Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx.

2088-2033 (pISSN: 0853-4098) 1

The Effect Of Injection Pressure Direct

Injection Diesel Engine On Performance and
Nox Based On Eksperiment
Sigit Prasetya Nugraha1, Beny Cahyono2
Abstract - Injection or injection blades of fuel with air in the combustion chamber are often the cause of incomplete combustion
processes. By adjusting the adjusting bolt on the nozzle with the aim of increasing the injection pressure which will affect the
combustion process. Because with proper and perfect opening and filling pressures will be able to produce optimal combustion
inside the motor cylinder. Increased injection pressure is one of the processes in refining the combustion that occurs so as to
reduce fuel consumption and pollutant levels that occur. The concept of this research is how to inject the same amount of fuel
without having to change the duration of the injection time. The way taken is to increase the fuel injection pressure. The machine
used is SHANHAI R180, the engine is connected to the generator and then given the load up to 5000 watts, then the engine is
run by using variations of RPM, load and injection pressure. The results of this study show When the injection pressure of 150
bar seen the difference that with the increase in diesel motor performance shown in torque power and also bmep at RPM 1800-
2200 where the trend graph is still increasing. But at the pressure of 150 bar SFOC increased. However, when reduced pressure
on 130 bar performance on the diesel motor decreased compared to performance at a standard pressure of 140 bar. With the
addition of injection pressure at 150 bar NOx emission levels generated on the diesel motor can be reduced to 0.37 g / kWh
(21.5%). Generally, the emission level of diesel motor at 150 bar pressure has entered TIER 3. While at 130 bar pressure emission
level has increased but still within the limit allowed by TIER 2.
Keyword — Injectors, Diesel engine, Nox, engine performance.

I. INTRODUCTION
The increasing demand for transportation makes motor
vehicle users increase. Vehicles with propulsion diesel
motors become one of the preferred choice in Indonesia
considering the ability it has. However, when the machine
age is no longer young can cause engine munurunya occur,
increased fuel consumption and also high pollution levels.
(Purwanto, 2014)
The high fuel consumption and pollution levels caused
by combustion in diesel motor can be solved in several
ways, by improving the combustion process that occurs in
the combustion chamber by improving the fuel quality, the
homogeneity of the fuel mixture, adjusting the combustion
time Exact, etc. In this study using the method of increasing
the injection pressure on the injector. The injection or
mixing process of fuel with air in the combustion chamber
is often the cause of incomplete burning process. One of
the main components affecting the combustion process is
the nozzle. The nozzle serves as a fuel carrier from the
injection pump into the cylinder at each end of the
compression step. The fuel injection pressure injected at
the injector (nozzle) is not good will menghbabkan
incomplete combustion. If the nozzle does not work
optimally it will affect the performance of the machine.
(Sudik, 2013)
1
Sigit Prasetya Nugraha, Departmen of Marine Engineering, Institut
Teknologi Sepuluh Nopember, Surabaya 60111, Indonesia, Email :
sigitprasetyanugraha@yahoo.co.id
2
Beny Cahyono, Departmen of Marine Engineering, Institut
Teknologi Sepuluh Nopember, Surabaya 60111, Indonesia, Email :
benyjtsp98@gmail.com
To overcome these problems then performed
calibration and reset the noozle. Injection pressure can be
adjusted by rotating the adjusting bolt at the top of the
noozle, which effectively changes the load on the spring.
Fuel flowed from Injection Pump into hole nozzle. When
the fuel pressure exceeds the predetermined pressure, the
fuel pressure will overpower the spring power and push the
nedlee valve up and spray fuel. In this research is expected
to obtain a condition where pressure is suitable for a
nozzle. So as to provide precise spraying pressure, because
with proper opening pressure will be able to produce
optimal combustion inside the motor cylinder. With the
perfect combustion will be able to improve motor work
performance and reduce exhaust emission levels on diesel
motors.
II. LITERATUR REVIEW
In this global era, types of internal combustion engines
are often used as agricultural tools, industrial equipment
and construction equipment and ship propulsion systems.
But the rules about emissions produced by diesel engines
are set very tight, because of its adverse health impact on
humans. (Agarwal, 2013)
In diesel engines, fuel injection systems have been
designed to obtain high injection pressure. It aims to
reduce exhaust gas by increasing the efficiency of diesel
engines. When the fuel evaporation pressure is low, the
particle diameter of the fuel will be enlarged and the
ignition delay period during combustion will be longer.
Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098)
Engine performance will decrease due to incomplete
combustion process. When the injection pressure
increases, the particle diameter of the fuel becomes small.
As the fuel and air mixing processes get better during the
ignition period, the performance of the engine will
increase. If the injection pressure is too large, the ignition
delay period becomes shorter. The possibility of
homogeneous mixing and decreasing the efficiency of
combustion (Rosli, Semin and Ismail, 2008)
The concept of this research is how to inject the same
amount of fuel without having to change the duration of
the injection time. The way taken is to increase the fuel
injection pressure.
2
Fuel injection pressure can be changed in various ways
such as; Increase pump pump diameter, minimize inletor
hole diameter, increase the speed of the fuel pump shaft,
and increase hardness of the injector spring. Modifying
such devices can significantly affect fuel attenuation
characteristics that will directly affect the combustion
process. Changes in the combustion process will affect the
performance of the diesel motor. Another advantage of
increasing the injection pressure is that it can shorten the
ignition delay and decrease opacity because the fuel
droplets tend to be smaller (Arifin and Widodo, 2008)

