I.C ENGINE LAB. TEST NO.

Title: Performance of The Four Strokes Diesel Engine

Objective: The objective of this test is to study the effect of the speed engine
on its performance and another parameter.

Figure 1 Schematic Diagram of The Test Rig

Engine Performance:
Engine performance is more precisely defined by:
1. The maximum power (or the maximum torque) available at each speed
within the useful engine operating range.
2. The range of speed and power over which engine operation is
satisfactory.

The following performance definitions are commonly used:

Maximum rated power. The highest power an engine is allowed to develop
for short periods of operation.
Normal rated power. The highest power an engine is allowed to develop in
continuous operation.

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I.C ENGINE LAB. TEST NO.2

Once ignited and burnt, the combustion products (hot gases) have
more available thermal energy than the original compressed fuel-air mixture
(which had higher chemical energy). The available energy is manifested as
high temperature and pressure that can be translated into work by the engine.
In a reciprocating engine, the high-pressure gases inside the cylinders drive
the engine's pistons.

Once the available energy has been removed, the remaining hot gases
are vented (often by opening a valve or exposing the exhaust outlet) and this
allows the piston to return to its previous position (top dead center, or TDC).
The piston can then proceed to the next phase of its cycle, which varies
between engines. Any heat that isn't translated into work is normally
considered a waste product and is removed from the engine either by an air
or liquid cooling system.

Engine efficiency can be discussed in a number of ways but it usually

involves a comparison of the total chemical energy in the fuels, and the
useful energy extracted from the fuels in the form of kinetic energy. The
most fundamental and abstract discussion of engine efficiency is the
thermodynamic limit for extracting energy from the fuel defined by a
thermodynamic cycle. The most comprehensive is the empirical fuel
efficiency of the total engine system for accomplishing a desired task; for
example, the miles per gallon accumulated.

Engines using the Diesel cycle are usually more efficient, although the
Diesel cycle itself is less efficient at equal compression ratios. Since diesel
engines use much higher compression ratios (the heat of compression is used
to ignite the slow-burning diesel fuel), that higher ratio more than
compensates for the lower intrinsic cycle efficiency, and allows the diesel
engine to be more efficient. The most efficient type, direct injection Diesels,
are able to reach an efficiency of about 40% in the engine speed range of
idle to about 1,800 rpm. Beyond this speed, efficiency begins to decline due
to air pumping losses within the engine.

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I.C ENGINE LAB. TEST NO.2

Starting the Engine:

The method of starting diesel engines as follow:

1. Turn On the tap of the fuel tank.

2. If the fuel system has been changed, air will have entered the fuel
pipes and will prevent the injector pump from working. The air must
be removed from the system. To do this loosens the bleed hex screw
on the top of the fuel pump until clean, bubble-free fuel leaks out.
Retighten the screw.
3. Move the Low/High lever to the High position. This sets the injector
to pump an excess of fuel into the engine for starting and is analogous
to the choke of a petrol engine.
4. If the engine is cold, it is essential to prime the engine for hand
starting.
a. Remove the priming plunger.
b. Fill the priming chamber with engine oil - not fuel. This is to
reduce leakage past the piston rings and to raise the
compression ratio.
c. Replace the priming plunger and press down.
5. Pull the starting rope to start the engine.
6. Should the engine fire and then stop, prime again (if cold) before
attempting to start again.
7. Allow the engine to warm up for about 5 minutes. The excess fuel
device resets automatically.

Test Procedure:
1. Advance the throttle or rack control to its maximum position.
2. Note the maximum speed of the engine. (The dynamometer water
flow should still be the trickle used for starting).
3. Keep the throttle or rack open and slowly adjust the needle valve to
increase the flow of water through the dynamometer until the needle
valve is fully open. Note the engine speed.

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I.C ENGINE LAB. TEST NO.2

4. Assume, for the time being, that the engine will be tested over the
speed range just established. Choose at least five speeds between the
two extremes at which to take readings of engine performance.
5. Keep the throttle open and reduce the water flow to a trickle, so that
the engine returns to its maximum speed.
6. When the engine has settled down to a steady output, record the
readings of speed, torque, exhaust temperature and air consumption.
Operate the fuel tap beneath the pipette so that the engine takes its
fuel from the pipette. Time the consumption of 8 ml of fuel. Turn the
tap so that the pipette again fills. Enter the results in Table 1.
7. Check that the temperature of the water flowing out of the
dynamometer is less than 80°C. If the temperature is higher than this,
increase the water flow to cool the dynamometer bearing seals.
8. Increase the flow of water into the dynamo meter until the engine
speed drops to the next highest selected value. Because the time
response of the dynamometer is fairly slow, the needle valve has to be
operated slowly.
9. Allow time for the engine speed to stabilize before taking another set
of results. If the dynamometer is too sensitive to obtain the desired
speed, it will help if the drain tap is partially closed. Do not close
fully.
10. Repeat Step (8) until the dynamometer needle valve is fully open.
11. Study the torque results. Engines normally produce a maximum
torque at a certain speed. If your results suggest that the maximum is
at a lower speed than you have reached, restrict the water flow from
the dynamometer.

