MANUAL OF I C ENGINES LAB

DEPARTMENT OF
MECHANICAL ENGINEERING
IIT (ISM) DHANBAD

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 TABLE OF CONTENTS

SI. No. NAME OF EXPERIMENTS PAGE NO

1. Morse Test on 4 S, 4 cylinder petrol engine 3

2. Performance test of a 4 S, 4 cylinder petrol engine

5
3 & 4 Performance / heat balance test of dual fuel (diesel mode) VCR engine
8
5. Emission characteristics of a 4 S petrol engine 10

6. Performance test of a 4 S single cylinder petrol engine 14

Performance / heat balance test of a 4-S multi-cylinder turbo-charged 20

7 & 8. diesel engine

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 EXPERIMENT NO:-1

MORSE TEST ON MULTI CYLINDER PETROL ENGINE

Objective:
(i) To find IP, FP
(ii) To find mechanical efficiency
Theory: - For slow speed engine the indicated power is directly calculated from the indicator
diagram. But in modern high speed engines, it is difficult to obtain accurate indicator diagram
due to inertia forces, and therefore, this method cannot be applied. In such cases the morse test
can be used to measure the indicated power and mechanical efficiency of multi cylinder
engines. The engines test is carried out as follows. The engine is run at maximum load at
certain speed. The B.P is then measured when all cylinders are working. Then one cylinder is
made in operative by cutting off the ignition to that cylinder. As a result of this the speed of
the engine will decrease. Therefore, the load on the engine is reduced so that the engine speed
is restored to its initial value. The assumption made on the test is that frictional power is
depends on the speed and not upon the load on the engine.
Experimental Procedure
1. Ensuring sufficient water supply to the hydraulic dynamometer, engine and calorimeter, all
four cylinders of the engine is made under firing condition without any load and complete
closure of throttle valve.
2. Open 25% throttle valve and apply load on the engine.
3. After adjusting the load and speed, let fix a known speed. Note down load and speed under
all engine firing.
4. Cut Off spark plug 1, engine speed changes. Adjust the load so that earlier speed may be
regained. Note down load.
5. Put ON switch No.1, and cut off spark plug 2 and adjust the load to bring the same speed as
earlier speed.
6. Put ON switch No.2 and put OFF switch 3, repeat above step.
7. Put ON switch No.3 and put OFF switch 4 and repeat above step
8. Care should be taken that at a time more than one switches should not be put off.
Observation Table
S. Conditions Load (kg) Engine speed
N. (RPM)
1. All cylinder under firing
2. When first cylinder cut off from circuit

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3. When second cylinder cut off from circuit

4. When third cylinder cut off from circuit

5. When fourth cylinder cut off from circuit

Calculations for morse test:

When all cylinder under firing
1. Brake Power (BP) in kW

Where,
N= Engine speed in RPM
T= Torque in Nm
W= Load in kg,
R= Dynamometer arm length= 0.29m
g= Acceleration due to gravity=9.81m/s2
IP1 +IP2 +IP3 +IP4 = (BP)T + FP ------------------(1)
st
Now 1 cylinder cut off,
IP2 +IP3 +IP4 = (BP)1st cut + FP -----------------(2)
nd
Now 2 cylinder cut off,
IP1 +IP3 +IP4 = (BP)2nd cut + FP ------------------ (3)
rd
Now 3 cylinder cut off,
IP1 +IP2 +IP4 = (BP)3rd cut iff + FP --------------------(4)
th
Now 4 cylinder cut off,
IP1 +IP2 +IP3 = (BP)4th cut + FP ---------------------(5)
Subtract (1) – (2)
IP1 = (BP)T - (BP)1st cut
Subtract (1) – (3)
IP2 = (BP)T - (BP)2nd cut
Subtract (1) – (4)

IP3 = (BP)T - (BP)3rd cut

Subtract (1) – (5)
IP4= (BP)T - (BP)4th cut
Total IP = IP1 +IP2 +IP3 +IP4
F.P = (IP)T - (BP)T

Questions:
1. Under what condition Morse Test is conducted in the engine?
2. What should be the configuration of the engine for Morse Test.
3. Why speed should be maintained constant throughout the test?

