P. Govindasamy et al./Journal of Energy & Environment, Vol.

6, May 2007

45

Experimental Investigation of Cyclic Variation of Combustion

Parameters in Catalytically Activated and Magnetically
Energised Two-stroke SI Engine
P. Govindasamy* and S. Dhandapani**
*Kongu Engineering College, Erode-638 052, India
**Bharathiar College of Engineering and Technology, Karaikal-606 609, Pondichery, India
Email: pgsamy@gmail.com
(Received on 20 Nov 2006, revised on 12 May 2007)
____________________________________________________________________________________
Abstract
The two stroke spark ignition engine is the major contributor of the total vehicular pollution in a country
like India. It is therefore an area that requires great attention to reduce fuel consumption and hence
pollution. The use of strong magnetic charge from the magnet put into the fuel line gives a complete and
clean burn so that power is increased with reduced operating expenses. The magnetic flux on the fuel line
dramatically reduces harmful exhaust emissions while increasing mileage, thereby saving money and
improving engine performance. It increases combustion efficiency and provides higher-octane
performance. The experimental results show that the magnetic flux on fuel reduces the carbon monoxide
emission up to 13% for base engine, 23% in copper coated (inside the cylinder head) engine and 29% in
zirconia coated (inside the cylinder head) engine.
____________________________________________________________________________________
Introduction
Transport is the prime source of mobility in urban society. It not only provides a fast, convenient and
economical mode of carrier to meet multifarious activities of citizens but also caters to the need of
transportation of goods of commercial and industrial importance. However, it vitiates the environment in
the process by emanating obnoxious and toxic pollutants in the surrounding atmosphere and thereby
creates serious health hazards to biotic community.
Automobiles have been castigated as polluters of the environment. Pollution due to automobile emissions
is of great concern more, particularly in metropolitan cities. It creates a potential threat to the existence of
healthy life [1-2]. Thus, safeguarding quality of air from degradation due to transportation is important.
For complete combustion, air to fuel ratio is computed as 14.5. This ratio is a stoichiometric ratio [3]. But
in spark ignited engines, complete combustion does not take place and pollutants are produced even at
stoichiometric values of A/F ratio. This is because the spark induce reaction is not fully propagated inside
the piston chamber.
This paper presents an eco-friendly system to reduce harmful emissions while increasing engine
performance. The fuel is energized by keeping high gauss magnet on fuel line [4-5]. It easily installs in
minutes by strapping to the fuel line next to the carburetor, diesel pump or injector rail.
Working Principles
Mono pole technology
The most important factors in the monopole technology are the magnetic field intensity and the
collimation of the magnetic lines of flux [6-7]. It is these two aspects that render the monopole technology
different from any ordinary permanent magnets.The intensity of the magnetic field is far superior to that

46

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

generated by regular permanent magnets and the collimation of the magnetic fields (Fig. 1) renders the
magnetic lines of flux exactly parallel to each other at extremely high densities (to the order of millions of
lines of flux per sq. cm.). These devices are external online installations without cutting or modifying the
fuel pipes and the magnetic energy generated through the monopole technology is rendered concentric and
exactly perpendicular to the flow of the fuel.

Fig. 1 Magnetic field on fuel line

Ortho-para orientation
The hydrogen atom has one positive charge (proton) and one negative charge (electron), i.e. it possesses a
dipole moment. It can be either diamagnetic or paramagnetic (weaker or stronger response to the magnetic
flux) depending on the relative orientation of its nucleus spins. Hence, it occurs in two distinct isomeric
varieties (forms) - para and ortho, characterized by the different opposite nucleus spins [8]. In para H2
molecule, which occupies the even rotation levels (quantum number), the spin state of one atom relative to
another is in the opposite direction rendering it diamagnetic. In the ortho molecule, which occupies the
odd rotational levels, the spins are parallel with the same orientation for the two atoms, and therefore is
paramagnetic and a catalyst for many reactions (Fig. 2).

