the load bank switches for various loads.
PROCEDURE:
1. To conduct the motoring test, first connect the rectifier to the panel board.
2. Remove the spark plug connection from the engine & switch off the ignition switch.
3. Keep the change over switch in the motoring direction.
4. Now slowly increase the power using Variac provided in the rectifier circuit.
5. Increase the speed up to 2800 RPM and note down the armature current and voltage.
6. Now slowly decrease the power and turn the change over switch to OFF condition.
FRICTIONAL POWER OF THE ENGINE:
FP (ENGINE) =
FP (TOTAL) - FP (MOTOR)
Where, FP (MOTOR) = No load generator losses.

FP (TOTAL) = Total frictional power.
Vx I
=
. kW.
1000 x
There fore, FP = .. KW
RESULT:
OBSERVATION:
S.NO
SPEED
VOLTAGE
CURRENT
FRICTIONAL POWER
SAMPLE OBSERVATIONS &CALCULATIONS:

S.No
Voltage ( V )
Current ( I )
Frictional Power
156
3.5
0.64
183
0.86
220
4.5
1.16
234
4.75
1.3
266
5.06
1.58
VIVA QUESTIONS
1. Explain the air-fuel ratio?
2. What is Injection Timing?

3. What are the methods of available for improving the performance of an engine?
4. Distinguish between power and specific output?
5. What is the importance of specific fuel consumption?
6. What is the torque of an engine?
7. What is the function of the carburetor?
EXPERIMENT NO.8
I.C.ENGINES A/F RATIO AND VOLUMETRIC EFFICIENCY DETERMINATION
AIM:
To determine A/F Ratio and Volumetric Efficiency on the four stroke twin cylinder diesel engine
APPARATUS: Stop watch, twin cylinder diesel engine test rig.
THEORY:
Air- fuel ratio is the ratio of mass of fuel to mass of air in mixture. It effects the phenomenon of
combustion and used for determining flame propagation velocity, the heat released in
combustion chamber. Volumetric efficiency of an engine is an indication of the measure of the
degree to which the engine fills its swept volume. It is defined as the ratio of the mass of air
inducted into the engine cylinder during the suction stroke to the mass of the air corresponding to
the swept volume of the engine at atmospheric pressure and temperature. Alternatively, it can be
defined as the ratio of the actual volume inhaled during suction stroke measured at intake
conditions to the swept volume of the piston.
Fuel-air ratio (F/A) is the ratio of the mass of fuel to the mass of air in the fuel-air mixture. Airfuel ratio (A/F) is reciprocal of fuel-air ratio. Fuel-air ratio of the mixture affects the combustion
phenomenon in that it determines the flame propagation velocity, the heat release in the
combustion chamber, the maximum temperature and the completeness of combustion.
INSTRUMENTATION:
1. Digital RPM indicator to measure the speed of the engine.
4. Burette with manifold to measure the rate of fuel consumed during test.
5. Digital Voltmeter 0-500 V with selector switch.
6. Digital Ammeter 0-20 A with selector switch.
MAKE
KIRLOSKAR
BHP
10 HP
SPEED
1500 RPM
NO. OF CYLINDER
TWO
COMPRESSION RATIO
17.5: 1
BORE
87.5 mm
STROKE
110 mm
ORIFICE DIAMETER
20 mm
TYPE OF IGNITION
METHOD OF STARTING
CRANK START
METHOD OF COOLING
WATER COOLED
METHOD OF LOADING
AC GENERATOR
DESCRIPTION: The A.C. generator is fixed to the Engine shaft and is mounted on a M.S.
Channel Frame. Panel board is used to fix burette with 3-way cock, digital RPM indicator and
U tube manometer.
TO DETERMINE THE FOLLOWING:
Brake Power
BP
Specific fuel consumption
Sfc
Actual volume
Vs
bth
Swept volume
Vs
Volumetric efficiency
LOADING SYSTEM:
The engine Test Rig is directly coupled to an AC Generator 3 Phase, 7.5kW, 50 Hz, which in turn
is loaded by resistance load bank. The load can be varied in steps of , , , and full load by
operating the rotary switches provided in the Load bank panel.
Between voltage each phase & Neutral BP = 3 VI cos
Where, v = Voltage across two phase
FUEL MEASUREMENT

LUBRICATION:
T1 = Inlet water temperature of engine jacket & calorimeter.
T2 = Outlet water temperature of engine jacket.
T3 = Temperature of water outlet from calorimeter.
T4 = Temperature of exhaust gas inlet to calorimeter.
T5 = Temperautre of exhaust gas outlet from calorimeter.
T6 = Ambient temperature.
PROCEDURE:
1. Connect the panel instrumentation input power line at 230v 50hz, single-phase power
source.
2. Connect the inlet and outlet water connection to the engine and calorimeter.
3. Fill fuel into the fuel tank mounted on the panel frame.
4. Check the lubricating oil in the engine sump with the help of dipstick provided.
5. Open the fuel cock provided under the Burette and ensures no air trapped in the fuel line
connecting fuel tank and engine.
6. De-compress the engine by decompression lever provided on the top of the engine head.
(Lift the lever for decompression)
7. Crank the engine slowly with the help of handle provided and ascertains proper flow of
fuel into the pump and in turn through the nozzle into the engine cylinder. Increase
cranking rate and pull the compression lever down, now the engine start. Allow then
engine to run and stabilize at approximately 1500 RPM. (The engine is a constant speed
engine, fitted with centrifugal governor).
8. Now load the engine by operating the rotary switches on the resistance load bank, in steps
of , , & full load.
9. Note down the required parameters, indicated on the panel instruments on each load step.
a. Speed of the engine from digital RPM indicator.
b. Voltage & current from voltmeter & ammeter respectively,
c. Fuel consumption from burette.
d. Quantity of airflow from manometer.
e. Different temperatures from Temperature indicator.
10. Turn off the fuel knob provided on the panel after the test.
CALCULATIONS:
1. MASS OF FUEL CONSUMED:
X x 0.82 x 3600
M fc
kg/ hr
1000 x T
Where, X = burette reading in cc
0.82 = density of diesel in gram / cc,
T = time taken in seconds.
2. SPECIFIC FUEL CONSUMPTION:

mfc
Sfc =
kg/kW hr
BP
3. ACTUAL VOLUME OF AIR SUCKED IN TO THE CYLINDER:

Va = Cd x A x 2gH
x 3600 m3/hr
w
h
Where, H =
X
1000
. meter of water.
a
A = area of orifice = d2 / 4
H = manometer reading in mm
w = density of water = 1000 kg/m3
Cd
= co efficient of discharge = 0.62
4. MASS OF AIR ACTUALLY CONSUMED BY THE CYLINDER:

Ma = Va a
5. AIR FUEL RATIO :
Ma/Mf
6. SWEPT VOLUME:
d2
VS =
L (N/2) 60
4
Where, d = dia of bore
= 80 mm
L = length of stroke = 110 mm
N = Speed of the engine in rpm
7. VOLUMETRIC EFFICIENCY:
Va
v =
X 100 . %
VS
RESULT:
OBSERVATION:
S. No.
RPM
Current (I)
Voltage (V )
RY
S. No.
Mfc
Kg/hr
Sfc
Kg/Kw-hr
1. What is volumetric efficiency?
BR
Actal
volume of
air sucked
Va m3/hr
Viva Questions
YB
Time taken for

10 cc of fuel in
sec
Swept
volume
Vs
Air-fuel
ratio
Volumetric
efficiency
v
2. What is air fuel ratio in two stroke single cylinder petrol engine?
3. What is air delivery ratio in two stroke single cylinder petrol engine?
4. What is tapping efficiency?
5. Define pressure lose coefficient?
6. Define excess Air factor?
7. What are the assumptions made on air standard efficiency?
8. Define compression ratio.
EXPERIMENT NO.9
STUDY OF BOILERS
STUDY OF LANCASHIRE BOILER
AIM: To study Lancashire boiler.
Theory: A boiler is a closed vessel in which the heat produced by the combustion of fuel is
transferred to water for its conversion in to steam at the desired temperature and pressure
Evaporating the water at appropriate temperatures and pressures in boilers does the generation of
system. A boiler is defined as a set of units, combined together consisting of an apparatus for
producing and recovering heat by igniting certain fuel, together with arrangement for transferring
heat so as to make it available to water, which could be heated and vaporized to steam form. One
of the important types of boilers is Lancashire boiler.
Observation: Lancashire boiler has two large diameter tubes called flues, through which the hot
gases pass. The water filled in the main shell is heated from within alround the flues and also
from bottom and sides of the shell, with the help of other masonry ducts constructed in the boiler
as described below.
The main boiler shell is of about 1.85 to 2.75 m in diameter and about 8 m long. Two
large tubes of 75 to 105 cm diameter pass from end to end through this shell. These are called
flues. Each flue is proved with a fire door and a grate on the front end. The shell is placed in a
placed in a masonry structure which forms the external flues through which, also, hot gases pass
and thus the boiler shell also forms a part of the heating surface. The whole arrangement of the
brickwork and placing of boiler shell and flues is as shown in fig.
SS is the boiler shell enclosing the main flue tubes. SF are the side flues running along
the length of the shell and BF is the bottom flue. Side and bottom flues are the ducts, which are
provided in masonry it self.
The draught in this boiler is produced by chimney. The hot gases starting from the grate
travel all along the flues tubes; and thus transmits heat through the surface of the flues. On
reaching at the back end of the boiler they go down through a passage, they heat water through
the lower portion of the main water shell. On reaching again at front end they bifurcate to the
side flues and travel in the forward direction till finally they reach in the smoke chamber from
where they pass onto chimney.
During passage through the side flues also they provide heat to the water through a part
of the main shell. Thus it will be seen that sufficient amount of area is provided as heating
surface by the flue tubes and by a large portion of the shell
Operating the dampers L placed at the exit of the flues may regulate the flow of the
gases. Suitable firebricks line the flues. The boiler is equipped with suitable firebricks line the
flues. The boiler is equipped with suitable mountings and accessories.
There is a special advantage possessed by such types of boilers. The products of
combustion are carried through the bottom flues only after they have passed through the main
flue tubes, hence the hottest portion does not lie in the bottom of the boiler, where the sediment
contained in water as impurities is likely
to fall. Therefore there are less chances of unduly
heating the plates at the bottom due to these sediments.

Result: The Lancashire boiler is studied.
VIVA QUESTIONS:
1. Explain the construction & working of various mountings of boiler?
2. Explain the construction & function of accessories of a boiler?
3. State the location and function of safety valve in a boiler?
4. State any four salient features of low pressure boiler?
5. Give the advantage of low pressure boiler?
STUDY OF BABCOCK-WILCOX BOILER

Aim: To study Babcock-Wilcox boiler.
Theory: Evaporating the water at appropriate temperatures and pressures in boilers does the
generation of steam. A boiler is defined as a set of units, combined together consisting of an
apparatus for producing and recovering heat by igniting certain fuel, together with arrangement
for transferring heat so as to make it available to water, which could be heated and vaporized to
steam form. One of the important types of boilers is Babcock-Wilcox boiler.
Observation: In thermal powerhouses, Babcock Wilcox boilers do generation of steam in large

quantities.
The boiler consists essentially of three parts.
1. A number of inclined water tubes: They extend all over the furnace. Water circulates through
them and is heated.
2. A horizontal stream and water drum: Here steam separate from the water which is kept
circulating through the tubes and drum.
3. Combustion chambers: The whole of space where water tubes are laid is divided into three
separate chambers, connected to each other so that hot gases pass from one to the other and give
out heat in each chamber gradually. Thus the first chamber is the hottest and the last one is at the
lowest temperature. All of these constituents have been shown as in fig.
The Water tubes 76.2 to 109 mm in diameter are connected with each other and with the
drum by vertical passages at each end called headers. Tubes are inclined in such a way that they
slope down towards the back. The rear header is called the down-take header and the front
header is called the uptake header has been represented in the fig as DC and VH respectively.
Whole of the assembly of tubes is hung along with the drum in a room made of masonry
work,lined with fire bricks. This room is divided into three compartments A,B,and C as
shown in fig,so that first of all, the hot gases rise in A and go down inn B,again rises up in C, and
then the led to the chimney through the smoke chamber C.
A mud collector M is attached to the rear and lowest point of the boiler into which the
sediment i.e. suspended impurities of water are collected due to gravity, during its passage
through the down take header.
Below the front uptake header is situated the grate of the furnace, either automatically or
manually fired depending upon the size of the boiler. The direction of hot gases is maintained
upwards by the baffles L.
In the steam and water drum the steam is separated from the water and the remaining
water travels to the back end of the drum and descends through the down take header where it is
subjected to the action of fire of which the temperature goes on increasing towards the uptake
header.Then it enters the drum where the separation occurs and similar process continuous
further.
For the purpose of super heating the stream addition sets of tubes of U-shape fixed
horizontally,are fitted in the chamber between the water tubes and the drum. The steam passes
from the steam face of the drum downwards into the super heater entering at its upper part, and
spreads towards the bottom .Finally the steam enters the water box W, at the bottom in a super
heated condition from where it is taken out through the outlet pipes.
The boiler is fitted with the usual mountings like main stop valve M, safety valve S, and
feed valve F, and preesure gauge P.
Main stop valve is used to regulate flow of steam from the boiler, to steam pipe or from
one steam pipe to other.
The function of safety valve is to safe guard the boiler from the hazard of pressures
higher than the design value. They automatically discharge steam from the boiler if inside
pressure exceeds design-specified limit.
Feed check valve is used to control the supply of water to the boiler and to prevent the
escaping of water from boiler due to high pressure inside.
Pressure gauge is an instrument, which record the inside pressure of the boiler.
When steam is raised from a cold boiler, an arrangement is provided for flooding the
super heater. By this arrangement the super heater is filled with the water up to the level. Any
steam is formed while the super heater is flooded is delivered to the drum ultimately when it is
raised to the working pressure. Now the waterr is drained off from the super heater through the
cock provided for this purpose, and then steam is let in for super heating purposes.
Result: The Babcock Wilcox boiler is studied.
VIVA QUESTIONS
1. The function of fusible plug in a boiler is to
a) Control pressure
b) control water level
c) Extinguish fire
d) generate steam
b) natural draught c) forced draught d) none [
2. In case of locomotive boiler, the draught is produced by

