LABORATORY INSTRUCTION MANUAL

INTERNAL COMBUSTION ENGINE LAB

Department of Mechanical Engineering

JIS College of Engineering

(NAAC Accredited Autonomous Institution)
Approved by AICTE, New Delhi & Affiliated to
WBUT
Block A, Phase III, PO. Kalyani, Dist.
Nadia, Pin - 741235, West Bengal.
Course Name: INTERNAL COMBUSTION ENGIN LAB
Course Code: ME 693
Contact Hour/Week (L:T:P) : 0:0:3
Credits: 2
Full Marks = 100 (Internal Evaluation - 40; End Semester Exam - 60)
Prerequisite: ENGINEERING THERMODYNAMICS,IC ENGINE

Course Objective: To train students with hands on practice of handling I C engines and
measuring the performance parameters

Course Outcome: After the completion of this course, the student should be
able to:
1. Understand the practical operation of 2 stroke and 4 stroke I.C engines using valve timing
diagram
2. Analyze the performance of multi cylinder engines with the variation of various
performances like load and speed.
3. Determine the quality of Engine fuels by analyzing its calorific value.
4. Analyze the constituents of combustion products for emission characteristics related to public safety.

Course Articulation Matrix:

P
CO PO PO PO PO PO PO PO PO PO PO PO PSO PSO PSO
O
Codes 1 2 3 5 6 7 8 9 10 11 12 1 2 3
4
ME693.1 1 - 2 - - - 2 1 1 1 2 3 2
ME693.2 1 - 3 2 1 - 3 1 1 2 2 3 2
ME693.3 - - 2 2 2 - 3 1 1 3 1 3 1
ME693.4 - 3 2 2 3 1 3 1 1 3 1 2 3
Avrg. 1 3 2.25 2 0 1.66 2.25 1 2.75 1 1 2.25 1.5 2.75 2

Course Contents:
Experim Description
ent No.
1 Study of cut models of Two stroke and four stroke Petrol and Diesel
Engines.

2 Study of valve timing diagram of Petrol & Diesel Engine.

3 Determination of flash point and fire point of sample oil.

4 Determination of calorific value of a fuel by Bomb calorimeter.

;
5 Performance Test of a Diesel Engine using Mechanical and Electrical
dynamometer.

6 Morse Test on multi cylinder petrol engine by electrical break

dynamometer.
SL. NAME OF THE EXPERIMENT
NO
1
Study of cut models of Two stroke and four stroke Petrol and Diesel Engines.
.
2
Study of valve timing diagram of Petrol & Diesel Engine.
3
Determination of flash point and fire point of sample oil
4 To Determination of calorific value of a fuel by Bomb calorimeter.

5 Performance Test of a Diesel Engine using Mechanical and Electrical dynamometer

6
Morse Test on multi cylinder petrol engine by electrical break dynamometer.
 EXPERIMENT NUMBER: 1(A)

AIM:- To study the cut model of an I.C engine and observe various parts of an I.C
engine.

DIAGRAM:-

Figure: Cut Model of 4 Sroke I.C Engine

PARTS OF I.C ENGINE:-

Piston: It moves from BDC to TDC. One stroke of piston is

define as movement of piston form one Extreme (TDC or BDC) to
other extreme (BDC to TDC).

Material: Cast Iron, Aluminium Alloy.

Function: Its purpose is to change the volume enclosed by the

cylinder,
to exert a force on a fluid inside the cylinder or to cover and uncover Figure:
piston
ports. In an engine, its purpose is to transfer force from
expanding gas in the cylinder to the crankshaft via a piston rod
or connecting rod.

Cylinder: It is same as used in four stroke engine except it

does not have valve mechanism . It has two ports on side wall of
cylinder.

Material: Cast Iron, Alloy Steel.

Function: It provides the space for combustion and compression .

Figure: Engine Cylinder

Crankshaft: It is used to convert reciprocating motion of

piston into rotary motion.

Material: Alloy steel, SG Iron.

Function: Its help in converting reciprocating motion of piston

into rotary motion.
Figure: Crankshaft

Inlet and Exhaust Port: Two stroke engines contain ports

except valves. These ports open and closed due to piston
movement. When the piston is moving towards TDC inlet ports
opens and when it moves toward BDC exhaust port opens.

Materials: Special Alloy Steel.

Function: Its helps in the entry and exit of the fuel when
ever needed.