Fig. 2 Atomic orientation

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

47

This spin orientation has a pronounced effect on physical properties (specific heat, vapour pressure), as
well as behavior of the gas molecule. The coincident spins render ortho-hydrogen exceedingly unstable
and more reactive than its para-hydrogen counterpart. To secure conversion of para to ortho state, it is
necessary to change the energy of interaction between the spin states of the H2 molecule.
De-cluster of fuel
Hydrocarbons have basically a "cage like" structure. That is why during the combustion process oxidizing
of their inner carbon atoms is hindered. Furthermore they bind into larger groups of pseudo-compounds.
Such groups form clusters (associations). The access of oxygen in the right quantity to the interior of the
groups of molecules is hindered and it is this shortage of oxygen to the cluster that hinders the full
combustion [9]. In order to combust fuel, proper quantity of oxygen from air is necessary for it to oxidize
the combustible agents.
The exhaust should theoretically contain carbon dioxide, water vapor and nitrogen from air, which does
not participate in the combustion. Practically the exhaust gases contain CO, H2, HC, NOx and O2. In
reality, complete combustion of fuel is never achieved and the incompletely oxidized carbon is evident in
the form of HC, CO or is deposited on the internal combustion chamber walls as black carbon residue. The
incomplete combustion process causes all this.
Hydrocarbon fuel molecules treated with the magnetic energy of the mono pole technology tend to decluster, creating smaller particles more readily penetrated by oxygen, thus leading to better
combustion[10]. They become normalized & independent, distanced from each other, having bigger
surface available for binding (attraction) with more oxygen (better oxidation). In accordance with van der
Waals' discovery of a weak-clustering force, there is a very strong binding of hydrocarbons with oxygen
in such magnetized fuel, which ensures optimal burning of the mixture in the engine chamber
Experimental System
The experiment was carried out on a single cylinder air-cooled two-stroke SI engine whose specifications
are given in Table 1. Provisions were fabricated and installed in the engine setup to vary ignition timing
and fuel quantity. These two arrangements help the engine to run on maximum best torque (MBT)
operation mode in each load of its operations.
Table 1 Engine specifications
Engine Make
Bajaj 150 CC
Cylinder Bore
57.5 mm
Stroke
58 mm
Displacement
150 cc
Power
4.5 kW @5500 rpm
Con Rod Length
110 mm
Compression Ratio
7.4:1
Carburetor
Jetex, Down draft
Lubrication
Petroil
The engine was loaded by an eddy current dynamometer and the engine was run at a constant speed of
3000 rpm and the load was varied and various parameters were measured.
Fuel flow measurements were carried out using an automatic flow control device and digital stopwatch.
Airflow was measured with orifice flow meter. Engine and exhaust temperatures were measured by
chrome-alumal thermocouples. An infrared gas analyzer measured exhaust emissions. The schematic
diagram of experimental set-up is shown in Figs. 3 and 4.

48

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

The cylinder pressure was measured using a Kistler model piezoelectric pressure transducer flush mounted
in the cylinder head of the engine. The output of the transducer was fed to a Kistler model charge amplifier,
which possesses a high degree of noise rejection with ground level current attenuation [10]. For each set of
reading, pressure data were recorded using a high speed AVL data acquisition system timed by an optical
encoder mounted on the engine crankshaft and after collection, each sample was transferred to a hard disk
on a personal computer system for storage and further analysis. A sample size of 500 cycles was selected
for further analysis [11].