a) Chimney
b) steam jet
c) fan d) blower
3.Which one of the following is a modern high-pressure boiler?

a) La Mont boiler
b) Babcock & Wilcox boiler
c) Cochran boiler
d) simple vertical boiler
4. The cycle efficiency of a modern thermal power plant is approximately

a) 29%
b) 60%
c) 80% d) 44%
5. The draught, which a chimney produces, is

a) Induced draught
6.The artificial draught is produced by

a) Induced fan b) forced fan c) induced and forced fan d)all
7. For the induced draught, the fan is located

a) Near bottom of chimney
b) near bottom of furnace
c) At the top of chimney
d) anywhere permissible.
8. The efficiency of chimney is approximately

a) 80% b) 40% c) 20%
d) 0.25%
9. The pressure at the furnace is minimum in case of

a) Forced draught
b) induced draught
c) Balanced draught
d) natural draught
10. For the same draught produced, the power of induced draught fan compared to forced
draught fan is
a) less
b) more
c)same d) not predictable
EXPERIMENT NO.10
PERFORMANCE TEST ON RECIPROCATING AIR COMPRESSOR
AIM: To determine the volumetric efficiency and isothermal efficiency of the Reciprocating
air compressor.
APPARATUS: Reciprocating air compressor test rig.
THEORY:
The two stage reciprocating compressor consists of a cylinder, piston, inlet and exit valves which
is powered by a motor. Air is sucked from atmosphere and compressed in the first cylinder (Low
pressure) and passed to the second cylinder (High pressure) through an inter cooler. In the second
cylinder, air is compressed to high pressure and stored in the air tank. During the downward
motion of the piston, the pressure inside the cylinder drops below the atmospheric pressure and
the inlet valve is opened due to the pressure difference. Air enters into the cylinder till the piston
reaches the bottom dead center and as the piston starts moving upwards, the inlet valve is closed
and the pressure starts increasing continuously until the pressure inside the cylinder above the
pressure of the delivery side which is connected to the receiver tank. Then the delivery valve
opens and air is delivered to the air tank till the TDC is reached. At the end of the delivery stroke
a small volume of high pressure air is left in the clearance volume. Air at high pressure in the
clearance volume starts expanding as the piston starts moving downwards up to the atmospheric
pressure and falls below as piston moves downward. Thus the cycle is repeated. The suction,
compression and delivery of air take place in two strokes / one revolution of the crank
INSTRUMENTATION:
4. Pressure gauges to measure compressed air.
SPECIFICATIONS:
Make
ELGI
Capacity
3 HP
Dia of L.P. Cylinder
70mm
Stroke length
85mm
Dia of H.P. Cylinder
50mm
Reservoir tank capacity
160 litres
DESCRIPTION:
The apparatus consists of two stage ELGI make Reciprocating air compressor of 3 HP capacity. The
compressor is fitted with similar capacity motor as a driver and 160 litre capacity reservoir tank. An
air tank with orifice plate assembly is provided to measure the volume of air taken and is done using
the acrylic manometer provided. Compressed air is stored in an air reservoir, which is provided with
a pressure gauge and automatic cut-off. Temperature is read using the digital temperature indicator
and speed by digital RPM indicator. All the measurements and controls are placed in a separate
NOVAPAN board control panel unit with all necessary instrumentation.
PROCEDURE:
1. Check the necessary electrical connections and also for the direction of motor.
2. Check the lubricating oil level in the compressor and start the compressor by switching the
motor.
3. The slow increase of pressure inside the air reservoir is observed.
4. Maintain the required pressure by slowly operating the discharge valve(open/close).(Note there
may be slight variation in the pressure readings since it is a dynamic process and the reservoir will
be filled continuously till the cut-off)
5. Note down the readings like speed of compressor, manometer readings, delivery pressure,
temperatures, energy meter in the respective units.
6. Repeat the experiment for different delivery pressures.
7. Once the set of readings are taken switch of the compressor.
8. The air stored in the tank is discharged. Be careful while doing so, because the compressed air
passing through the small area also act as a air jet which may damage you or your surroundings.
9. Repeat the above two steps for every experiment.
CALUCLATIONS:
1. AIR HEAD CAUSING THE FLOW ha
hw water
ha
m of air
air
where
hw water column reading in m of water
water is the density of the water = 1000kg/m3
air is the density of air = 1.293kg/m3
2. ACTUAL VOLUME OF AIR COMPRESSED Qa
Qa = Cd a 2gha
Where
ha is air head causing the flow in m of air
m3/s
Cd = co-efficient of discharge = 0.62