Figure 1. Shapes Spout of several types of nozzles (Andi, 2012).

Figure 2. Construction of nosel (Swisscontact, 2000).

Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098) 3

III.
The method used by the authors in this study is by using
experimental methods. Data collection is done by
conducting direct research on the object of research, then
the resulting data is analyzed.
METHOD
Tests that will be done is to use SHANGHAI R180 diesel
engine located in the laboratory Power Plant FTK ITS.
Below is design of outline my research

Figure 3. Engine Set - Up

Figure 4. Shanghai Diesel Engine

Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098) 4

Diesel Engine Spesification is :

• Combustion system : Indirect
• Merk : Shanhai
• Max. Torque : 8 / 2600
• Type : Horizontal, 4 stroke
• Continue Torque : 7 / 2200
• Model : R180
• Compression Ratio : 21 : 1
• Cooling System : Hopper
• System Governor : Mechanic
• Displacement : 402
• Stroke diameter : 80x80 mm For testing methods at emission test, RPM and load
• Dimension : 658x341x463 mm points follow the procedures on Marxol Annex VI IMO
• Weight : 70 Kg rules. Type of test selected is test cycle type E2, this type
is chosen because the motor tested will function as the
• Cylinder : 1 cylinder
main driving force of the ship. The test method for type
E2 is as shown in table 1 below:

Tabel 1. MARPOL Annex VI, Appendix II Test Cycle

Speed
100% 100% 100% 100%

Test Power
100% 75% 50% 25%
Cycle
Type Weight
0.2 0.5 0.15 0.15
E2 Factor

*)Keterangan:
o Untuk mesin diesel kecepatan konstan dan IV. RESULTS AND DISCUSSION
digunakan untuk penggerak utama atau
digunakan sebagai diesel electric menggunakan
Test Cycle E2. This chapter describes the injection system which will be
o Untuk controllable-pitch propeller installed on diesel motors. The injection system designed
menggunakan Test Cycle E2. in this study uses variations of injection pressure as an
o Untuk auxiliary engines kecepatan konstan optimization of an existing system. After varying the
menggunakan Test Cycle D2. pressure the injectors will be compared in terms of
performance and NOx.

Figure 5. SFOC performance with power at RPM 1800

Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098) 5

Figure 5 illustrates that at 1800 rpm with a full load of With pressure 130 bar having sfoc value 389.3 (gr / kWh),
100% the maximum SFOC can be seen in the lower SFOC pressure 140 bar has sfoc value 394 (gr / kWh), pressure
basin curve graph. Obtained results on the lower SFOC 150Bar has a sfoc value of 362.7 (gr / kWh) and is present
arch at RPM 1800 at each load of 5000 watts.