1) Exhaust gas analyzer 2) Fuel line change 3) Amplifier 4) AVL data acquisition system 5) Eddy
current dynamometer 6) Fuel line assembly fit 7) Fuel metering unit 8) Fuel recirculation unit
Fig. 3 Photographic view of experimental setup
8

5
3

18

12

11

10

7
13
24

19

22
15

26
28

14

23

21
20

17

16

27
25

1) Engine 2) Eddy current dynamometer 3) Dynamometer control panel 4) Fuel line assembly kit 5)
Solenoid valve 6) High gauss magnet 7) Solenoid valve 8) Primary fuel tank 9) Fuel recirculation
tank 10) Radiator core 11) Air box 12) Orifice meter 13) Piezo-electric pressure pickup
14) Variable area jet-screw 15) Crank angle encoder 16) MBT timing gear 17) Exhaust gas
temperature sensor 18) Load sensor 19) RPM counter 20) Exhaust gas analyzer 21) Charge
amplifier 22) Fuel line changer 23) Avl-data acquisition system 24) Coupling 25) Moisture separator
26) Muffler 27) Cooling water in 28) cooling water out
Fig. 4 Schematic view of experimental setup
Fuel line changer with solenoid valves helps to change the fuel line to pass fuel in to variety of energized
bank. This magnetic source magnetizes the fuel coming through the fuel line and prepares it for better
combustion as shown in the Fig. 5.

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

49

In addition, the carbon in the fuel is also eliminated. As a result, the petrol crossing the device is polarized
(that is, the molecules of the fuel are aligned along a particular direction). This improves the combustion
characteristic of the fuel and reduces the amount of noxious gases in the exhaust.

1) Eddy current dynamometer 2) Monopole fuel energizer 3) 4500 gauss bar magnet 4) Radiator core
inside 5) Fuel line assembly kit 6) Fuel line indicator (led) 7) Solenoid valve 8) Fuel recirculation tank
9) Electronic fuel pump 10) Electronic fuel consumption meter
Fig. 5 Fuel energizer and fuel line assembly kit
Materials Used
Neodymium-Iron-Boron based magnets [12] having 3000 Gauss is used for initial testing purpose. Rare
earth based magnets having 4500 and 9000 gauss have also been used for testing (Fig. 6).

1) 9000 gauss magnet 2) 4500 gauss magnet 3) Radiator core 4) 3000 gauss magnet
Fig. 6 Photographic view of different gauss magnets
The higher gauss magnets need to be shielded to safeguard the encoder, data acquisition system and
dynamometer. A commercially available radiator core was used as base to keep magnets on both sides and
allow fuel to re circulate around the magnets to get energized fuel.

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

50

Methodology
Engine was operated on constant speed mode and the following cases were considered to acquire results.
Fuel line 1: Base engine with absence of magnet
Fuel line 2: Base engine with magnet of 3000 gauss
Fuel line 3: Base engine with magnet of 4500 gauss
Fuel line 4: Base engine with magnet of 9000 gauss
The above fuel lines were selected on each load with the help of fuel line changer . Engine was allowed to
run on lean limit with the help of fabricated adjustable fuel jet. MBT have also been maintained with the
help of ignition timing changer to validate the experimental data with base engine performance data (Fig.
7).
40
39
M B T T IM IN G ( B TD C )

38
37

BASE

BASEMG1

BASEMG2

BASEMGE

COPPMGE

ZIRMGE

36
35

BASE: Base Engine

BASEMG1: Base+3000 gauss
BASEMG2: Base+4500 gauss
BASEMGE: Base+9000 gauss
COPPMGE: Copper coated+9000 gauss
ZIRMGE: Zirconia coated +9000 gauss

34
33
32
31
30
7.7

9.3

11.8

13.9

15.3

16.2

16.5

16.7

AIR-FUEL RATIO

Fig. 7 Optimizied MBT for different engine setups

The inner surface of the cylinder head was coated (Fig. 8) with copper chromate and zirconia by thermal
evaporation technique in a vacuum coating unit [13-14]. The above experimental procedure has been
repeated for this changes and data were acquired.