A = area of the orifice = (d2)/4 m2
Where d = diameter of orifice = 0.02m
3. THEORETICAL VOLUME OF COMPRESSED AIR Qth
(d2)/4 D2LN
Qth =
60
Where
D is the diameter of the LP cylinder = 0.07m
L is the stroke length = 0.085m
N is the speed of compressor in rpm
4. INPUT POWER
3600nm
Input Power =
kT
where
n = number of revolutions of energy meter (say 5)
k = energy meter constant
T = time for 5 revolutions of energy meter in seconds
m= efficiency of belt transmission = 75%
5. ISOTHERMAL WORK DONE
Work done =
PaVa ln r
KW
Where
Pa = atmospheric pressure
Va = actual volume of air compressed
r = compression ratio
delivery gauge pressure + Atmospheric pressure
r=
atmospheric pressure
atmospheric pressure = 101.325KPa
m3/s
6. VOLUMETRIC EFFICIENCY
vol = (Qa/Qth)100
7. ISOTHERMAL EFFICIENCY
Isothermal work done 100
iso =
input power
RESULT:
OBSERVATION TABLE
Compress
Delivery
Time for n
Manometer
Head
Actual
or
pressure
revolutions
Readings in m
of air
ha m
Speed N
r.p.m
Kg/cm
of energy
meter,T sec
h1 h2 h1-h2
Theoretical
Isothermal
Isothermal
Volumetric
volume volume of
workdone
efficiency
efficiency
of air
air
KW
iso%
vol%
compr
compressed
essed
Qth m3/s
Qa m3/s
VIVA QUESTIONS:
1. Classify the air compressor?
2. Explain the working of Reciprocating air compressor?
3. Differentiate between Reciprocating & Centrifugal compressor?
4. Define positive displacement compressor?
5. Define non positive displacement compressor?
EXPERIMENT NO 11
ASSEMBLY AND DISASSEMBLY OF ENGINE PARTS
AIM: Observation and study of engine parts
THEORY: Reciprocating internal combustion engines look quite simple but they are highly
complex machines, there are hundreds of components, which have to perform their functions
satisfactorily to produce output power. There are two types of engines.
1. Spark ignition
2. Compression ignition
Let us now go through the engine important components and the nomenclature associated with
an engine.
CYLINDER: As the name implies it is a cylindrical vessel or space in which the piston makes a
reciprocating motion. The varying volume created in the cylinder during the operation of the
engine is filled with the working fluid and subjected to different thermodynamics processes. The
cylinder is supported in the cylinder block.
PISTON: It is a cylindrical component filled into the cylinder forming the moving boundary of
the combustion system. It fits perfectly into the cylinder providing a gas tight space with the
piston rings and the lubricant. It forms the first link in transmitting the gas forces to the output
shaft.
COMBUSTION CHAMBER: The space enclosed in the upper part of the cylinder, by the
cylinder head and the piston top during the combustion process, is called chamber. The
combustion of fuel and the consequent release of thermal energy results in the building up of
pressure in this part of the cylinder.
SPARK PLUG: It is a component to indicate the combustion process in spark ignition engines
and usually located in the cylinder head.
CONNECTING ROD: It inter connects the piston and the crankshaft and transmits the gas
forces from piston to the crankshaft. The two ends of this rod are called as small and the big end,
the small end is connected to the piston by gudgeon pin and big end is connected to the
crankshaft by crank pin.
CRANK SHAFT: It connects the reciprocating motion of the piston into useful rotary motion of
the output shaft. In the crankshaft of a single cylinder engine there are a pair of crank arms and
balance weights. The balance weights are provided for static and dynamic balancing of the rotary
systems. The crankshaft is enclosed in a crankcase.
PISTON RINGS: Piston rings, fitted into the slots around the piston, provided a tight seal
between the piston and the cylinder wall preventing the leakage of the combustion gases.
GUDGEN PIN: It forms the link between the small end of the connecting rod and the piston.
CAM SHAFT: The camshaft and its associated parts control the opening and closing the valves.
The associated parts are push rods, rocker arms, valve springs and tappets. This shaft also
provides the drive to the ignition system. The crankshaft through timing gears drives the cam
shaft.
CAMS: There are made as integral parts of the camshaft and are designed in such a way to open
the valves at the correct timing and keep them for the necessary duration.
FLYWHEEL: The net torque imported to the crankshaft during one complete cycle of the
engine fluctuates causing a change in the angular velocity of the shaft. In order to achieve, a
uniform torque an inertia mass in the form of a wheel is attached to the output shaft and this
wheel is called flywheel.
INLET MANIFOLD: The pipe which is connects the exhaust system to the exhaust valve of the
engine and through which the products of combustion escape into the atmosphere is called the
exhaust manifold.
INLET&EXHAUST VALVES: Valves are commonly mushroom shaped poppet type. They are
provided either on the cylinder head or on the side of the cylinder for regulating the charge
coming into the cylinder and for discharging the products of combustion from the cylinder.
PROCEDURE TO DISSEMBLE THE ENGINE
1. Dissemble the fly wheel and fuel injection pump from cylinder block
2. Now loosen the cylinder head bolts to Dissemble the cylinder head cover
3. After dissemble the cylinder head cover ,remove the gasket between the cylinder head
4.
5.
6.
7.
8.
cover and valve cover

Now dissemble the valve cover
Dissemble the rocker arm shaft from valve cover
Dissemble the injector leak off pipe which is adjacent to the cylinder head
Dissemble the exhaust manifold and inlet manifold
Now loosen the head bolts which are used to connect valve cover and cylinder head to
remove cylinder head

9. dissemble the injector and valves from cylinder head
10. Now remove the gasket between cylinder head and block
11. Dissemble the sump which is under beneath the block
12. Dissemble the oil pump in the sump
13. Dissemble the connecting rod main bearing set
14. Dissemble the crank shaft main bearing set
15. Now dissemble the gear covers from gear set to dissemble the gear set
16. Dissemble the timing gear set
17. Dissemble the piston
18. Dissemble the gudgeon pin which is used to connect the piston and connecting rod
19. Now remove the piston rings from piston
20. Dissemble the cam shat from engine block
21. Dissemble from liner set from engine block
During the dissemble of engine the following parts are observed
LIST OF ENGINE PARTS AND MATRERIAL USED
Name of the part
Materials used
Method of manufacture
Cylinder
CI, alloy steel
Casting
Cylinder head
CI, Aluminium alloy
Casting, Forming
Piston
CI, Aluminium alloy
Casting, Forming
Piston rings
Silicon CI
Casting
Wrist or piston pin
Steel
Forging
Valves
Specially Alloy steel
Forging
Connecting rod
Steel
Forging
Crankshaft
Alloy steel SG iron
Forging
Crank case
CI,Aluminium alloy/Steel,CI
Casting
Cylinder liner
CI, Nickel alloy steel
Casting
Bearing
White metal, Leaded bronze
Casting
PROCEDURE TO ASSEMBLE THE ENGINE