Stopping the Engine

1. Reduce the water flow through the dynamometer to a trickle.
2. Close the throttle or rack control until the engine is running at a fast
idling speed.
3. Allow the engine to run for a few minutes.
4. Completely close the throttle or rack control. If the engine is a diesel,
move the Stop/Run lever to the Stop position.
5. Close the main fuel tap at the fuel tank.
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I.C ENGINE LAB. TEST NO.2

6. Obtain the values of ambient temperature and pressure and record in

Calculations:
2𝜋𝑁𝑇
1. Brake Power (kW): 𝑃𝐵 =
60000

𝑆×8×3.6
2. Fuel Mass Flow Rate (kg/hr): 𝑚̇𝑓 =
𝑡

𝑚̇ 𝑓 ×1000
3. Specific Fuel Consumption (g/kWh): 𝑠𝑓𝑐 =
𝑃𝐵

𝑝𝑎
4. Air Density (kg/m3): 𝜌𝑎 =
𝑅𝑇𝑎

𝑚̇ 𝑎
5. Air/Fuel Ratio: 𝐴𝐹𝑅 =
𝑚̇ 𝑓

𝑚̇𝑎
6. Volumetric Efficiency: 𝜂v =
60×𝑁×𝜌𝑎 ×𝑉𝑠

𝑃𝐵 ×3600
7. Brake Thermal Efficiency: 𝜂b =
𝑚̇𝑓 ×𝐶𝑉

8. Exhaust Heat Loss:

100 × (1 + 𝐴𝐹𝑅)(𝑇𝑒 − 𝑇𝑎 )
%𝑙𝑜𝑠𝑠 =
𝐶𝑉
9. Corrected Brake Power:
𝑝𝑠 (273 + 𝑇𝑜 )
𝑃𝐵(𝐶𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑) = 𝑃𝐵(𝑚𝑒𝑎𝑠𝑢𝑟𝑒𝑑) ∙
𝑝𝑜 (273 + 𝑇𝑠 )

10. Corrected Air Mass Flow:

𝑝𝑠 (273 + 𝑇𝑜 )
𝑚̇𝑎 (𝐶𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑) = 𝑚̇𝑎 (𝑚𝑒𝑎𝑠𝑢𝑟𝑒𝑑) ∙
𝑝𝑜 (273 + 𝑇𝑠 )

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I.C ENGINE LAB. TEST NO.2

Where:

𝑚̇𝑎 = Air mass flow rate (kg/hr).

𝑇 = Torque (Nm).

𝑁 = Speed Engine (Rev/min).

𝑆 = Specific Gravity.

QCV = Calorific Value of Fuel (kJ/kg).

Vs = Swept Volume (m3).

𝜌𝑎 = Air Density (kg/m3).

𝑇𝑎 = Air Temperature (°C).

𝑇𝑒 = Exhaust Temperature (°C).

𝑝𝑜 , 𝑇𝑜 = Ambient Pressure (kPa) and Temperature (°C).

𝑝𝑠 , 𝑇𝑠 = Standard Atmospheric Pressure (1 bar) and Temperature (25 °C).

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 I.C ENGINE LAB. TEST NO.2

Table 1 for use in calculating the engine performance

Engine Type: Specific gravity:

Date: Barometric pressure: kPa
Fuel: Ambient temperature: °C
Air density: kg/m3
Calorific Value: kJ/kg
a) Measured Results
Test Number 1 2 3 4 5
a) Speed (Rev/min)
b) Torque (Nm)
c) Brake Power (kW)
d) Fuel: Time for 8 ml (s)
e) Fuel mass flow rate (kg/hr)
f)Specific fuel consumption (g/kWh)
g) Air: mm H2O
h) Air mass flow rate (kg/hr)
i) Air / fuel ratio
j) Exhaust temperature (°C)
k)Volumetric efficiency %
l) Brake thermal efficiency %
m) % Heat loss exhaust
b) Results corrected to simple standard
Test Number 1 2 3 4 5
a) Speed (Rev/min)
b) Torque (Nm)
c) Brake Power (kW)
d) Corrected brake power (kW)
e) Fuel: Time for 8 ml (s)
f) Fuel mass flow rate kg/hr
g) Specific fuel consumption(g/kWh)
h) Air: mm H2O
i) Air mass flow rate (kg/hr)
j) Corrected air mass flow (kg/hr)
k) Air / fuel ratio
l) Exhaust temperature (°C)
m)Volumetric efficiency %
n) Brake thermal efficiency %
o) % Heat loss exhaust
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I.C ENGINE LAB. TEST NO.2

Note: Air mass flow rate ( 𝒎̇𝒂 ) can be calculated from fig. 2 by intersect
the vertical line from manometer reading (mm H2O) with the calibration
line.

Figure 2 Viscous Flow Meter Calibration

Discussion:
Plot and discuss the relation between the engine speed N and the following
parameters:

1. Brake Power PB.

2. Air/Fuel Ratio AFR.
3. Specific Fuel Consumption sfc.
4. Volumetric Efficiency 𝜂v .
5. Brake Thermal Efficiency 𝜂b .
6. Exhaust Temperature Te

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I.C ENGINE LAB. TEST NO.2