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 EXPERIMENT NO:- 2
PERFORMANCE STUDY OF 4-S PETROL ENGINE
AIM: To conduct performance test on a 4 cylinder 4 S petrol engine

1. Calculate brake power and brake thermal efficiency

2. Measurement and calculation of volumetric efficiency
3. Measurement and calculation of air consumption, specific fuel consumption
4. Determine air/fuel ratios

APPARATUS: I.C. Engine: Four Stroke Petrol Engine

OBSERVATION TABLE:
SI. No. Load Engine Speed Manometer reading level Time for fuel consumption
(kg) (RPM) difference (in metre) (sec)

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RESULTS:

CONCLUSIONS:

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 EXPERIMENT NO:- 3 & 4
PERFORMANCE / HEAT BALANCE TEST OF DUAL FUEL (DIESEL MODE)
VCR ENGINE

AIM: To conduct performance as well as heat balance tests on a VCR dual fuel engine

1. Calculation of brake power and brake thermal efficiency

2. Measurement and calculation of volumetric efficiency
3. Measurement and calculation of specific fuel consumption.
4. Brake mean effective pressure
5. Preparation of a heat balance sheet

APPARATUS: I.C. Engine: Four Stroke Petrol Engine

OBSERVATION TABLE:
SI.No. Load Engine Speed Time for fuel Air flow (m)
(kg) (RPM) consumption (sec)
h1 h2 h1-h2

T1 T2 T3 T4 T5 T6

T1 = Water inlet temperature

T2 = Water outlet temperature
T3 = Water inlet temperature to the calorimeter
T4 = Water outlet temperature from the calorimeter
T5 = Gas inlet temperature
T6 = Gas outlet temperature

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Channel 1 2 3 4 5 6

Factor 25 25 25 25 300 300

Parameter T1 T2 T3 T4 T5 T6

(oC) (oC) (oC) (oC) (oC) (oC)

Parameter = Factor x (V-1)

Water flow rate to the engine =

Water flow rate to the calorimeter =

System constants

Stroke length – 110 mm

Cylinder diameter – 87.5 mm
Connecting rod length – 234 mm
Orifice diameter – 20 mm
Dynamometer arm length – 165 mm
Power – 3.5 kW
Speed – 1500 r.p.m

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 EXPERIMENT NO:- 5
EMISSION CHARACTERISTICS OF A 4 S PETROL/DIESEL ENGINE

Aim: To run a 4-stroke petrol / diesel engine and to study the emission characteristics of the
engine

Introduction: Vehicle exhaust emissions are created when the air and fuel mixture is burned
inside internal combustion engines. The majority of vehicle exhaust emissions are composed
of carbon monoxide (CO), unburned hydrocarbon fuel (UNHC or HC), nitrogen oxides (NOx),
and particulate matter (PM). A number of these substances play a significant role in vehicle-
related air pollution, and carbon dioxide – a greenhouse gas – contributes to climate change.
These pollutants are a major contributor to air pollution and also cause health problems. A
number of the compounds found in vehicle exhaust emissions are known to be carcinogenic in
significant, long-term exposures such as those experienced by people living in large cities.

Carbon Monoxide (CO): CO is generated in an engine when it is operated with a fuel-rich

air-fuel ratio as there is not enough oxygen to convert all carbon to CO2. The engine runs rich
when it is started or when it is accelerated under load. Poor mixing, local rich regions, and
incomplete combustion are some other factors causing formation of CO. For fuel-lean
mixtures, CO concentrations in the exhaust are very low. The SI engines often operate close to
stoichiometric at part load and operate fuel rich at full load. Under these conditions, the CO
emissions are significant. However, CI engines operate well on the lean side of stoichiometric
and therefore produce very little CO emissions.
CO is toxic. The haemoglobin in the blood, which carries oxygen to the different parts
of the body, has a higher affinity for carbon monoxide than for oxygen. The percent carboxy-
haemoglobin gradually increases with time to an equilibrium value, which depends upon the
carbon monoxide concentrations.

Hydrocarbons (HC): The HC emissions in exhaust gases is caused mainly due to incomplete
combustion, either partial burning or complete misfire, of supplied fuel in the engine cylinder
which occurs when the combustion quality is poor, which occurs during cold starting or due to
improper air-fuel ratio, heterogeneous mixture of air and fuel, non-optimized operating
parameters, etc.
Unburned or partially burned hydrocarbons, although insignificant from an energy
standpoint, is objectionable due to its odour, its contribution towards photochemical smog, and
its carcinogenic effects. The products of photochemical smog cause watering and burning of
the eyes, and affect the respiratory system, especially when the respiratory system is marginal
for other reasons.

Oxides of Nitrogen (NOx): Most of the oxides of nitrogen comprise nitric oxide (NO), a
small amount of nitrogen dioxide (NO2) and traces of other nitrogen oxides. These are all
grouped together and the group is called NOx.
NO is formed by reaction of nitrogen and oxygen in the high temperature burned gases
behind the flame. Formation of NO in combustion chamber depends mainly on temperature
and oxygen availability. Higher burned gas temperature causes higher rate of formation of
NO.