1) Base engine cylinder head

2) Copper coated cylinder head
3) Zirconia Coated cylinder head 4) Zirconia Coating-Close View
Fig. 8 Coated heads

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

51

The air and fuel are subject to the lines of forces from permanent magnets mounted on the air and fuel
inlet lines. The magnet is oriented so that its South Pole is located adjacent the fuel line and its North Pole
is located spaced apart from the fuel line.
Results and Discussion
Engine performance

Pressure(bar)

For the same amount of air fuel mixture, which is supplied to the engines, the base engine gives a lesser
brake power and brake thermal efficiency compared to the Energized fuelled engine [15-16]. The same
trend is maintained between base engine and catalytic coated engine with and without energized fuel. This
is due to the incomplete combustion of the charge due to mixture limit inside the combustion chamber at a
given compression ratio (Figs. 9-15). The actual volume of charge combusted is comparatively less than
the volume of charge entering the chamber [17]. Hence the amount of fuel charge to give the mechanical
power gets reduced and this reduces the brake thermal efficiency.

-180

-140

-100

-60

18
16
14
12
10
8
6
4
2
0
-20

20

60

100

140

180

Crank Angle (degree)

BASE
BASEMGE

BASE
BASEMGE

=17.2 Kg
=18 Kg

BASEMG1
COPPMGE

BASEMG2
ZIRMGE

=17.7 Kg
=19.8 Kg

BASEMG2
ZIRMGE

BASEMG1
COPPMGE

=17.8 Kg
=20.8 Kg

Pressure(bar)

Fig. 9 Variation of pressure with crank angle at AFR=9.3

-180

-140

-100

-60

18
16
14
12
10
8
6
4
2
0
-20

20

60

100

140

180

Crank Angle (degree)

BASE
BASEMGE

BASE
BASEMGE

=16.5 Kg
=17.4 Kg

BASEMG1
COPPMGE

BASEMG1
COPPMGE

=16.9 Kg
=18.8 Kg

BASEMG2
ZIRMGE

BASEMG2
ZIRMGE

Fig. 10 Variation of pressure with crank angle at AFR=11.8

=17 Kg
=19.5 Kg

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

Pressure(bar)

52

-180

-140

-100

-60

18
16
14
12
10
8
6
4
2
0
-20

20

60

100

140

180

Crank Angle (degree)

BASE
BASEMGE

BASE
BASEMGE

=15.2 Kg
=16.1 Kg

BASEMG1
COPPMGE

BASEMG1
COPPMGE

BASEMG2
ZIRMGE

=15.7 Kg
=17.7 Kg

BASEMG2
ZIRMGE

=15.8 Kg
=18.2 Kg

Pressure(bar)

Fig. 11 Variation of pressure with crank angle at AFR=13.9

-180

-140

-100

-60

18
16
14
12
10
8
6
4
2
0
-20

20

60

100

140

180

Crank Angle (degree)

BASE
BASEMGE

BASE
BASEMGE

=14 Kg
=15 Kg

BASEMG1
COPPMGE

BASEMG1
COPPMGE

BASEMG2
ZIRMGE

=14.4 Kg
=16.7 Kg

BASEMG2
ZIRMGE

=14.5 Kg
=17.2 Kg

Pressure (bar)

Fig. 12 Variation of pressure with crank angle at AFR=15.3

-180

-140

-100

-60

18
16
14
12
10
8
6
4
2
0
-20

20

60

100

140

180

Crank Angle (degree)

BASE
BASEMGE

BASE
BASEMGE

=12 Kg
=12.9 Kg

BASEMG1
COPPMGE

BASEMG1
COPPMGE

=12.5 Kg
=14 Kg

BASEMG2
ZIRMGE

BASEMG2
ZIRMGE

Fig. 13 Variation of pressure with crank angle at AFR=16.2

=12.6 Kg
=15.3 Kg

Pressure (bar)

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

-180

-140

-100

-60

18
16
14
12
10
8
6
4
2
0
-20

20

60

100

140

53

180

Crank Angle (degree)