Transfer Port: These engines contain one extra port which

is known as transfer port. It is connected from crankcase to
combustion chamber. Its main function is to supply the charge
from crankcase to combustion chamber when piston is moving
from TDC to BDC.

Material: Special Steel Alloy.

Function: It directs the fresh intake charge into the upper part of the cylinder,
pushing the residual exhaust gas down the other side of the deflector and out the
exhaust port.

Inlet and Exhaust Manifold: These are connected to inlet and exhaust port and
regulate the flow of charge and exhaust gases.

Material: Special Aluminium alloy

Figure: Inlet and

Exhaust Manifold
Function: The primary function of the intake manifold is to evenly distribute the
combustion mixture (or just air in a direct injection engine) to each intake port in the
cylinder head. an exhaust manifold collects the exhaust gases from multiple cylinders
into a smaller number of pipes – often down to one pipe.
Flywheel: It need smaller flywheel compare to four stroke engine because less
power fluctuation.

Material: Cast Iron

Function: Its helps in fluctuation of speed. Figure:

Flywheel

Crankcase: This is the part where crankshaft situated.

The inlet port is also connected with crankcase. First
charge enters into crankcase and send to combustion
chamber through transfer port.

Material: Aluminium Alloy, Steel, Cast Iron.

Figure: Crankcase

Function: . Both sides of the piston are used as working

surfaces: the upper side is the power piston, the lower side acts as
a scavenging pump. As the piston rises, it pushes out exhaust gases and produces a
partial vacuum in the crankcase, which draws in fuel and air. As the piston travels
downward, the compressed fuel/air charge is pushed from the crankcase into the
cylinder.

Spark Plug: It is a device for delivering electric current from an ignition system to
the combustion chamber of a spark-ignition engine to ignite the compressed fuel/air
mixture by an electric spark, while containing combustion pressure within the engine .

Material: Copper and Nickel Alloy.

Figu
re: Spark Plug

Function: To ignite the air/fuel mixture. Electrical energy is

transmitted through the spark plug, jumping the gap in the plugs firing end if the
voltage supplied to the plug is high enough. This electrical spark ignites the
gasoline/air mixture in the combustion chamber.
 EXPERIMENT NO. 1(B)
AIM:- To study four stroke petrol engines.
APPARATUS:- Model of two stroke and four stroke petrol engine.

Figure: Cut model of 4s petrol engine

THEORY:-
WORKING PRINCIPLE OF FOUR STROKE PETROL ENGINES:-
There are four strokes which are as follows:
i) Suction stroke
ii) Compression stroke
iii) Expansion or working or power stroke
iv) Exhaust stroke

i) SUCTION STROKE: The suction stroke starts with the piston at top dead centre
position. During this stroke, the piston moves downwards by means of crank shaft. The
inlet valve is opened and the exhaust valve is closed. The partial vacuum created by
the downward movement of the piston sucks in the fresh charge (mixture of air and
petrol) from the carburetor through the inlet value. The stroke is completed during the
half revolution (180O) of the crank shaft, which means at the end of the suction
stroke, piston reaches the bottom head centre position.

Figure: suction, compression, power and exhaust stroke

ii) COMPRESSION STROKE: During this stroke the inlet and exhaust valves are
closed and the piston returns from bottom dead centre position. As the piston moves
up, the charge is compressed. During compression the pressure and temperature
rises. This rise in temperature and pressure depends upon the compression ratio (in
petrol engines the compression ratio generally varies between 6:1 and 9:1). Just
before the completion of the compression stroke, the charge is ignited by means of an
electric spark, produced at the spark plug.

iii) WORKING OR EXPANSION STROKE: The ignition of the compressed

charge. Just before the completion of compression stroke, causes a rapid rise of
temperature and pressure in the cylinder. During this stroke the inlet and exhaust
values remain closed. The expansion of gases due to the heat of combustion exerts
pressure on the piston due to which the piston moves downward, doing some useful
work.

iv) EXHAUST STROKE: The exhaust value is opened and the inlet valve remains
closed. The piston moves upward (from its BDC position) with the help of energy
stored in the flywheel during the working stroke. The upward movement of the piston
discharges the burnt gases through the exhaust value.
At the end of exhaust stroke, piston reaches its TDC position and the next cycle starts
 Figure: Representation of different Process of Air Standard Cycle on
PV diagram

Figure: PV diagram of Otto Cycle

Questions:

1. What is I.C Engine?

2. What is 4-stroke Engine?
3. Name The Main Steps Involve In 4-stroke I.C Engine?
4. Why Have Eight Cylinders In An Engine? Why Not Have One Big Cylinder Of The
Same Displacement Of The Eight Cylinders Instead?
5. Why Diesel Engine Don’t Have Spark Plug?