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 NO formed in the flame zone can be converted to NO2 which can be further converted
to NO via: NO2 + O = NO + O2, unless NO2 formed is quenched by mixing with cooler fluid.
The oxides of nitrogen tend to settle on the haemoglobin in the blood. The most undesirable
toxic effect of oxides of nitrogen is their tendency to join with the moisture in the lungs to
form dilute nitric acid. NOxis one of the primary causes of photochemical smog (smoke +
fog).
Photochemical smog is a mixture of pollutants that are formed when nitrogen oxides
and volatile organic compounds (VOCs) react to sunlight, creating a brown haze above cities.
When exposed to ultraviolet radiation, NO2 goes through a complex series of reactions
with hydrocarbons to produce the components of photochemical smog – a mixture
of ozone, nitric acid, aldehydes, peroxyacyl nitrates (PANs) and other secondary pollutants.
NO2, ozone and PANs are called photochemical oxidants because they can react and
oxidize certain compounds in the atmosphere or within a person's lungs that are not normally
oxidized. Even small traces of these chemicals can affect the respiratory tract of humans and
animals, and damage crops, trees, rubber, plastics and other materials.

Particulate Matter (PM): PM consists mainly of combustion generated carbonaceous

materials (soot) on which some organic compounds have been absorbed.
Most particulates are generated in the fuel rich zones within the cylinder during
combustion due to incomplete combustion of fuel hydrocarbons; some particulate matter is
contributed by the lubricating oil. The absorbed organic compounds include unburned HC,
oxygenated HC (ketones, esters, ethers, organic acids) and Polynuclear Aromatic HC
(PAH).The PAH compounds have a tendency to be carcinogenic. The level of particulates
increases with the sulphur content in the fuel.

Instructions:
1. Draw sketch of the experimental set-up.
2. Write the specification of the engine.
3. Explain how you have conducted the experiment.
4. Prepare the observation table as follows:

Obsn N H W t CO HC NOx CO2 O2 BP A/F

No. (RPM) (mm) (kg) (s) (kW)

N : speed of engine , RPM H:manometer water level difference, mm,

W : Load on dynamometer, kg t : time for consumption of 50 cc of fuel,

5. Show sample calculation for calculating the followings:

i) Brake power
ii) Actual air flow rate
iii) Total fuel consumption (TFC) and Air/Fuel ratio

6. Draw the following graphs:

(i) Variation of CO, HC, NOx, CO2 and O2 as a function of brake power (BP)

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 (ii) Variation of CO, HC, NOx, CO2 and O2 as a function of Air/Fuel ratio

7. Explain the nature of curves and put your comments.

8. What are observations/precautions to be made/taken before starting the engine?
Calculations:

1. Brake Power (BP) in kW

where, N: Engine speed in RPM

T: Torque in Nm W: Load on dynamometer in kg,
R: Dynamometer torque arm length in m g: Acceleration due to gravity = 9.8 m/s2

2. Total Fuel Consumption (TFC, ) in kg/hr

where, t : time for consumption of 20 cc of fuel,

oil : density of fuel = 830 kg/m3 for diesel and 760 kg/m3 for gasoline/petrol

3. Air Consumption ( m a ) in kg/hr

where, Cd: discharge coefficient of the orifice

A : Cross-sectional area of the orifice =   d2 m2(d: Diameter of the orifice in)
4

Ha: Air column manometer reading in m = H w  w m
air
Hw: Water column manometer reading in m
H: Water column manometer reading in mm,
w : Density of water = 1000 kg/m3
air : Density of air

pamb, Tamb: Ambient pressure in bar and Ambient temperature in K, respectively

1. Air-Fuel Ratio (A/F)

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Figure: Photochemical smog formation; sunlight reacts with NO2 which then interacts
with other molecules in the air to form smog
[Ref.: G. Tyler Miller, Jr. and D. Hackett, "Photochemical and Industrial Smog," in Living in
the Environment, 2nd ed. USA: Nelson , 2011, ch.20, sec.3, pp.465-471]

Figure 2: Typical variation of CO, HC and NOx as a function of Air-Fuel ratio

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 EXPERIMENT NO:-6
PERFORMANCE STUDY OF 4-S PETROL ENGINE
AIM: To conduct performance test on a 4 S single cylinder petrol engine
1. Calculate brake power and brake thermal efficiency
2. Measurement and calculation of volumetric efficiency
3. Measurement and calculation of air consumption, specific fuel consumption
4. Determine air/fuel ratios

APPARATUS: I.C. Engine: single cylinder Four Stroke Petrol Engine 5.2 KW, Voltmeter,
Ammeter, Electric Heater Bank, Isolated Switch, Electric DC Generator: 3KVA, 1 PHASE.