BASE
BASEMGE

BASE
BASEMGE

=10 Kg
=10.8 Kg

BASEMG1
COPPMGE

BASEMG1
COPPMGE

BASEMG2
ZIRMGE

=10.4 Kg
=12.1 Kg

BASEMG2
ZIRMGE

=10.5 Kg
=13.4 Kg

Pressure (bar)

Fig. 14 Variation of pressure with crank angle at AFR=16.5

-180

-140

-100

-60

18
16
14
12
10
8
6
4
2
0
-20

20

60

100

140

180

Crank Angle (degree)

BASE
BASEMGE

BASE
BASEMGE

=9 Kg
=9.2 Kg

BASEMG1
COPPMGE

BASEMG1
COPPMGE

=9.1 Kg
=9.3 Kg

BASEMG2
ZIRMGE

BASEMG2
ZIRMGE

=9.1 Kg
=9.3 Kg

Fig. 15 Variation of pressure with crank angle at AFR=16.7

The fuel molecules start diffusing from the free stream into the boundary layer and this fuel concentration
at various sub layers and at various crank angle position is found to be different [18]. It is found
that the fuel level in the sub layer near the free stream shows a sudden increase near top dead centre
TDC because it was found that the boundary layer thickness suddenly decreases near TDC due to the
effect of high Reynolds number. Due to this the effective distance that the fuel molecule diffuses
becomes lesser near the TDC and hence the fuel levels in the sub layers were higher. The variation in the
fuel concentration in the sub layers near to the wall was less compared to the sub layers near the free stream.
This shows that the diffusion rate of fuel is the main controlling factor in limiting the reaction
rate. In the magnet with 9000 gauss fuel line the diffusion from the free stream to the layers is found to
be more which proves the higher reaction rate. Due to the higher reaction rate the maximum mass of
charge is combusted for a given actual charge. This leads to a higher mechanical power and hence a
higher brake thermal efficiency.

54

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

Effect on cycle variation

There are many methods to analyses the combustion variation in SI engines. The widely used parameter is
the peak pressure (P max), measured inside the cylinder during combustion.
As the combustion rate increases due to the energized fuel, the gas force developed by combustion of the
charge inside the energized fuelled combustion is found to be more compared to that developed at the base
combustion. This increased gas force leads to higher peak pressure for the same supply of air fuel mixture
in the energized fuel engine. Also the cyclic variations of peak pressures are found to be controlled
because the combustion rate depends on the diffusion rate of the fuel, which further varies with crank
angle position. So the maximum pressure is developed more or less at a constant crank position in a cycle.
So the peak pressure at different cycles is found to be improved.
Figs.16 and 17 show the scatter plots of Pmax and IMEP of individual cycles for both base and energized
fuel engine at an optimal air-fuel ratio of 16.7:1. The Pmax is directly obtained from the measured
cylinder pressure trace . The crank angle speed is measured by an optical crank angle encoder. The mean
values of these parameters are also indicated in the figures.
The Pmax is a measure of rate of pressure rise due to combustion. If the combustion is faster, higherpressure rise rate occurs and a higher Pmax results.The magnitude of variation depends on whether the
combustion is faster or slower. A faster combustion will produce a higher Pmax[19]. Also the Pmax will
tend to occur closer to TDC Whereas, a slower burning cycle will have lower Pmax and that will be away
from TDC.
Air-fuel ratio (AFR) for BMEP (Fig. 18), BTE (Fig. 19), variation of exhaust energy (Fig. 20), CO (Fig.
21) was varied from the minimum to a maximum extent and graphs are drawn with various cylinder
parameters against AFR. Improvement in thermal efficiency and reduction in exhaust emissions
mainly depends magnetically energized. With increase of load on engine, combustion chamber
temperature and air movement increases. Efficiency increases as the engine is made leaner to some extent
and then it fails due to the lean misfire limit.
Fig. 22 presents the variation of peak cylinder pressure with air fuel ratio. Fig. 23 compares different
level of magnetized fuel engine emission performance. The graph indicates improvement in brake thermal
efficiency at higher A/F ratios to some extent. This variation is due to improvement in combustion as
the hydrocarbon fuel molecules treated with the magnetic energy tend to de-cluster, creating smaller
particles more readily penetrated by oxygen, thus leading to better combustion. They become normalized
and independent, distanced from each other, having bigger surface available for binding (attraction) with
more oxygen (better oxidation).
The IMEP is a measure of work output from the combustion products. A faster pressure rise and a quick
combustion may result in higher work output. A higher trapped charge may also lead to increased work
output. Hence, the IMEP fluctuations may be due to variation in combustion rate or variation in quantity of
energy released [20].
It is interesting to note that the variation in Pmax among these operating modes is higher at lean side in
catalytic coated head engine. Similarly, the variation in IMEP is more in lean operation. The coefficient of
variation (COV) of Pmax and IMEP are calculated from the cycles belonging to different modes are
plotted. The COV of Pmax decreases from base engine to catalytic coated head engine whereas COV of
IMEP is increased.