Figure 6. SFOC performance with power at RPM 1900

In graph 4.2 it is explained that at 1900 rpm with a
full load of 100% the maximum SFOC can be seen on the
lower SFOC basin curve graph. Obtained the lowest
SFOC curve result at RPM 1900 with pressure 130 bar
have sfoc value 386.0
(Gr / kWh), pressure 140 bar has sfoc value 355,8 (gr /
kWh), pressure 150 bar has sfoc value 376 (gr / kWh) and
there is at each load 5000 watt.

Figure 7. SFOC performance with power at RPM 2000

Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098) 6
In graph 4.3 it is explained that at 2000 rpm with a full With pressure 130 bar having sfoc value 382.4 (gr / kWh),
load of 100% the maximum SFOC can be seen on the pressure 140 bar has sfoc value 348,7 (gr / kWh), pressure
lower SFOC basin curve graph. Obtained results on the 150 bar has sfoc value 400,2 (gr / kWh) and there is at
lowest SFOC arch in RPM 2000 each load 5000 watts.

Figure 8. SFOC performance with power at RPM 2100

In graph 8 it is explained that at rpm 2100 with a full load With pressure 130 bar having sfoc value 319.5 (gr / kWh),
of 100% the maximum SFOC can be seen in the lower pressure 140 bar has sfoc value 301,0 (gr / kWh), pressure
SFOC basin curve graph. Obtained results on the lowest 150 bar have sfoc value 320,3 (gr / kWh) and there is at
SFOC arch at RPM 2100 each load 5000 watts.

Figure 9. SFOC performance with power at RPM 2200

Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098) 7
In graph 4.5 it is explained that at 2200 rpm with a full 140 bar pressure has a sfoc value of 321.7 (gr / kWh), the
load of 100% the maximum SFOC can be seen in the pressure of 150 bar has a sfoc value of 354.8 (gr / kWh)
lower SFOC curve graph. Obtained results on the lower and is present at each 5000 watt load. While at 2200 rpm
SFOC arch at RPM 2200 with a pressure of 130 bar with a pressure of 150 bar can only be burdened by 4000
having a sfoc value of 342.3 (gr / kWh), watts.

Figure 10. RPM performance with power

In graph 4.6 shows that the ratio of power values
generated when the diesel motor at pressures of 130 bar,
140 bar and 150 bar. For injection pressure 130 bar of
maximum power generated 3.1 (kW) at RPM 2200, at
injection pressure 140 bar maximum power generated 3.2
(kW) at 2200 rpm, at injection pressure 150 bar maximum
power generated 3.2 (kW) at 2200 rpm For injection
pressure 130 bar of maximum power generated 3. (kW) at
RPM 2100, at injection pressure 140 bar maximum power
generated
3.2 (kW) at 2100 rpm, at injection pressure of 150 bar of
maximum power generated 3.1 (kW) at rpm 2100. For
injection pressure 130 bar of maximum power generated
2.6 (kW) at RPM 2000, at injection pressure 140 bar of
maximum power Produced at 2.8 (kW) at 2000 rpm, at an
injection pressure of 150 bar of maximum power
generated 2.89 (kW) at 2000 rpm. And at 1800 and 1900
rpm the highest power is at 150 bar pressure ie 2.2 (kW)
and 2.5 (kW). It can be seen that at an injection pressure
of 150 bar the resulting power is greater.