OBSERVATION TABLE:

S.No. Load Engine Speed Air flow Time for fuel Voltage Current
manometer consumption of
reading level 10 cc
difference (in
(RPM) Metre)
(Watt) (sec) (V) (A)

TEMPERATURES (°C)
T1 Exhaust Gas in. T2 Exhaust gas T3 Calorimeter T4 Calorimeter Calorimeter Pressure
out. Water in. water out. water flow
(litre/sec) (Bar)

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CALCULATIONS:
Engine Specification
Single cylinder 4 stroke petrol engine
Bore: 76mm
Stroke: 60mm
1. Engine Brake Power :
Generator Power = Voltage (V) x Current (I)

Generator Efficiency (η) = 90% = 0.9

Engine Brake Power = Generator Power/Generator Efficiency
= Voltage (V) x Current (I)/0.9
= ........K.W
2. Brake specific fuel consumption (BSFC)
Fuel = 10mm
Density of petrol = 730 kg/m3
Qfuel = Fuel in ml x density of petrol in (kg/m3)/ (1000x1000)

Kg

= 7.00 x 10-3 Kg

Fuel Consumption (T.F.C) =

= ........ Kg/sec
Brake Specific fuel cons. =

= .........Kg/sec K.W.
3. Brake mean effective pressure (b.m.e.p)

b.m.e.p (Pm) = bar

Where, D = Bore of engine (meter)

L = Stroke of engine (meter)
N = Speed of engine (rpm)
A = πD2/4

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 4. Indicated power:
Indicated Power (I.P) = 100 x Pm x L x A x N/(2 x 60)
Where,
Pm= mean effective pressure
L = Stroke length in meter
A = Bore Area in m2
N = Engine speed (RPM)

5. Mechanical Efficiency:

Mechanical Efficiency (ηm) = X 100

= %

6. Volumetric Efficiency(ηv)
Air intake = Cd x A x a

= m3/sec
Where,
Cd = 0.63

ha =

A = Area of orifice = /4
Where,
d (diameter of orifice) = 0.16m

Theoretical air volume = Engine volume = m3/sec

Volumetric Efficiency(ηv) = x 100

= %
6. Brake Thermal Efficiency(ηB.T)

Fuel intake power = T.F.C in Kg/sec X calorific value of fuel

= .............KW
Where,
For high speed petrol calorific value = 47000 KJ/Kg

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 Brake Thermal Efficiency(ηB.T) = X 100

7. Generator Efficiency :

Generator Efficiency =

8. Air/fuel ratio :

Fuel consumption = T.F.C in Kg/sec

= ..........Kg/sec
Air intake = Air intake in m3/sec X Density of air in Kg/m3
= ......... Kg/sec
Where,
Density of air = 1.178 Kg/m3
Air fuel ratio =

Heat Balance Sheet:

10. Heat input
Heat input = T.F.C in Kg/sec X calorific value of fuel
= KW
Where,
Calorific value of petrol = 47000 KJ/Kg
11. Heat Utilised for brake power (H.U.B.P) :
H.U.B.P = Brake Power
= .........KW
12. Percentage heat utilised for brake power (P.H.U.B.P) :

%H.U.B.P = X 100

13. Heat carried away by exhaust gas (H.C.E.G) :

H.C.E.G =

Where,
T1 = Temperature of Exhaust Gas in.
T2 - Temperature of Exhaust Gas out.
Ta – Ambient Temperature
T3 – Temperature of Calorimeter Water in.

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 T4 - Temperature of Calorimeter Water out.
Cp = 4.1868
mcal - Quantity of water passing through exhaust gas calorimeter in Kg/sec. (Measure
the water flow using measuring jar and stop watch)
mcal = ltr/sec

mcal = X density of water

Where, density of water = 1000Kg/m3

14. Percentage of heat carried away by exhaust gas (P.H.C.E.G) :
P.H.C.E.G = X 100

15. Heat Unaccounted (H.U) :

H.U = Heat Input – (Heat utilised for brake power + Heat carried
away by the exhaust gas)
= KW
16. Percentage of Heat Unaccounted (P.H.U) :
P.H.U = X 100