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

Stdev = 0.90 bar

Mean = 3.61 bar

COV = 0.041

11.80

4.20

11.60

4.00

11.40

IMEP (bar)

Pmax (bar)

Mean =11.05 bar

COV =0.081

11.20
11.00

10.60

3.80
3.60

3.20
0

100

200

300

400

500

100

Base engine with absence of magnet

Mean =11.837 bar
COV = 0.074

200

300

400

500

CYCLE NUMBER

CYCLE NUMBER

Base engine with absence of magnet

Stdev = 0.872 bar

Mean = 3.63 bar

COV = 0.047

12.60

4.40

12.40

4.20

12.20

4.00

IMEP (bar)

Pmax (bar)

Stdev= 0.15 bar

3.40

10.80

12.00
11.80

Stdev = 0.17 bar

3.80
3.60
3.40

11.60

3.20

11.40
0

100

200

300

400

500

100

Base Engine with 3000 gauss magnet

Mean = 12.200 bar
COV = 0.069

200

300

400

500

CYCLE NUMBER

CYCLE NUMBER

Base Engine with 3000 gauss magnet

Stdev = 0.842 bar

Mean = 3.68 bar

COV = 0.049

Stdev = 0.18 bar

4.40

12.80

4.20

IMEP (bar)

12.60

Pm ax (bar)

55

12.40
12.20

4.00
3.80
3.60
3.40

12.00

3.20

11.80

100

200

300

400

500

100

200

300

400

CYCLE NUMBER

CYCLE NUMBER

Base Engine with 4500 gauss magnet

Base Engine with 4500 gauss magnet

500

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

56

Stdev = 0.822 bar

Mean = 3.74 bar

COV = 0.059

13.20

4.40

13.00

4.20

IMEP (bar)

Pmax (bar)

Mean = 12.55 bar

COV = 0.065

12.80
12.60
12.40

4.00
3.80
3.60

12.20

3.40
0

100

200

300

400

500

100

CYCLE NUMBER

300

400

500

Stdev = 0.820 bar

Base Engine with 9000 gauss magnet

Mean = 3.83 bar
COV = 0.075

13.40

4.60

13.20

4.40

IM EP (bar)

Pmax (bar)

Mean = 12.788 bar

COV = 0.064

200

CYCLE NUMBER

Base Engine with 9000 gauss magnet

13.00
12.80
12.60

Stdev = 0.29 bar

4.20
4.00
3.80
3.60

12.40

3.40
0

100

200

300

400

500

100

CYCLE NUMBER

Mean = 13.014 bar

COV = 0.060

200

300

400

500

CYCLE NUMBER

Copper coated Engine with 9000 gauss magnet

Stdev = 0.791 bar

Copper coated Engine with 9000 gauss magnet

Mean = 4.05 bar
COV = 0.089

Stdev = 0.36 bar

4.60

13.50

4.40

13.30

IMEP (bar)

Pmax (bar)