Questions CO Bloom’s Taxonomy level

1 CO1 1
2 CO1 1
3 CO1 2
4 CO1 2
5 CO1 2
 EXPERIMENT NO:-2(A)
AIM:-Actual valve timing diagram of 4 stroke diesel engine.
DIAGRAM:-

Figure 3.1 Actual valve timing diagram of four stroke diesel Engine

ACTUAL VAVLVE TIMING DIAGRAM OF 4 STROKE

DIESEL ENGINE
I.V.O-INLET VALVE OPEN 100-200 BEFORE TDC
I.V.C-INLET VALVE CLOSES 250-400 AFTER BDC

F.V.O-FUEL VALVE OPEN 100-200 BEFORE TDC

F.V.C-FUEL VALVE CLOSES 150-200 AFTER TDC

E.V.O-EXHAUST VALVE OPEN 390-500 BEFORE BDC

E.V.C-EXHAUST VALVE CLOSEE 100-150 AFTER TDC

In an ideal engine , the inlet valve opens at TDC and closes at BDC . The
exhaust valve opens at BDC and closes at TDC . The fuel is injected into the
cylinder when the piston is at TDC and at the end of compression stroke But
in actual practise it will differ.

Inlet Valve opening and closing:

In an actual engine, the inlet valve begins to open 5°C to 20 °C before the
piston reaches the TDC during the end of exhaust stroke. This is necessary to
ensure that the valve will be fully open when the piston reaches the TDC. If
the inlet valve is allowed to close at BDC , the cylinder would receive less
amount of air than its capacity and the pressure at the end of suction will be
below the atmospheric pressure . To avoid this inlet valve is kept open for
25° to 40°after BDC.

Exhaust valve opening and closing:-

Complete clearing of the burned gases from the cylinder is necessary to take
in more air into the cylinder. To achieve this exhaust valve is opens at 35° to
45° before BDC and closes at 10° to 20° after the TCC. It is clear from the
diagram, for certain period both inlet valve and exhaust valve remains in
open condition. The cranks angles for which the both valves are open are
called as overlapping period. This overlapping is more than the petrol engine.

Fuel valve opening and closing:

The fuel valve opens at 10° to 15 °before TDC and closes at 15° to 20 ° after
TDC . This is because better evaporation and mixing fuel.

The extreme position of the bottom of the cylinder is called “Bottom Dead
Centre” [BDC].IN the case of horizontal engine, this is known as “Outer
Dead Centre” [ODC]. The position of the piston at the top of the cylinder is
called “Top Dead Centre” [TDC].In case of horizontal engine this is known as
“Inner Dead Centre” [TDC]. In case of horizontal engine this is known as
“inner dead centre “ [IDC].

Suction or inlet valve opens slightly before top dead center in vertical engine
(or inner dead center in horizontal engines) so that the charge is not
restricted at the dead center position. The valve continues to be opened. Well
beyond the bottom dead center or outer dead center in horizontal engines to
admit more charge due to high velocity at charge in the inlet manifold. The
charge air from atmosphere enters the cylinder due to suction stroke. The
angle between inlet valve opening and closing gives the suction process in
crank angles in degrees. Exhaust valve opens considerably before the end of
the working stroke that is before bottom dead center. This no doubt reduces
the power output from the engine.
 EXPERIMENT NO: 2(B)

AIM:- Actual valve timing diagram of 4- stroke petrol engine

DIAGRAM:-

Figure: Actual valve timing diagram of four stroke P Engine

I.V.O-INLET VALVE OPEN 100-- 200 BEFORE THE PISTON REACHES TDC

I.V.C-INLET VALVE CLOSE 300-400 AFTER THE

PISTON REACHES BDC

E.V.O-EXHAUST VALVE OPEN 300-500 BEFORE THE

PISTON REACHES BDC

E.V.C-EXHAUST VALVE CLOSE 100-150 AFTER THE

PISTON REACHES TDC
A valve timing diagram is a graphical representation of the opening and closing
of the intake and exhaust valve of the engine, The opening and closing of the
valves of the engine depend upon the movement of piston from TDC to BDC,
This relation between piston and valves is controlled by setting a graphical
representation between these two, which is known as valve timing diagram.