1. Assemble the liner set into the engine block
2. Assemble the cam shaft in engine block
3. Piston rings are provided on the piston
4. Gudgeon pin is used to connect the piston and connecting rod
5. Assemble the piston in the engine block
6. Assemble the timing gear set
7. Now cover the timing gear set with gear covers
8. Assemble the crank shaft main bearing set
9. Assemble the connecting rod main bearing set
10. Assemble the oil pump into the oil sump
11. Assemble the oil sump with engine block
12. Now place the gasket on engine block to place the cylinder head
13. Before assembling the cylinder head to engine block, valves and injectors are connected
to cylinder head
14. Now cylinder head bolts are connected to cylinder head
15. Assemble the inlet manifold and exhaust manifold to cylinder head
16. Assemble the injector leak off pipe
17. Assemble the valve cover with rocker arm shaft to the cylinder head
18. Now place the gasket on the valve cover to place the cylinder head cover
19. Assemble the Cylinder head cover with bolts
20. Now assemble the fly wheel and fuel injection pump
RESULT:
VIVA QUESTIONS
1. Describe the working principle of 2Stroke petrol Engine?
2. Describe the working principle of 4Stroke petrol Engine?
3. What is Suction Stroke?
4. What is compression Stroke?
5. Describe Expansion / Power Stroke?
6. Describe Exhaust Stroke?
7. What are the construction details of a four stroke petrol Engine?
EXPERIMENT NO 12
PERFORMANCE TEST ON 2-S SINGLE CYLINDER PETROL ENGINES
AIM: To conduct performance test on 2 stroke single cylinder petrol engine and to draw
performance curves.
APPARATUS:
Stop watch, two stroke petrol engine test rig
THEORY:
The two stroke petrol (SI) engine works on to cycle (constant volume cycle). In two stroke
engines the cycle is completed in two strokes i.e. in one revolution of the crank shaft as against
two revolutions of four stroke cycle. The difference between two stroke and four stroke engines
is in the method of filling the cylinder with the fresh change and removing the burned gases from
the cylinder. In a four strike engine these operations are performed by the engine piston during
the suction and exhaust strokes respectively. In a two stroke engine suction is accomplished b y
air compressed air ink crankcase or by a blower. The induction of compressed air through
transfer port into the cylinder removes the products of combustion through exhaust port.
Therefore no piston strokes are required for suction and exhaust operations. Only two piston
strokes are required to complete the cycle, one for compressing the fresh change and the other
for expansion or power stroke.
The fresh charge is sucked through spring loaded inlet valve when the pressure in the
crankcase reduces due to forward motion of the piston i.e. from ODC to IDC (from BDC to TDC
incase of vertical engines) during compression stroke. During first part of this stroke the retained
exhaust gases during power stroke are scavenged by the fresh charge taken through the transfer
port. After the compression and ignition, expansion stroke takes place during when the piston
moves in the backward motion i.e. from IDC to ODC (from BDC to BDC in case of vertical
engines). During the expansion stroke the air in the crankcase is compressed. Near the end of
this stroke, piston uncovers the exhaust ports expelling the exhaust gases and then it uncovers the
transfer port allowing the fresh charge to enter into the cylinder. During forward motion i.e.
from ODC to IDC, the piston covers transfer port and then the exhaust port and thus the cycle is
repeated. Generally two stroke petrol engines are used in two wheelers, lawn movers etc.
INSTRUMENTATION:
ENGINE
BAJAJ
BHP
3 HP
RPM
3000 RPM
FUEL
PETROL
NO OF CYLINDERS
SINGLE
BORE
57mm
STROKE LENGTH
57 mm
STARTING
KICK STARTING
WORKING CYCLE
TWO STROKE
METHOD OF COOLING
AIR COOLED
METHOD OF IGNITION
SPARK IGNITION
ORIFICE DIA.
15 mm
COMPRESSION RATIO
4.67
SPARK PLUG
MICO W 160Z2
OBSERVATIONS:
Indicated Power
IP
Brake power
BP
bth
Indicated thermal efficiency
ith
Mechanical efficiency
mech
Frictional power
FP
DESCRIPTION:
This engine is a two stroke single cylinder, air cooled, spark ignition type petrol engine. The
engine is coupled to a rope brake drum dynamometer with spring balance for loading purposes.
Coupling is done by an extension shaft in a separate bearing house and is belt driven.
FUEL MEASUREMENT:
fuel by the engine.
LUBRICATION:
THERMOCOUPLE DETAILS
LOADING SYSTEM:
The engine is coupled to a rope brake drum dynamometer with spring balance for loading
purposes. Loading can be done by rotating the spring balance wheel
PROCEDURE:
1.
Give the necessary electrical connections to the panel.
2.
Check the lubricating oil level in the engine.
3.
Check the fuel level in the tank.
4.
Set the accelerator to the minimum condition.
5.
Open the three-way cock so that the fuel flows to the engine.
6.
Start the engine by cranking(kick starting).
7.
Allow the engine to attain the steady state.
8.
Load the engine by rotating the spring balance wheel.
9.
Note the following readings at a particular condition

a) Engine speed
b) Time taken for---- CC of petrol consumption.
c) Water meter readings.
d) Manometer readings, in cms of water
e) Temperatures at different locations
10.
Repeat the experiment for different loads and note down the above readings.
ENGINE PERFORMANCE:
1. BRAKE POWER
2NT
BP =
.. Kw.
60000 x transmission
Where N = speed of engine in R.P.M,

T = F r 9.80 N-m
r = 0.15ms
transmission = efficiency of generator = 85%
2. MASS OF FUEL CONSUMED.
M fc =
X x specific gravity of fuel
1000 x T
kg/sec
Where, X
= burette reading in cc
Specific gravity of petrol = 0.71
T
= time taken in seconds.
3. SPECIFIC FUEL CONSUMPTION.

Sfc =
Mfc 3600
. Kg/kw hr
BP
4. BRAKE THERMAL EFFICIENCY

BP X 3600 X 100
..%
Mfc X cv
bth =
Where, Cv
= calorific value of petrol = 43500 kJ / kg.
BP = Brake Power in kW.

5. INDICATED THERMAL EFFICIENCY:
IP X 3600 X 100
ith =
%
Mfc X Cv
6. MECHANICAL EFFICIENCY:
mech =
BP x 100
..%
IP
Where, BP = Brake Power in kW.

