IC Engine And Power Plant Lab

Experiment No # 12
Objective:

To determine the engine performance & percentage of exhaust gases of diesel engine at
constant RPM and varying Load.

Apparatus:

Test Engine Bed (TQ TD200)

Introduction:

The TD200 Small Engine Test Set is a versatile engine test set with instrumentation for
testing the small single cylinder engines, normally used to power lawn mowers, generators,
cultivators, pumps and generators.
When used with one of TecQuipment's optional Single Cylinder Test Engines, the Engine
Test Set helps students to understand of the most important features of an engine
performance characteristics.

Useful Theory, Equations and Notes on Engine Tests:

1. Mass and Volume Flow

Many of the calculations need the mass flow of a liquid, but the instruments read volume
flow. This is because the mass flow depends on the density of the liquid, which can vary with
temperature. The relationship between mass and volume of a liquid is:
Mass = Density * Volume

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Mass Flow (in kg. s-1) = Density (in kg.m-3) x (Volume Flow (in L.s-1)/1000)

2. Air Consumption

The Airbox includes an orifice at its inlet. The DPT1 Instrument Module shows the ambient
air pressure (before the orifice) and the air pressure in the Airbox (after the orifice). The
difference in the pressures (∆p) and the air density (ρ) will give the basic air flow velocity (U):

To find the mass flow (𝑚̇𝑎 ) the air flow velocity equation is modified to separate out the
factors of density and to include the coefficient of discharge (Cd) for the orifice and the orifice
diameter:

3. Fuel Consumption

To find the mass fuel consumption, the volumetric fuel flow and the fuel density are needed:
Mass Flow (in kg. s-1) = Density (in kg.m-3) x (Volume Flow (in L.s-1)/1000)
To find the specific fuel consumption (work from the fuel) the mass fuel consumption and the
mechanical power developed (measured by the Dynamometer) are needed:

Where:
Specific Fuel Consumption = kg kW.h-1
Mass Fuel Consumption = kg. s-1
Mechanical Power = Watts

4. Air/Fuel Ratio

This is simply the ratio of the air mass flow against the fuel mass flow:

5. Volumetric efficiency

The volumetric efficiency is the ratio of the measured volume of air or gas that enters the
engine against the calculated volume of air that the engine should use. For this, the engine
capacity needs to be known, the amount of engine strokes and its speed:

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6. Heat Energy:

The heat energy of combustion from the fuel (in Watts) is found by the fuel consumption and
its calorific value:

7. Thermal Efficiency

This is the ratio of the heat energy of combustion from the fuel against the useful mechanical
power
power developed by the engine:

8. Brake Mean effective pressure (BMEP)

This is the average mean pressure in the cylinder that would produce the measured brake
output. This pressure is calculated as the uniform pressure in the cylinder as the piston rises
from top to bottom of each power stroke.

Where:
BMEP is in bar
Power = Watts
Speed = [Link]-1
Engine Capacity = Cubic Centimeters (cm3) or cc

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Engine Capacity: 219 cc

Compression ratio: 20.6:1

Procedure:
• The TD200 engine test setup was inspected and all measuring instruments were
checked for proper operation.
• Diesel fuel was supplied to the engine and the engine was started under no-load
conditions.
• The engine was allowed to warm up until steady operating conditions were achieved.
• The engine speed was adjusted and maintained at a constant RPM throughout the
experiment.

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• Load was applied gradually using the dynamometer while keeping the speed nearly
constant.
• At each load condition, the engine was allowed to stabilize before taking readings.
• Engine speed, torque, power, fuel consumption, exhaust temperature, airbox
pressure, and emissions were recorded.
• Fuel consumption was measured by noting the time taken for a fixed volume of fuel.
• Air flow rate was determined using airbox differential pressure readings.
• The load was removed gradually, the engine was stopped, and performance
parameters were calculated from the recorded data.

LAB TASK:
Complete the given tables and plot (load vs exhaust temperature, torque, power, air/fuel
ratio, specific fuel consumption, volumetric efficiency, thermal efficiency) graphs.
Analyze the graphs and write a detailed discussion based on the trends obtained by these
graphs.

TEST VARIABLES
Exhaust gas
Engine Fuel Air and Exhaust
emissions

Fuel Airbox
Engine Engine Engine Fuel Ambient Exhaust Gas
Drain Differential CO CO2 HC O2
Speed Torque Power Volume Temperature Temperature
Time Pressure
(RPM) (Nm) (W) (mL) (°C) (°C)
(s) (Pa)

0.010 5.39 0 0
2620 6.2 1687 8 33:2 25.7 205 -322

0.008 5.68 0 0
2651 7.7 2141 8 11:9 25.7 228 -325

0.008 5.70 0 0
2654 7.8 2155 8 12:8 25.7 229 -324

Calculated Values
Air and Fuel Efficiency
Heat of Fuel Thermal Volumetric
Air Mass Air- Specific
combustion Mass Efficiency Efficiency BMEP
Flowrate Fuel Fuel
(W) Flowrate
(Kg/s) Ratio Consumption
(Kg/s)
8500 0.018 0.00020 90 0.43 19.85 72 1.78
9300 0.020 0.00022 91 0.40 23.0 74 2.10
9500 0.021 0.00022 95 0.39 22.7 75 2.12

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Graphs:

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Results Analysis and Discussion:

1. Overview of Experimental Data

The experimental data comprises three distinct engine operating conditions at similar engine
speeds (2620–2654 RPM) but varying torque outputs (6.2–7.8 Nm). This allowed for
performance evaluation across a modest load range, with engine power ranging from 1687
W to 2155 W. Corresponding calculated parameters such as air-fuel ratio, specific fuel
consumption, and efficiencies were derived to assess engine behavior under these
conditions.