Questions:

1. What is the significance of Valve Timing Diagram?

2. Why intake valve is open before TDC?
3. What is valve overlap and when dues it occurs?
4. How Valve Timing Affects Engine Performance?
5. What is inlet and Exhaust valve?

Questions CO Bloom’s Taxonomy level

1 CO1 1
2 CO1 2
3 CO1 2
4 CO1 2
5 CO1 1

EXPERIMENT NO: 3
EXPERIMENT: DETERMINATION OF FLASH POINT AND FIRE POINT OF THE
SAMPLE OIL BY MEANS OF THE CLEVELAND APPARATUS.
OBJECTS: To find out the Flash point (open) and Fire point of the sample oil.

APPARATUS:
 Cleveland apparatus with a cup made of brass and flame exposure
device.
 Gas cylinder (LPG with knob and pipe).
 Heating arrangement i .e, burner.
 Thermometer.
THEORY:
The temperature at which the vapour of oil flashes when subjected to an open
flame is known as flash point of the oil and fire point is that temperature at
which the oil vapour if once lit with flame, will burn steadily at least for 5 sec.
Fire point is usually higher than the open flash point In case of open type test,
the sample is placed in the cup of the apparatus with top and heated at a
uniform rate. A small test flame is directed in to the cup regular and the flash
point is taken as the lowest temperature at which intervals application of the
test flame causes the vapour above the sample to ignite with a distinct flash
inside the cup and also fire point is recorded as the minimum temperature at
which the oil continuously burns.

EXPERIMENTAL PROCEDURE:
1. Thermometer shall be suspended or held in a vertical position. The
bottom of the bulb shall be 1/4 inch (6.4 mm) from the bottom of the
cup and half way between the center and wall of the cup.
2. The cap shall be filled with the sample oil so that the top of the
meniscus is exactly at the filling line at room temperature. The surface
of the sample shall be free from bubbles. There shall be no sample
above the filling line on the out side of the apparatus.
3. The test flame shall be approximately 5/32 inch (4 mm) in diameter
and it is placed at the bottom centre of the cup.
4. The test flame shall be applied as the temperature reading reaches
each successive 5 °F mark. The flame shall pass in a straight line (or
in the circumference of a circle having a radius of at least 6 inches
across the center of the cup and at the right angle to the diameter
passing through the thermometer. The test flame shall, while passing
across the surface of the sample, be in the plane of upper edge of the
cup. The time for the passage of the test flame across the cup shall be
approximately 1 second. The operator shall avoid breathing over the
surface of
5. The sample in temperature does not exceed 30 °F/minuit, The sample
shall be heated so that rise till a point is reached approximately 100°F
below probable flash point of the sample. Thereafter the rate should
be decreased
6. When the flash first appears at point on the surface of the oil, note
down the temperature with help of thermometer and it is the desired
flash point of the sample oil.
7. More increasing in temperature causes continuously burn of oil at
least for 5 sec and this temperature is the fire point of the oil.
OBSERVATION AND RESULT:
Flash point:
Fire point:

SARETY AND PRECAUTION:

 Check the regulator and connecting pipes to avoid any leakage problem.
 Temperature rising observed carefully.
 Keep safe distance from the apparatus during flash time.

CONCLUSION AND REMARKS:

To be written by student

Questions:

1. What do you mean by flash point and fire point?

2. Impotence of flashpoint and fire point?
3. What is difference between fire point temperature and self ignition
temperature?
4. Why We Do Not Use same fuel for Both Si /CI Engine?
5. What do you mean be ignition?