Figure 11. Performance of RPM with torque

Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098)
On graph 11 explains that the comparison of power values
generated when the diesel motor at pressures of 130 bar,
140 bar and 150 bar. For injection pressure 130 bar torque
generated 13.5 (Nm) at RPM 2200, at injection pressure
of 140 bar of maximum power generated 14.3 (Nm) at
2200 rpm, at a torque injection pressure of 150 torsi
generated 14.3 (Nm) at rpm 2200. For injection pressure
130 bar of torque generated 13.6 (Nm) at RPM 2100, at
injection pressure 140 bar of torque generated 14.6 (Nm)
at rpm 2100, under pressure
8
Injection 150 bar of torque generated 14.4 (Nm) at rpm
2100. For injection pressure 130 torque bar generated 12.8
(Nm) at RPM 2000, at injection pressure 140 bar
maximum power yield 13.3 (Nm) at 2000 rpm, at injection
pressure 150 bar maximum power generated 13.8 (Nm) at
2000 rpm. And at 1800 rpm and 1900 the highest power
is at a pressure of 150 bar that is 12. (Nm) and 12.6 (Nm).
It can be seen that at an injection pressure of 150 bar the
resulting torque is greater.

Figure 12. Performance of RPM with BMEP

In graph 12 it is explained that the comparison of power
values generated when the diesel motor is at a pressure of
130 bar, 140 bar and 150 bar. For injection pressure 130
bar bmep produced 540408,8 (N / m2) at RPM 2200, at
injection pressure 140 bar bmep produced 569437 (N /
m2) at 2200 rpm, at injection pressure 150 bar bmep
produced 569392,2 ( N / m2) at 2200 rpm. For injection
pressure 130 bar bmep produced 543205 (N / m2) at RPM
2100, at injection pressure 140 bar bmep yield 582501 (N
/ m2) at rpm 2100,
At injection pressure of 150 bar bmep produced 574037.5
(N / m2) at rpm 2100. For injection pressure 130 bar bmep
produced 511798 (N / m2) at RPM 2000, at injection
pressure 140 bar maximum power generated 532654 (N /
M2) at 2000 rpm, at 150 bmep injection pressure
generated 550317 (N / m2) at 2000 rpm. At 1800 and 1900
rpm the highest power is at 150 bar pressure ie 507068 (N
/ m2) and 481898.2 (N / m2 ). It can be seen that the
injection pressure of 150 bar bmep produced is greater.