Stdev = 0.22 bar

13.10
12.90

4.20
4.00
3.80

12.70

3.60
0

100

200

300

400

500

CYCLE NUMBER

Zirconia coated Engine with 9000 gauss magnet

Fig. 16 Scatter plot of peak pressure for different phase of
operations at 3000 rpm at an AFR of 16.7

100

200

300

400

500

CYCLE NUMBER

Zirconia coated Engine with 9000 gauss magnet

Fig. 17 Scatter plot of IMEP for different phase of
operations at 3000 rpm at an AFR of 16.7

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

Full Open Throttle

Speed = 3000 rpm
Compression Ratio = 7.4:1
MBT Timing

BASE

BA SEM G 1

BA SEM G 2

BASEM GE

CO PPM G E

Z IR M G E

57

200

5.00

180
bsCO ( gm/kW hr)

4.50

BMEP

4.00
3.50
3.00

160
140
120
100
80
60

2.50

40
20

2.00

7.7

9.3

1.50
7.7

9.3

11.8

13.9

15.3

16.2

16.5

11.8 13.9 15.3 16.2

AIR-FUEL RATIO

16.5

16.7

16.7

AIR-FUEL RATIO

Fig. 21 Variation of brake specific CO emission with

air-fuel ratio

22.00

18.0

20.00

17.0
16.0

18.00

P max (bar)

THERMAL EFFICIENCY(%)

Fig. 18 Variation of brake mean effective pressure with

air-fuel ratio

16.00
14.00

14.0
13.0

12.00

12.0

10.00

11.0
10.0

8.00
7.7

9.3

11.8 13.9 15.3 16.2

AIR-FUEL RATIO

16.5

7.7

16.7

Fig. 19 Variation of brake thermal efficiency with airfuel ratio

9.3

11.8

13.9

15.3

16.2

16.5

16.7

AIR-FUEL RATIO

Fig. 22 Variation of peak cylinder pressure with

air-fuel ratio
120

4.5
4.0
3.5
3.0
2.5
2.0
1.5
1.0
0.5
0.0

110
100
90
bsHC ( gm/kW hr)

EXHAUST ENERGY (KW)

15.0

80
70
60
50
40
30
20
7.7

9.3

11.8

13.9

15.3

16.2

16.5

16.7

AIR-FUEL RATIO

7.7 9.3 11.8 13.9 15.3 16.2 16.5 16.7

AIR-FUEL RATIO

Fig. 20 Variation of exhaust energy with air-fuel ratio

Fig. 23 Variation of brake specific HC emission with

air-fuel ratio

P. Govindasamy et al./Journal of Energy & Environment, Vol. 6, May 2007

58

Conclusion
There is significant increase in brake thermal efficiency and peak pressure whereas decrease in CO, HC
and cyclic variation in case of copper and zirconia coated engines as compared to base engine. Table 2
presents the changes in different parameters with base, copper and zirconia coated engine with 9000 gauss
magnetic flux.
Table 2 Changes in different parameters with base, copper and zirconia coated engine with 9000
gauss magnetic flux
S No

Parameters

Increase in brake thermal

efficiency
Increase in peak pressure
Reduction in cyclic variation
Reduction in CO emission
Reduction in HC emission

2
3
4
5

Base engine
%
3.2

Copper-coated
engine, %
6.6

Zirconia-coated
engine, %
11.2

13.5
8.6
13.3
22.1

15.72
8.8
23.5
37.3

17.78
12.1
29.5
44.2

The variation of peak pressures for continuous cycles of coated engine (9000 gauss) is less than that of the
base engine. Among the various combinations at a leaner side (AFR=16.7), zirconia coated engine with
9000 gauss magnetic flux has higher IMEP (4.05 bar) and lower cyclic variation (0.791 bar).
Acknowledgement
The authors express their sincere thanks to the Department of Science and Technology, Govenment of
India for funding the project on development of catalytic activated lean burn combustion.
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