Questions CO Bloom’s Taxonomy level

1 CO3 1
2 CO3 2
3 CO3 2
4 CO3 2
5 CO2 1

EXPERIMENT NO: 4
NAME OF EXPERIMENT: DETERMINATION OF CALORIFIC VALUE OF GIVEN
FUEL BY BOMB CALORIMETER

OBJECTIVE:
 1. To find the water equivalent of bomb calorimeter using benzoic acid.
2. To find out the calorific value of given fuel.
APPARATUS:
 Bomb calorimeter.
 Oxygen cylinder.
 Pressure pipe for flowing oxygen from cylinder to bomb.
 Temperature measuring device (Thermometer)
 Digital weight meter.
 Fuse wire.
 Crucible.
 Cotton.
SUBSTANCES /CHEMICALS:
 Pure Benzoic acid.
 Fuel whose calorific value is to be determined.
THEORY:
The bomb calorimeter is normally used to determine the higher calorific value
of solid as well as liquids fuels. The combustion of fuels takes place at constant
volume totally enclosed by vessel.
Thus the higher calorific value at constant volume of the supplied fuel is
determined. The combustion leads to reduction in volume of product of
combustion when reduced to initial temperature. The values obtained are the
different from actual heat liberated.
Heat liberated by fuel and wire = Heat absorbed in the calorimeter
Or, CX+C1Xw= (W + w) (θ1-θ2) Cp
Where
 C= calorific value of burnt fuels.
 C1= calorific value of wire burnt.
 X = mass of fuel burnt.
 X w = mass of wire.
 θ1 = temperature after combustion.
 Ѳ2 = temperature before combustion.
 W = water equivalent of water.
 w = weights of water in calorimeter.
 Cp = specific heat of water.
Temperature rise for wire burnt is negligible,
So, CX = (W + w) (θ1-θ2) Cp
C= (W + w) (θ 1-θ2) Cp/x ........................... (1)

EXPERIMENTAL PROCEDURE:
1. At first measure the water equivalent of calorimeter using benzoic acid
whose calorific value is known.
 First measure empty crucible in gm.
 Take the measurement of crucible filled with benzoic acid.
 Set fuse wire & cotton in proper position of electrode.
 Fill bomb with oxygen from oxygen cylinder at 25 atm.
  Get the proper electrical connection to activate firing unit, stirrer
system & temperature indicator.
 Measure and note down the temperature raising of water every 60
Sec after firing till the temperature becomes steady.
2. Measure the calorific value of fuel by known water equivalent of
calorimeter using the equation (1).
The next procedure is same as above only the difference is that instead
of Benzoic acid take the supplied fuel.

OBSERVATION DATA:
To find out the water equivalent of calorimeter bomb using benzoic acid.
Table-A1:
SL. No Empty crucible Crucible +B.A Weight of B.A
Weight Weight
Unit In gm In gm In gm
1

Table-A2:
SL. Initial Time Temperatur Final Temperatur Water
No Temperat interva e in (θ1°C) Temperatur e equivale
ure l in sec e (θ2°C) Rise (θ1-θ2) nt
(θ1°C) in
°C

CALCULATION:
Calorific value of benzoic acid = 26 KJ/gm
Calculate water equivalent of bomb using equation (1)

To find out the calorific value of given fuel:

Table-B1:
SL. No Empty crucible Crucible Weight of sample in
Weight in gm +sample gm
Weight in gm
1

Table-B2:
SL. Initial Time Temperature Final Temperature Water
No Temperat interv in sec Temperatur Rise (θ1-θ2) equival
ure in al e (θ2°C) in °C ent
(θ1°C)
CALCULATION:

Calculate Calorific value of fuel using equation no (1).

PRECAUTION:
During the experiment the following measures should be taken:
 Benzoic acid should be pure.
 Weight should be taken very carefully.
 In every 15 sec, temperature should be recorded with correct and careful
manner.
 Room temperature should be steady.
 Clean the bomb after every experiment.
 In calculation avoid round-off error

CONCLUSION AND REMARKS:

To be written by student.

Questions:

1. What is Calorific value of fuel?

2. How could determine calorific value of fuel by Bomb Calorimeter?
3. How could determine water equivalent of bomb?
4. What do you mean by water equivalent?

Questions CO Bloom’s Taxonomy level

1 CO3 1
2 CO3 2
3 CO3 2
4 1

EXPERIMENT NO: 5(A)

NAME OF EXPERIMENT: PREPARE A HEAT BALANCE SHEET BY CONDUCTING
PERFORMANCE TEST ON A SINGLE CYLINDER 4 STROKE DIESEL ENGINE (WITH
ELECTRICALBRAKE DYNAMOMETER)

OBJECT:
To draw up a thermal energy distribution graph (heat balance) for the CI engine
by performing load tests at the rated speed of the engine with Electrical break
dynamometer.

APPARATUS WITH SPECIFICATION :

1. Single cylinder water cooled diesel engine.
 Make: kirloskar
 Rated Horsepower: 5 H P. 1500 r p.m.
 Stroke: 110 mm.
2. Dynamometer
 Make: DEVP &DESGND
 Type: Electrical D .C type

3. Panel Board
It consists of Amp meter, Voltmeter and Switch fuse carrier.

4. Fuel measuring tank.

Mounted on a sturdy iron stand, burette tube three way cock with
connecting tube.