Figure 13. Nox diagram

Int. J. of Marine Engineering Innovation and Research, Vol. xx(x), Xxx. 20xx. 2088-2033 (pISSN: 0853-4098)
Figure 13 shows the diagram diagram of the diesel
motor NOx rating after modified by varying the injector
pressure. The point of taking the emission data is the
standard use of Appendix Test Cycle, Marpol Annex VI.
The data retrieval point is done at 100% RPM with 4
different load variations ie 25%, 50%, 75% and 100%
load.
The resulting NOx content at 130 Bar pressure from
25% - 100% gradually is 2.37 g / kWh, 2.11 g / kWh, 2.08
g / kWh and 1.17 g / kWh. When the load conditions 25%
50% and 75% of NOx emissions are included in the
qualification of TIER 2. When the motor load is at 100%,
NOx emission levels fall within the category of TIER 3
standards. As described in Chapter II earlier that TIER 1
qualification is emission NOx between 7.7 to 9.8 g / kWh
at more than 2000RPM. The qualification of TIER 2 is the
emission of NOx diesel motor between 1.96 to 7.7 g / kWh
at more than 2000RPM. The TIER 3 qualification is a
NOx emission of a diesel motor that is less than 1.96 g /
kWh at more than 2000RPM.
The NOx content generated at a pressure of 140 Bar or
with a standard pressure state in accordance with the
existing engine specifications without changing the seam
on the nozzle, ranging from 25% - 100% load gradually is
1.92 g / kWh, 1.73 g / kWh , 1.7 g / kWh and 0.65 g / kWh.
When the load conditions 25% 50%, 75% and 100% of
NOx emissions are included in the TIER 3 qualification.
As explained in Chapter II previously that the
qualification of TIER 1 is NOx emissions between 7.7 to
9.8 g / kWh at the turn More than 2000RPM. The
qualification of TIER 2 is the emission of NOx diesel
motor between 1.96 to 7.7 g / kWh at more than
2000RPM. The TIER 3 qualification is a NOx emission
of a diesel motor that is less than 1.96 g / kWh at more
than 2000RPM.
The NOx content produced at 150 Bar pressure,
ranging from 25% - 100% load incrementally is 1.59 g /
kWh, 1.36 g / kWh, 1.56 g / kWh and 0.7 g / kWh. When
the load conditions 25% 50%, 75% and 100% of NOx
emissions are included in the TIER 3 qualification. As
explained in Chapter II earlier that the TIER 1
qualification is NOx emissions between 7.7 to 9.8 g / kWh
at more rounds From 2000RPM. The qualification of
TIER 2 is the emission of NOx diesel motor between 1.96
to 7.7 g / kWh at more than 2000RPM. The TIER 3
qualification is a NOx emission of a diesel motor that is
less than 1.96 g / kWh at more than 2000RPM.
iv. CONCLUSION
Based on experiments conducted on the addition and
reduction of injection pressure paired on the diesel motor
with it then I as the author draws the following
conclusions:
Changing the injection pressure by raising and
lowering the initial pressure of 10 bar influences the
engine performance. When the injection pressure of 150
bar Based on the data taken looks the difference that with
the increase of diesel motor performance shown in torque
power and also bmep on RPM 1800-2200 where the trend
graph is still increasing and has not showed the drop
performance.
9
But at the pressure of 150 bar SFOC increased.
However, when reduced pressure on 130 bar performance
on the diesel motor decreased compared to performance
at a standard pressure of 140 bar.
With the addition of injection pressure at 150 bar NOx
emission levels generated on the diesel motor can be
reduced to 0.37 g / kWh (21.5%). Generally, the emission
level of diesel motor at 150 bar pressure has entered TIER
3. While at 130 bar pressure emission level has increased
but still within the limit allowed by TIER 2.
v. REFERENCES
[1] Arifin Nur dan Widodo. 2008. Analisa Pengaruh
Tekanan Injeksi Bahan Bakar pada Motor Diesel
Konvensional. Prosiding Seminar Nasional Teknoin
2008 Teknik Mesin. Yogjakarta. ISBN 978-979-
3980-15-7.
[2] Finto Purwanto, Akhmad Farid, Muhammad Agus
Sahbana. 2014. Analisa Pengaruh Tekanan
Pembukaan Injektor (Nosel) Terhadap Kinerja
Mesin Pada Motor Diesel Injeksi Tidak
Langsung/Indirect Injection. Jurusan Teknik Mesin
Universitas Widyagama Malang. Malang.
[3] IMO, Annex VI MARPOL 73/78, 1998. Regulation
for the Prevention of Air Pollution from Ships and
NOx Technical Code. International Maritime
Organization, London.
[4] Ismanto. 2012. Analisis Variasi Tekanan pada
Injektor terhadap Performance (Torsi dan Daya )
pada Motor Diesel. Jurnal Teknik. 2: 25-31.
[5] Rendi, Krisna, Fahma, dan Munandar. 2016.
Pengujian Variasi Tekanan Injektor dengan Bahan
Bakar Solar dan Solar Dex Terhadap Konsumsi
Bahan Bakar dan RPM. Skripsi, Teknik Mesin.
Universitas Negri Semarang.
[6] Rosli Abu Bakar, Semin dan Abdul Rahim Ismail.
2008. Fuel Injection Pressure Effect on
Performance of Direct Injection Diesel Engines
Based on Eksperiment. American Jurnal of Applied
Sciences. 5(3): 197-202.
[7] Sudik, Abdurrahman dan Surya Aryadi. 2013.
Perbandingan Performa dan Konsumsi Bahan
Bakar Motor Diesel Satu Silinder Dengan Variasi
Tekanan Injeksi Bahan Bakar dan Variasi
Campuran Bahan Bakar Solar, Minyak Kelapa dan
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Journal. ISSN 2252-6595
[8] Swisscontact. 2000, Motor Diesel Materi Training,
Jakarta Clean Air Project, Jakarta, Indonesia.
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