DIESEL ENGINE PRACTICE REPORT

Created By:

GROUP EXPERIMENT 3
DANANG JAWARA DITYA 04211640000073
SASTRI ADE PRIYANGGA 04211640000075
REYHAN IBRAHIM 04211640000115

DEPARTMENT OF MARINE ENGINEERING

INSTITUT TEKNOLOGI SEPULUH NOPEMBER
SURABAYA
2018

TABLE OF CONTENT
CHAPTER I..................................................................................................................................3
1.1 Background.......................................................................Error! Bookmark not defined.
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1.2 Purpose of the Practice......................................................Error! Bookmark not defined.

1.3 Benefit of the Practice.......................................................Error! Bookmark not defined.
CHAPTER II................................................................................................................................5
2.1 Diesel Engine Characteristic...............................................................................................5
2.2 Engine Performance............................................................................................................6
Indicated Mean Effective Pressure (I.M.E.P):......................................................................6
Indicated Horse Power (I.H.P):............................................................................................7
Brake Horse Power (B.H.P)..................................................................................................7
Frictional Horse Power (F.H.P):...........................................................................................7
Indicated Thermal Efficiency:..............................................................................................7
Brake Thermal efficiency (Overall efficiency):...................................................................8
Mechanical Efficiency :........................................................................................................8
2.3 Combustion Process............................................................................................................8
2.4 Calculation Equation........................................................................................................11
CHAPTER III.............................................................................................................................13
3.1 Practice Equipment...........................................................................................................13
3.2 Step of Experiment...........................................................................................................15
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CHAPTER I
INTRODUCTION
1.1 Background

Diesel Engine is a type of power generating machine with a machine that uses
combustion system by compression (internal combustion engine). Diesel engine is an
internal combustion engine that uses pressure as a fuel combustion trigger. The diesel
engine that is part of the ship's propulsion system has the power adjusted for the
magnitude of the prisoner owned by a ship and also the speed of sailing of the vessel.
In practice diesel engine that has been done, used fuel type Bio-Diesel oil. From the
fuel will be variations of rotation and loading with the generator to determine the fuel
consumption of diesel engines with certain loading and without loading. The results of
the data obtained will be used to determine the efficiency and large consumption of
fuel in diesel engines used.
1.2 Purposes

a. Knowing the relationship between Specific Fuel Consumption and power.

b. Determine the relationship of thermal efficiency to power.

c. Knowing the power connection with certain loading with the round.
d. Knowing the torque relation on a certain loading by round.
e. Determine the relationship of BMEP value to the loading of the round.
f. Knowing the Envelope Engine owned by the machine used.

1.3 Benefits

a. Students are able to understand the effect of power on the diesel engine on the large
fuel consumption.
b. Students understand the effect of power variations on thermal efficiency.

c. Students are able to understand the effect of power due to load variation with engine
rotation value.

d. Students are able to understand the relation of torque on certain loading variations
with engine rotation value.
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e. Students are able to understand the relationship of BMEP to engine speed.

f. Students are able to describe the engine envelope graph that is owned by the
machine.
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CHAPTER II
THEORITICAL FARWORK

2.1. Diesel Engine

Diesel Engine is a type of power generating machine with a machine that uses combustion
system by compression (internal combustion engine). Diesel uses hot temperatures from
compression. Air is drawn to the cylinder and compressed to create such a hot temperature
that ignites the fuel injected into the engine. The concept of combustion in a diesel motor is
through the process of ignition of air compression at high pressure. This combustion may
occur because the air is compressed in the room with a compression ratio much larger than
the gasoline motor (7-12), ie between (14-22). Consequently air will have pressure and
temperature above temperature and pressure ignition fuel.