5. Air intake measurement.

 Make: dd engineering
 Size:50cm x 50cm x 50cm
6. Stopwatch.
THEORY:
The performance of an engine is generally given by heat balance sheet. To
draw the heat balance sheet for I.C. Engine, it is run at constant load. The
quantity of fuel used in a given time and its calorific value, the amount, inlet
and outlet temperature of cooling water, the temperature of exhaust gases,
etc. are recorded. After that the heat used in difference section is calculated
using the standard formulas which are given in the calculation section.

EXPERIMENTAL PROCEDURE:
The following steps have been followed:
1. The level of the diesel in tank is checked and line up with the fuel
pump through fuel measuring apparatus.
2. The engine started by hand cranking.
3. The inlet cooling line is fully opened.
4. A light load is put in the engine by inserting the load in electrical load
box, and sat the voltage 220 V using voltage varior.
5. After achieving steady state condition, all the necessary data is noted
down.
6. 3-set of each data is noted for 3- different load.
7. First data is taken in no-load condition.

OBSERVATIONS:
Given: C.V of fuel = 45MJ/kg
Generator efficiency=97%
Diameter of orifice meter= 0.015 m
 Coefficient of discharge= 0.65
Table 1:
SL. No Voltage (V) Current (I) Load in terms of current (I)

Table 2:
SL. Fuel Tim Manometer Exhaust Flow Tim Cooling
No Consumpti e reading gas of e water
on in ml take temperat coolin take temperatu
n in ure in °C g n in re °C
sec water Sec
in
litre
Left Righ Inle Outl
limb t t et
limb

CALCULATION:
Brake power (B. P) = V/1000 C KW
Where, C Efficiency of generator.

Fuel Consumption:
Volume of fuel flow rate of fuel = (Final volume of fuel - initial volume of
fuel)/Time (m3/sec)
Mass flow rate of fuel (mf) = (Volume flow rate of fuel × density of fuel).
(Kg/hr)
Sp. Gravity of fuel =0.86

Sp. Fuel Consumption:

Fuel used ∈kg /hr mf
B.P s. f. c = = (Kg/KW-h)
B . P ∈k w . B. P.

Heat supplied by the fuel:

Heat supplied by the fuel (Qs) = mf×C.V×3600. (KJ/hr)

Heat equivalent to B.P:

QB.P = B.P × 3600 (KJ /hr)

Heat carried away by exhaust gas:

The amount of heat carried away by exhaust gas Q e = (ma+ mf) × C pg ×
(T g – T a). (KJ/hr)
Where, T g = Temperature of exhaust gas (K)
Ta = Temperature of air. (K)
C pg = Sp. Heat of exhaust gas. ( KJ/Kg-K)

Heat carried away by cooling water:

The amount of heat carried by cooling water (Q w) = mw× C pw × (TO -TI)
Where, TO = outlet Temperature of water. (K)
TI = inlet Temperature of water. (K)
 m W = mass flow rate of water (kg/sec)
C P W = Sp. heat of water. (KJ/kg -k)

Unaccounted heat:
QU = (QS – QW – QE – B. P ) (KJ/hr)

RESULT:
Heat balance sheet:
CREDIT KJ/hr %per DEBIT KJ/hr %per
Heat energy 100% 1. Heat %
available from energy
the fuel brunt equivalent to
output b .p
2.Heating %
energy lost in
cooling water
3.Heat energy %
carried by
exhaust gas.
4.Accounted %
heat
Total 100% Total 100%

PRECAUTION:
The following precautions should be taken during the experiment:
 Before starting engine, grease cups and lubricating oil should be
checked.
 It should be checked that air is not present in the pump.
 The water line should also be checked.
 Do not tamper with any of engine settings without proper knowledge.
 Water supply should be stop after the experiment was stop.

CONCUUSION AND REMARKS:

To be written by student.

Questions:

1. What are the lasses are occurred in I C Engine?

2. What is Break Power?
3. How could determined frictional Power of signal Cylinder 4stoke IC Engine?
4. What is volumetric efficiency of an IC Engine?
5. Explained air fuel ratio?
 6. What is the importance of specific fuel consumption?