OBSERVATION TABLE:
S.No. Brake B.S.F.C B.M.E.P Mechanical Volumetric Brake Air Fuel
Power Efficiency Efficiency thermal ratio
efficiency
(KW) (Kg/sec (bar) (ηm) (ηV) (ηB.T)
K.W)

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HEAT BALANCE SHEET:
S.No. Fuel Intake Power % of heat utilised % of heat carried away% of heat
(KW) for brake power by exhaust gas unaccounted
1
2
3
4
5

RESULTS:

CONCLUSIONS:

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 EXPERIMENT NO:-7 & 8
PERFORMANCE AND HEAT BALANCE TEST OF A 4-S MULTI-CYLINDER
TURBO-CHARGED DIESEL ENGINE

Objectives: - To determine volumetric efficiency, brake thermal efficiency and brake mean
effective pressure of engine with and without intercooler
Theory: - The turbocharger is used to improve an engine’s volumetric efficiency by
increasing the intake density. The compressor draws ambient air and compresses it before it
enters into the intake manifold. This results into a greater mass of air entering the cylinder at
high pressure on each intake stroke. Due to increased air mass (i.e. more oxygen molecule),
the engine can respond more powerful explosion when the fuel and oxygen are burned, and
thus more power coming out of the engine.
A turbocharger must have at least 4 openings: (i) for the engine exhaust gas to enter; (ii) for
the exhaust gas to exit; (iii) for intake air to enter the turbocharger and (iv.) for the intake air to
exit the turbo charger on its way to engine intake.
An intercooler is an air-to-air heat exchanger which cools the compressed air coming out from
compressor of the turbocharger before it fed to the engine.
Experimental 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.
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 and allow to attain the steady state.
8. Note the following readings for particular condition, a. Engine Speed b. Time taken for
____cc of diesel consumption c. Rotameter reading. d. Manometer readings, in cm of water &
e. Temperatures at different locations.
8. Repeat the experiment for different loads and note down the above readings.
9. After the completion release the load and then switch off the engine.
10. Allow the water to flow for few minutes and then turn it off

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 OBSERVATION TABLE

N W ΔH t mw1 mw2 T1 T2 T3 T4 T5 T6 T7 T8 Inlet air

Engine Engine Mano. time cooling calo. Engine Engine Calo. Exhaust Exhaust Ambient After After pressure
Speed Load Def. (sec/ water water water water water in out air TC IC (kg/cm2)
(RPM) (kg) (mm) 100ml) (LPH) (LPH) in out out

RESULTS TABLE
Brake power BMEP Torque BSFC BTh. Eff. Air flow Vol. Eff. A/F Heat Equiv.
(kW) (Bar) (N.m) (kg/kWH) (%) (kg/hr) (%) Ratio Of water (%)

Calculations for engine performance:

1. Brake Power (BP) in kW

Where,
N= Engine speed in RPM
T= Torque in Nm
W= Load on dynamometer in kg,
R= Dynamometer arm length= 0.2m
g= Acceleration due to gravity=9.81m/s2

2. Total fuel consumption in kg/hr

Where, t= time for consumption of 100 cc of fuel,

= density of fuel= 830kg/m3

3. Brake thermal efficiency ( in %

Where, = total fuel consumption in kg/hr

HV= Heating value of fuel in kJ/kg= 420000 kJ/kg for diesel

4. Air consumption ( ) in kg/hr and Air fuel ratio (A/F)

kg/hr

Where,
= discharge co-efficient of orifice =0.6
d= Diameter of the orifice= 0.048 m
ΔH= Manometer deflection in mm,
=Density of water =1000kg/m3

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 =Density of air in kg/m3

5. Volumetric Efficiency ηvol in %

Where,

m3 )

n= number of cylinder=4
D= diameter of engine cylinder=0.075 m
L= length of stroke= 0.0795m
N= engine speed in RPM
K= stroke factor = 2 for 4-S and 1 for 2-S

6. Brake Mean effective pressure (BMEP) in bar

Where,
m3)
Number of cycles/sec=
K= stroke factor = 2 for 4-S and 1 for 2-S

Draw the following graphs

(i) Brake thermal efficiency vs. brake power
(ii) Volumetric efficiency vs. brake power
(iii) Total fuel consumption vs. brake power
(iv) Air consumption vs. brake power
(v) Air-fuel ratio vs. brake power
(vi) Brake Mean effective pressure vs. brake power

Questions
1. What is the difference between supercharging and turbo charging?
2. How volumetric efficiency is influenced by turbo-charging?
3. What is the physical significance of turbo-charging?

Appendix

Fig. 1 Schematic diagram of Turbocharged Engine

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Fig. 2 Turbocharged Engine

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