7. VOLUMETRIC EFFICIENCY vol
Qa
vol =
Qth
where
100
Qa = Actual volume of air taken

Qa = Cd a 2gha
m3/sec
Where ,
Cd = coefficient of discharge of orifice = =0.62
a = area of orifice = (0.015)2 /4

ha = head of air column, m of air
Qth = theoretical volume of air taken
(/4) D2 L Gr 0.5N
m3/sec
Qth =
60
Where,
D = bore diameter of the engine = 0.057m
L = length of the stroke = 0.057m
N = speed of the engine in R.P.M
Gr = gear ratio
1st gear = 14.47: 1
2nd gear = 10.28: 1
3rd gear = 7.31: 1
4th gear = 5.36: 1
RESULT:
Graphs to be plotted:
1) SFC v/s BP
2) bth v/s BP
3) vol v/s BP
OBSERVATIONS:
Manometer reading
S.No.
Speed(RPM)
cm of water
h1
h2
Time
taken
Load applied in kg
hw= h1- for 10 cc of F1

h2
fuel in sec
F2
F=F1~
F2
CALCULATIONS:
Brake
S.No.
Heat
Mf c In Power
input(or)
Kg/hr
input
power KW
1
2
3
4
5
6
PRECAUTIONS:
BP
KW
Sfc in
Mechanical Brake
Indicated
Volumetric
Kg/KW-
efficiency
thermal
thermal
efficiency
mech(%)
efficiency efficiency vol(%)
in hr
bth ( % )
ith(%)
1. Do not run the engine when supply voltage is less than 180V
2. Do not run the engine without the supply of water.
3. It is recommended to run the engine at 1000 R.P.M otherwise the rotating parts and bearing of
the engine may run out.
4. Do not forget to give electrical earth and neutral connections correctly.
5. Always set the accelerator knob to the minimum condition and start the engine.
6. Frequently, at least once in three months, grease all the visual moving parts.
1. What are the assumptions made on air standard efficiency?
2. Define compression ratio.
3. Define Clearance Volume.
4. What is scavenging in IC engine?
5. What is the function of idling jet in a carburetor?
6. What is meant by ignition lag?
7. Which engine will have more cooling requirement two-stroke engine or four-stroke
engine?
8. What is the function of the carburetor?
9. What is meant by knocking?
EXPERIMENT NO.13
PERFORMANCE TEST ON VARIABLE COMPRESSION RATIO DIESEL ENGINE
USING ALTERNATE FUEL
AIM:
The experiment is conducted to study and understand the performance characteristics of the
engine using animal tallow oil.
APPARATUS: Stop watch, variable compression ratio diesel engine test rig.
THEORY:
Global air-pollution is a serious problem. Much of this pollution is caused by the use of fossil
fuels for transportation. Therefore, engine manufacturers have designed alternatively fueled
engines and fuel systems, which provide sufficient power while staying within regulatory
emission-limits. At the same time, a great deal of research and development on internalcombustion engines has taken place in finding an appropriate fuel. Many researchers have
concluded that biodiesel holds promise as an alternative fuel for diesel engines. Biodiesel refers
to a vegetable oil- or animal fat-based diesel fuel consisting of long-chain alkyl (methyl, propyl
or ethyl) esters. Biodiesel is typically made by chemically reacting lipids (e.g., vegetable oil,
animal fat (tallow)) with an alcohol producing fatty acid esters. Biodiesel is defined as the monoalkyl esters of fatty acids derived from vegetable oils or animal fats. Its known chemically as a
'methyl ester'. In other terms, when a
vegetable oil or animal fat is chemically reacted with an alcohol to produce a new compound that
is known as a fatty acid methyl ester, that product is called biodiesel. The major components of
vegetable oils are triglycerides. Triglycerides are esters of glycerol with long-chain acids (fatty
acids). The composition of vegetable oils varies with the plant source. The fatty acid profile
describes the specific nature of fatty acids occurring in fats and oils. The chemical and physical
properties of fats and oils and the esters derived from them vary with the fatty acid profile.
Transesterification is the process where an alcohol and an ester react to form a different alcohol
and a different ester. For biodiesel, an ethyl ester reacts with methanol to form a methyl ester and
ethanol. These ethyl esters react with methanol to form biodiesel and glycerol. As mentioned
above, the purpose of transesterification is to reduce the viscosity of the oil so that it has
properties closer to that of regular diesel used in CI engines.
Feedstocks for production of biodiesels are vegetable oils (soybean, canola, palm, and rapeseed),
animal fats (beef, tallow, lard, poultry fat, fish oils) or recycled grease (mix of the above two).
All of the above feedstocks contain triglycerides, free fatty acids (FFAs) and other contaminants.
The proportions vary in level depending on the feedstock and these variables affect the chemical
reactions needed to transform the primary raw materials (feedstock and alcohol) to create the
biodiesels. Commercially available vegetable oils are made up of a small percentage of FFAs,
but crude vegetable oil may contain more FFAs and phospholipids, which are removed in two
processes: refining and degumming, respectively. The technology required depends on whether
the vegetable oils are refined, degummed, or crude. Animal fats and recycled grease have high
levels (up to 15% concentration) of FFAs. The FFA content affects the process and yield
associated with the final product, and thus these feedstocks (greater that 1% concentration) must
be pretreated before the reaction can begin. Other contaminants also affect the feedstock
preparation necessary before it can be used in the reaction.
In order to form the biodiesel, a primary alcohol is coupled with the feedstock to form the esters.
The most common alcohol is methanol but ethanol, isopropanol and butyl (derived from butane)
can also be used. Catalysts are required to promote an increase in solubility which allows the
reaction to occur at a faster rate. These include base, acid or enzyme catalysts. The most common
catalysts are sodium hydroxide (NaOH) and potassium hydroxide (KOH).
Biodiesel has a higher cetane number than petroleum diesel fuel, no aromatics, and contains 10
11% oxygen by weight. These characteristics of biodiesel reduce the emissions of carbon
monoxide (CO), and hydrocarbons (HC), in the exhaust gas compared with diesel fuel. However,
NOx emissions of biodiesel increase because of combustion and some fuel characteristics. The
fuel properties of biodiesel such as cetane number, heat of combustion, specific gravity, and
kinematic viscosity influence the combustion and so the engine performance and emission
characteristics because it has different physical and chemical properties than petroleum-based
diesel fuel. Biodiesel properties are a direct function of the carbon chain length and proportion of
saturated versus unsaturated fatty acids present in the fuel plus the presence of additives.
INSTRUMENTATION:
1.
2.
3.
4.
5.
Rota meters of range 15LPM & 10LPM are used for direct measurement of water flow
rate to the engine and calorimeter respectively.