Questions CO Bloom’s Taxonomy level

1 CO4 2
2 CO4 1
3 CO4 2
4 CO4 1
5 CO4 1
6 CO4 2

EXPERIMENT NO: 5(B)

NANIE OF EXPERIMENT: LOAD TEST ON A SINGLE CYLINDER FOUR STROKE
DESEL ENGINE (WITH ROPE BRAKE DYNAMOMETER)

OBJECT:
1. To determine the B.P, f. p. And I. p at different load.
 2. To determine the fuel consumption, air consumption, air-fuel ratio and
s .f .c at different load.
3. To calculate mechanical and thermal efficiency of the engine at different
load.
4. To plot the graphs of fuel consumption in vs. B .P, and s. f. c vs. AFR.
APPARATUS WITH SPECIFICATION :
1. Single cylinder water cooled diesel engine.
 Make. kirloskar
 Rated Horsepower: 5 H P, 1500 r p.m.
 Stroke: 110 mm.
2. Dynamometer
 Make:
 Type: Mechanical (Rope Drum)type
3. Tachometer
 Make:
4. Fuel measuring tank.
Mounted on a sturdy iron stand, burette tube three way cock with
connecting tube.

5. Air intake measurement.

 Make: dd engineering
 Size:50cm x 50cm x 50cm
6. Stopwatch.
THEORY:
In theoretical cycle, we assume that there is no friction loss or exhaust gas
loss, cooling water heat loss or there is no variation of sp. heat of gases with
temperature. Therefore the efficiency of the cycle is independent of these. But
in actual cycle on which the engine works must depend on these factors and
due to these losses the efficiency of the engine is less than that of theoretical
cycle. Engines are required to be tested mainly for on a production line of
engines and in research of design purposes the basic measurements which
usually should be undertaken to evaluate the performance of an engine are
 Speed
 Fuel and Air consumption.
 Air- Fuel ratio.
 B.P, f. p and I. p .
 Heat going to cooling water.
 Heat going to exhaust gases.
 Sp. Fuel consumption.
 Mechanical and Thermal efficiency.
EXPERIMEENT PROCEDURE:
1. Check the level of the diesel in tank and lime up with the fuel pump
through fuel measuring apparatus.
2. Start the engine by hand cranking with no load condition.
3. As the engine pick up speed, start water to the brake drum.
4. Put a light Load in the engine with loading screw.
 5. Achieving steady state condition, note down all the necessary data (fuel
consumption, cooling water flow rate, brake drum speed with
tachometer, manometer difference, difference temperatures).
6. After noting down repeat the steps 4 and 5 for different load.
7. Before stop the Engine remove the load and run the engine on no-load
for two minutes.
8. Stop the engine.
9. Turn off cooling water supply to engine after one minute.
OBSERVATION DATA:
Given, CV = 42630 KJ/Kg
Diameter of drum = 300 mm.
Diameter of rope = 12mm.
Diameter of orifice meter = 15 mm
Coefficient of discharge = 0.62

Table 1:
SL Fuel Time Manometer flow of Tim Cooling Exhaust
. consu take reading coolin e water gas
No mptio n in g take temperate temperatu
n in sec water n in in °C re in °C
ml in litre sec
Left Righ inlet outl
limb t et
limb
1

Table 2:
Sl. Speed of crank shaft ( N Load on break Spring balance reading
No = 2×cam shaft speed ( in drum (S = load show in kg ×g in
R.P.M)) (W=Applied load m/sec2 )
in kg ×g in
m/sec2 )

CALCULATION:
Fuel Consumption:
Volume flow rate of fuel = (Final volume of fuel - Initial volume of
fuel)/Time [m3/sec]
Mass flow rate of fuel (mf) = (volume flow rate or fuel × density of fuel)
[kg /sec]
Sp. gravity of fuel = 0.86

Air Consumption:
Mass flow rate of air (ma) = C d × Q × ρ a
Where, C d = coefficient of discharge of orifice.
Density of air ρ a = Pa t m /RT a t m [kg /m3]
 Q = Volume flow rate of air.
Q = √ 2 gHw ρ w /ρ a
And HW = difference in manometric head in water column.
ρ a = density of water.
A = Area of orifice.
d = Diameter of through.
ma = C d× A×√ 2 gHw ρ w /ρ a × ρ a
= C d ×A ×√ 2 gHw ρ w ρ a

Air – fuel ratio:

Air - Fuel ratio (AFR) = ma/mf

Break power:
2 πNT
B.P¿ K.W
1000× 60
Where, N = brake speed in r p.m. (Crank shaft)
. T = [(W-S) × (radius of break drum + radius of rope)] Nm

Friction power:
Power mf vs. b. p for different reading Extend the line to meet zero mf. The
power (on negative side) at which mf is zero is f. p. The plot is known as
Willian's Line.