2. Load vs. Performance Parameters

2.1 Exhaust Gas Temperature vs. Load
Observation:
Exhaust gas temperature increased monotonically with load, rising from 205°C at the lowest
load to 229°C at the highest load.
Analysis:
This trend is expected in internal combustion engines, as higher loads require more fuel to
be burned per cycle, raising in-cylinder temperatures and consequently exhaust gas
temperatures. The increase of 24°C over the load range indicates moderate thermal loading,
which is typical for a naturally aspirated engine operating at part-load conditions.
2.2 Engine Torque and Power vs. Load
Observation:
Both torque and power showed positive correlation with load, with torque increasing from

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6.2 Nm to 7.8 Nm (+25.8%) and power increasing from 1687 W to 2155 W (+27.7%).
Analysis:
The proportional increase in power relative to torque confirms consistent engine speed
across tests. The torque curve suggests the engine is operating below its peak torque
regime, as torque continues to rise with load without saturation.
2.3 Air-Fuel Ratio vs. Load
Observation:
Air-fuel ratio increased slightly with load, from 90 at lowest load to 95 at highest load.
Analysis:
This indicates a leaner mixture at higher loads, contrary to typical engine behavior where
richer mixtures are often used at high loads for cooling and power. This could suggest either:
• Engine control strategy prioritizing efficiency over maximum power
• Measurement limitations in air or fuel flow estimation
• Natural aspiration characteristics where volumetric efficiency improves more than fuel
delivery

2.4 Specific Fuel Consumption vs. Load

Observation:
Specific fuel consumption decreased with increasing load, from 0.43 to 0.39.
Analysis:
This demonstrates improved fuel economy at higher loads, a common characteristic as
engines move away from low-load, high-pumping-loss regions. The 9.3% reduction in
specific fuel consumption indicates better utilization of fuel energy when the engine operates
closer to its optimal load point.
2.5 Volumetric Efficiency vs. Load
Observation:
Volumetric efficiency increased marginally from 72% to 75% with load.
Analysis:
This modest improvement suggests better cylinder filling at higher loads, possibly due to:
• Reduced pumping losses
• Improved intake dynamics
• Higher manifold pressures
The 3-percentage-point increase aligns with expectations for naturally aspirated
engines operating at part load.

2.6 Thermal Efficiency vs. Load

Observation:
Thermal efficiency increased from 19.85% to 23.0% then slightly decreased to 22.7%.

Analysis:
The peak thermal efficiency of 23.0% at intermediate load suggests an optimal operating
point for this engine. The slight decrease at highest load could indicate:

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• Approaching limits of optimal combustion phasing

• Increased heat losses
• Suboptimal air-fuel mixture at very lean conditions

3. Inter-parameter Relationships
3.1 Efficiency Trade-offs
The data reveals important efficiency trade-offs:
• Volumetric vs. Thermal Efficiency: Both generally increased with load, suggesting
the engine operates more efficiently across metrics at moderate to high loads.
• Fuel Consumption vs. Power Output: The inverse relationship between specific
fuel consumption and load demonstrates the classical "efficiency envelope" where
engines are most efficient near their designed load point.

3.2 Combustion Characteristics

The combination of:
1. Increasing exhaust temperatures
2. Decreasing specific fuel consumption
3. Improving thermal efficiency
Suggests more complete and efficient combustion at higher loads, despite the leaner air-fuel
ratios.

4. Engine Performance Assessment

4.1 Strengths
• Good Part-Load Efficiency: The engine maintains reasonable efficiency (19.85–
23.0%) across the tested range
• Progressive Response: Linear increase in torque and power with load indicates
predictable performance
• Thermal Management: Exhaust temperatures remain within safe operating limits
(<230°C)

4.2 Areas for Potential Improvement

1. Lean Operation at High Load: The air-fuel ratio of 95 at highest load may be
excessively lean, potentially risking:
o Increased NOx emissions
o Combustion instability
o Reduced power potential
2. Thermal Efficiency Plateau: The slight drop in thermal efficiency at highest load
suggests optimization opportunities in:
o Combustion timing
o Mixture preparation
o Heat transfer management

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5. Comparison with Typical Engine Behavior

Parameter Observed Trend Typical Engine Trend Agreement

Increases with
Exhaust Temperature Increases with load ✓
load

Specific Fuel Decreases with Decreases with load (to

✓
Consumption load a point)

Increases with Usually decreases at

Air-Fuel Ratio ✗
load high load

Increases with
Volumetric Efficiency Increases with load ✓
load

Peaks at medium Peaks at medium-high

Thermal Efficiency ✓
load load

The anomalous air-fuel ratio trend warrants further investigation into measurement accuracy
or engine control strategy.

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