MAKE
KIRLOSKAR
BHP
5 HP
SPEED
1500 RPM
NO. OF CYLINDER
SINGLE
COMPRESSION RATIO
23.12: 1
BORE
80 mm
STROKE
110 mm
ORIFICE DIAMETER
20 mm
TYPE OF IGNITION
METHOD OF STARTING
CRANK START
METHOD OF COOLING
WATER COOLED
METHOD OF LOADING
EDDY CURRENT DYNAMOMTER

vibration mounts
LOADING SYSTEM:
FUEL MEASUREMENT
LUBRICATION:
PROCEDURE:
2. Check the lubricating oil level in the engine.
3. Check the fuel level in the tank.
4. Allow the water to flow to the engine and the calorimeter and adjust the flow rate to 6LPM &
3LPM respectively.
5. Release the load if any on the dynamometer.
6. Open the three-way cock so that fuel flows to the engine.
7. Start the engine by cranking.
8. Allow to attain the steady state.
9. Set the compression ratio-see Annexure I for detail.

10. Switch on the load controller and slowly load the engine by rotating the knob clockwise.
11. Note the following readings for particular condition,
f.
Engine Speed.
g.
Time taken for______ cc of diesel consumption.
h.
Rota meter reading.
i.
Manometer readings , in cm of water &
j.
Temperatures at different locations.

11. Repeat the experiment for different loads and note down the above readings.
12. After the completion release the load and then switch of the engine.
13. Allow the water to flow for few minutes and turn it off.
T3= TEMPERATURE OF WATER OUTLET FROM ENGINE JACKET = Teo
T4= WATER OUTLET TEMPERATURE FROM CALORIMETER = Tco
T5= GAS INLET TEMPERATURE TO CALORIMETER = Tgi.
T6= GAS OUTLET TEMPERATURE TO CALORIMETER = Tgo
OBSERVATIONS:
SI.NO
Speed(RPM)
Load applied
Manometer Reading
h2
hw=(h1+h2)
h1
F N
Time for 10cc of

fuel collected, t
sec
SINO:
T1
T2
T3
T4
T5
T6
SINO:
CALCULATIONS:
mf =
X specific gravity of fuel 3600

Kg/hr
1000 x T
Where,
SG of Diesel is = 0.827
2. Heat Input, HI
HI = mf X Calorific value of fuel
KW
Where,
2NT
Engine output BP = 60000
KW
Where,
N is speed in RPM,
4. Specific Fuel Consumption, SFC

mf 3600
SFC =
Kg/ KW-hr
B.P
5. Brake Thermal Efficiency, bth%

bth% =
3600 100
sfc Cv
6. Indicated thermal efficiency ith%
IP 3600 100
ith =
%
Mfc Cv
7. Mechanical Efficiency, mech%

BP
mech%
100
IP
Determine the IP=Indicated power, using WILLANS LINE method and the procedure is
below:
Draw the graph of fuel consumption Vs brake power
Extend the line obtained till it cuts the Brake power axis
The point where it cuts the brake power axis till the zero point will give the Power
losses (Friction Power loss)
With this the IP can be found using the relation:

IP=BP+FP
7. Volumetric Efficiency,vol%
Qa
vol% =
100
Qth

w
ha =
hw
a
Where,
= 1000
= 1.2
@ R.T.P

Qa
x 3600
Where,
a = area at the orifice = ((0.02)2/4)
= head in air column, m of air.
ha
TABULATION:
SI.NO: Heat
Brake Specific Fuel Head
Indicated Indicated
Brake
Mechanical Volumetric
Thermal
Efficiency
input power
Consumption of air power
Thermal
KW
Sfc kg/kw-hr
ha m KW
Efficiency Efficiency mech%
of air
Ithe%
KW
Efficiency
vol%
Bthe%
RESULT:
PRECAUTIONS:
1 Do not run the engine if supply voltage is less than 180V
2 Do not run the engine without the supply of water.
3 Supply water free from dust to prevent blockage in rotameters, engine head and
calorimeter.
4 Note the range of the water supply provided is an approximate standard values,
however the user may select the operating range to his convenience not less than 3 & 2
LPM for engine and calorimeter respectively.
5 Do not forget to give electrical earth and neutral connections correctly.
6 Frequently, at least once in three months, grease all visual moving parts.
7 It is recommended to run the engine at 1500rpm otherwise the rotating parts and
SCALE FOR VARIABLE COMPRESSION RATIO:
reading on
scale,
mm
compression ratio
0.0
23.12
0.5
21.10
1.0
19.43
1.5
18.00
2.0
16.77
2.5
15.72
3.0
14.80
3.5
14.00
4.0
13.25
4.5
12.61
5.0
12.02
EXPERIMENT NO.14
OPTIMUM COMPRESSION RATIO DETERMINATION ON VARIABLE
COMPRESSION RATIO DIESEL ENGINE
AIM:
The experiment is conducted to study the optimum compression ratio of the variable
compression ratio engine.
APPARATUS: Stop watch, variable compression ratio diesel engine test rig.
THEORY:
Variable compression ratio is the technology to adjust internal combustion engine cylinder
compression ratios on the fly. This is done to increase fuel efficiency while under varying loads.
Higher loads require lower ratios to be more efficient and vice versa. Variable compression
engines allow for the volume above the piston at 'Top dead centre' to be changed. For automotive
use this needs to be done dynamically in response to the load and driving demands.
INSTRUMENTATION:
4. Burette with manifold to measure the rate of fuel consumed during test.
5. Rota meters of range 15LPM & 10LPM are used for direct measurement of water flow
rate to the engine and calorimeter respectively.
vibration mounts
LOADING SYSTEM:
FUEL MEASUREMENT
LUBRICATION:
PROCEDURE:
2 Check the lubricating oil level in the engine.
3 Check the fuel level in the tank.
4 Allow the water to flow to the engine and the calorimeter and adjust the flow rate to
6LPM & 3LPM respectively.
5 Release the load if any on the dynamometer.
6Open the three-way cock so that fuel flows to the engine.
7 Start the engine by cranking.
8 Allow attaining the steady state.
9Switch on the load controller and slowly load the engine by rotating the knob
clockwise.
10Note the following readings for particular condition,
k. Engine Speed.
l. Time taken for______ cc of diesel consumption.
m. Rota meter reading.
n. Manometer readings , in cm of water &
o. Temperatures at different locations.
11 Repeat the experiment for different loads and note down the above readings.
12 After the completion release the load and then switch of the engine.
13 Change the compression ratio of the engine by rotating the wheel provided on the
cylinder head.
14 Set the compression ratio-see Annexure I for detail
15 Repeat the steps from 5 to 12.
16 Allow the water to flow for few minutes and turn it off.
T3 = TEMPERATURE OF WATER OUTLET FROM ENGINE JACKET = Teo
T4 = WATER OUTLET TEMPERATURE FROM CALORIMETER = Tco
T5 = GAS INLET TEMPERATURE TO CALORIMETER = Tgi.
T6 = GAS OUTLET TEMPERATURE TO CALORIMETER = Tgo
OBSERVATIONS:
SI.NO
Speed(RPM)
Load applied
F N
Manometer Reading
h1
h2
hw=(h1+h2)
Time for 10cc of

fuel collected, t
sec
SINO:
SINO:
T1
T2
T3
T4
T5
CALCULATIONS:
mf =
X specific gravity of fuel 3600