Indicated power:
i. p = b. p+ f. p. (KW)

Sp. Fuel Consumption:

s. f. c = Fuel used in kg/hr /b. p in KW= mf /b. P (kg/KW – hr)

Heat supplied by the fuel:

Heat supplied by the fuel (Qs) = mf ×CV ×3600 (KJ/hr)

Heat equivalent to b. p:
Q b .p = b. p ×3600 (KJ/hr)

Efficiency:
Brake thermal efficiency (𝜂b t) =Qb.p×100/Qs
Indicated thermal efficiency (𝜂 nit) =i.p×100/Qs
Mechanical efficiency (𝜂 m) = Q bp×100/Q i p

𝜂 𝜂 it 𝜂
RESULTS:
Loa b. p f. p I. p F.C sfc AFR Qs Q bp b m
d t

Kg KW KW KW Kg/hr Kg/KW- KJ/hr KJ/hr

hr
Plot the graphs of mf vs. b. P and (s .f. c) vs AFR.

PRECAUTION:

The following precautions should be taken during the experiment:

 Before starting engine, grease cups and lubricating oil should be
checked.
 It should be checked that air is not present in the pump.
 The water line should also be checked.

CONCLUSION AND REMARKS:

To be written by student.

Questions:

1. Define the frictional Power?

2. What is break thermal efficiency?
3. How could determined frictional Power of signal Cylinder 4stoke IC Engine?
4. What is volumetric efficiency of an IC Engine?
5. Explained air fuel ratio?
6. What is the importance of specific fuel consumption?

Questions CO Bloom’s Taxonomy level

1 CO2 1
2 CO2 1
3 CO2 2
4 CO2 2
5 CO2 1
6 CO2 2

EXPERIENT NO: 6
NAME OF EXPERIMENT: MORSE TEST ON A MULTI CYLINDER PETROLENGINE.

OBJECTS:
1. To perform "Morse Test" on a Multi cylinder petrol engine at different
speed and determine i. p, b .p and f. p. Of engine at each speed.
2. To determine the mechanical efficiency of the engine.
 3. To plot the characteristic curve f.p. vs Speed.

APPARATUS WITH SPECIFICATION:

 Multi cylinder water cooled petrol engine.
1. Make:
2. Rated Horsepower:
3. No. of Cylinders:
4. Capacity:
5. Cylinder Bore:
6. Stroke:
 Dynamometer:
1. Type:
2. Constant
 Tachometer.
 Others.

THEORY:
Morse Test, applicable only to multi cylinder engines use to find indicated
power, break power frictional power and mechanical efficiency of the petrol
engine as well as diesel engine for set positions of throttle, choke and for a
selected speed by cutting each cylinder in succession. If the engine consists of
'k cylinders then the break power of the engine should be measured k-times
cutting each cylinder turn by turn The cylinder of petrol engine is made
inoperative by shorting the spark plug. If all the ‘k” cylinders of the engine are
in working, then
k
i.P1 +i.p.2+i.p3... i.P k =∑ b . pn +f.p.........................(1)
n =1
Where i.p, b .p. and f p. are respectively indicated, brake and frictional power
and suffix stands for the cylinder number.

OBSERVATION DATA:

Sl. Speed in Working Load (¿ A )

No ( r .p .m.) / Cylinder
voltage in ( V)

1 no1, no2, no3,

no4
2 no2, no3, no4
 3 no1, no3, no4
4 no1, no2, no4
5 no1, no2, no3

RESULTS:
Sl. No Speed in (r. p. I. p b. p f. p Mech.
m) / voltage in Efficiency (𝜂m)
( V)

CALCULATION:
Calculate b.p using data on observation table for five conditions and after
calculate fp, ip and Mech. Efficiency (𝜂m)
Use equation (1) given above.
Draw the curve between fp. Vs. Speed.

PRECAUTION:
Properly handle all equipment carefully.
During take data and adjust proper condition do not show negligence.
Before doing anything discus with teachers if any confusion .

Questions:

1. Define the morse test?

2. What is the transmission dynamometer?
3. What is need of measurement of speed of an IC Engine?
4. Why morse test is done on multi cylinder engine only?
5. What is indicated power and mechanical efficiency of an IC Engine?

Questions CO Bloom’s Taxonomy level

1 CO2 1
2 CO2 1
3 CO2 2
4 CO2 2
5 CO2 1