1000 x T
Where,
SG of Diesel is = 0.827
T6
Kg/hr

2. Heat Input, HI
HI = mf Calorific value of fuel
KW
Where,
2NT
Engine output BP =
KW
60000
Where,
N is speed in RPM,
4. Specific Fuel Consumption, SFC

mf 3600
SFC =
Kg/ KW-hr
B.P
5. Brake Thermal Efficiency, bth%

bth% =
3600 100
sfc Cv
6. Indicated thermal efficiency ith%
IP 3600 100
ith =
%
Mfc Cv
6. Mechanical Efficiency, mech%

BP
mech%
100
IP
Determine the IP=Indicated power, using WILLANS LINE method and the procedure is
below:
Draw the graph of fuel consumption Vs brake power
Extend the line obtained till it cuts the Brake power axis
The point where it cuts the brake power axis till the zero point will give the Power
losses (Friction Power loss)
With this the IP can be found using the relation:

IP=BP+FP
7. Volumetric Efficiency,vol%
Qa
vol% =
100
Qth

w
ha =
hw
a
Where,
= 1000
= 1.2
@ R.T.P

Qa
Where,
x 3600

a = area at the orifice = ( (0.02)2/4)
= head in air column, m of air.
ha
TABULATION:
SI.NO: Heat Brake Specific fuel Head
input power consumption of air
ha m
KW KW
Sfc kg/kwof air
hr
Indicated
power
KW
Indicated Brake
Mechanical Volumetric
Thermal
Thermal
Efficiency
Efficiency
Efficiency Efficiency
mech%
vol%
Ithe%
Bthe%
Plot the graphs

BP vs Bthe%
BP vs mfc
at different compression ratios to know the optimum compression ratio
RESULT:
PRECAUTIONS:
1 Do not run the engine if supply voltage is less than 180V
2 Do not run the engine without the supply of water.
3 Supply water free from dust to prevent blockage in rotameters, engine head and
calorimeter.
4 Note the range of the water supply provided is an approximate standard values,
however the user may select the operating range to his convenience not less than 3 & 2
LPM for engine and calorimeter respectively.
5 Do not forget to give electrical earth and neutral connections correctly.
6 Frequently, at least once in three months, grease all visual moving parts.
7 It is recommended to run the engine at 1500rpm otherwise the rotating parts and
Setting compression ratio:
(if attachment provided)
follow the procedure below to set the compression ratio:
PROCEDURE:
1. start the engine at higher compression ratio.
2. allow the engine to attain the steady speed.
3. slowly, loosen the top nut on the head.
4. by holding the top nut, rotate the wheel provided on the head to vary the *compression
ratio.
5. *see table below for compression ratio reading scale.
6. continue doing till the required compression ratio is set.
7. now, tighten top nut of the head to lock the disc.
NOTE:
you can change the compression ratio when the engine is running.
compression ratio from 12.2 to 23.1 can be set.
lower compression ratio has to be set from the maximum compression ratio only.
engine cannot be started instantaneously at lower compression ratio.
SCALE FOR VARIABLE COMPRESSION RATIO:

reading on
scale,
mm
compression ratio
0.0
23.12
0.5
21.10
1.0
19.43
1.5
18.00
2.0
16.77
2.5
15.72
3.0
14.80
3.5
14.00
4.0
13.25
4.5
12.61
5.0
12.02

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CMR COLLEGE OF ENGINEERING AND TECHNOLOGY

Approved by AICTE, New Delhi

MECHANICAL ENGINEERING DEPARTMENT

CMR COLLEGE OF ENGINEERING AND TECHNOLOGY

FOREWORD WITH SPECIAL EMPHASIS ON

The dawn of the new millennium, symbolizes globalization and liberalization

The practical have to support in

assimilation and thorough understanding of the theoretical content in a subject.

This whole exercise helps in thorough understanding of each

(Head, Department of Mechanical Engineering)

NAME OF THE EXPERIMENT

Performance test on 4-s twin cylinder diesel engine

Performance test on 4-s single cylinder petrol engine

Evaluation of engine friction by conducting morse on 4-s multi

Retardation test on 4- s single cylinder diesel engine

Motoring test on 4-s single cylinder petrol engine

I.C Engines A/F ratio and volumetric efficiency determination

Performance test on Reciprocating air compressor

Assembly and disassembly of engine parts

Performance test on 2-s single cylinder petrol engines

Performance test on variable compression ratio diesel engine

Optimum compression ratio on variable compression ratio

2. There should be no over-crowding.

Compression period = 1800 -2

Discussion on the result obtained:

Circumference of the fly wheel = in cm = l cm

Compression period = 1800 -2

VALVE TIMING DIAGRAM

Compression period =180- 6 =

DISCUSSION ON THE RESULT:

circumference of the fly wheel = cm = l cm

Inlet port opening

Distance from the

Compression period =180- 6 =

PORT TIMING DIAGRAM

b) Contact breaker points opened

c) No need of breaker point opening/closing

Digital RPM indicator to measure the speed of the engine.

Digital temperature indicator to measure various temperatures.

Differential manometer to measure quantity of air sucked into cylinder.

Digital Voltmeter 0-500 V with selector switch.

Digital Ammeter 0-20 A with selector switch.

Specific fuel consumption

Brake thermal efficiency

TO DETERMINE THE FOLLOWING:

AIR INTAKE MEASUREMENT:

Voltage & current from voltmeter & ammeter respectively,

c.Fuel consumption from burette.

Quantity of airflow from manometer.

e.Different temperatures from Temperature indicator.

V = Voltage across two phase

2. Mass of fuel consumed

Where, X = burette reading in cc

Where, CV = calorific value of diesel = 42,500 KJ/kg.

Where, CV = calorific value of diesel = 42,500 KJ/kg.

Where, BP = Brake Power in kW

Time taken for

PERFORMANCE TEST ON FOUR-STROKE TWIN CYLINDER DIESEL ENGINE

Time taken for

13.The following is C.I. engine

d) none of the above

14.In a four stroke cycle petrol engine , during suction stroke

b) only petrol is sucked in