2.2. Working Mechanism

 Intake: Air is drawn into the cylinder through the open green air inlet valve on the right
as the piston moves down.
 Compression: The inlet valve closes, the piston moves up, and compresses the air
mixture, heating it up. Fuel is injected into the hot gas through the central fuel injection
valve and spontaneously ignites. Unlike with a gas engine, no sparking plug is needed
to make this happen.
 Power: As the air-fuel mixture ignites and burns, it pushes the piston down, driving the
crankshaft that sends power to the wheels.
 Exhaust: The green outlet valve on the left opens to let out the exhaust gases, pushed
out by the returning piston.
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Fig 1. Combustion Process in Diesel Engine

2.3 Engine Performance

The performance of the diesel engine means the power and efficiency. Diesel
engine develops as the various parameters of the engine such as piston speed, air-fuel
ratio, compression ratio, inlet air-pressure and temperature are varied.
The two usual conditions under which Internal combustion engines are operated
are:
1. Constant speed with variable load, and
2. Variable speed with variable load.
The first situation is found in alternating current generator drives and the
second one in automobiles, railway engines and tractors etc. A series of tests are
carried out on the engine to determine its performance characteristics, such as:
Indicated horse power (I.H.P), Brake horse power (B.H.P), Frictional horse power
(F.H.P), Mechanical efficiency (ηm), indicated thermal efficiency (ηi), brake thermal
efficiency (ηb), fuel consumption and also specific fuel consumption etc. Below, how
these quantities are measured discussed briefly.

2.3.1 Indicated Mean Effective Pressure (I.M.E.P):

In order to determine the power developed by the engine, the indicator diagram
of engine should be available. From the area of indicator diagram it is possible to find
an average gas pressure that while acting on piston throughout one stroke would
account for the network done. This pressure is called indicated mean effective pressure
(I.M.E.P).
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2.3.2 Indicated Horse Power (I.H.P):

The indicated horse power (I.H.P.) of the engine can be calculated as follows:

where, Pm = LM.E.P. in kg/cm2

L = Length of stroke in metres,
A = Piston areas in cm2,
N = Speed in R.P.M,
n = Number of cylinders,
k = 1 for two stroke engine and
k = 2 for four stroke engine.

2.3.3. Brake Horse Power (B.H.P)

Brake horse power is defined as the net power available at the crankshaft. It is
calculated by measuring the output torque with a dynamometer.

where T = Torque in kg.m.

N = Speed in R.P.NT.

2.3.4 Frictional Horse Power (F.H.P):

The difference between the Indicated horse power (I.H.P) and Brake horse
power (B.H.P) is called frictional horse power (F.H.P). Frictional horse power is
utilized in overcoming frictional resistance of rotating and sliding parts of the engine.

2.3.5 Indicated Thermal Efficiency:

Indicated thermal efficiency (ηi) is defined as the ratio of indicated work to
thermal input.
 8

where,
W = Weight of fuel supplied in kg/min, value of fuel oil in k.cal/kg,
J = Joules equivalent = 427.

2.3.6 Brake Thermal efficiency (Overall efficiency):

Brake thermal efficiency (ηb) is defined as the ratio of brake output to thermal
input.

2.3.7 Mechanical Efficiency :

Mechanical efficiency (ηm) is defined as the ratio of brake horse power (B.H.P)
to indicated horse power(I.H.P). Therefore,

2.4 Combustion Process

Diesel engines have an excellent reputation for their low fuel consumption,
reliability, and durability characteristics. They are also known for their extremely low
hydrocarbon and carbon monoxide emissions. However, they have also been rejected
by many for their odorous and sooty exhaust that is also characterized with high nitric
oxide and particulate matter emissions. Since performance, fuel consumption, and
emitted pollutants result from the combustion process, it is necessary first to
understand the mechanisms of combustion in diesel engines if we are to improve it.
Combustion in diesel engines is very complex and until recently, its detailed
mechanisms were not well understood. For decades its complexity seemed to defy
researchers’ attempts to unlock its many secrets despite the availability of modern
tools such as high speed photography used in “transparent” engines, computational
power of contemporary computers, and the many mathematical models designed to
mimic combustion in diesel engines. The application of laser-sheet imaging to the
conventional diesel combustion process in the 1990s was key to greatly increasing the
understanding of this process. This paper will review the most established combustion
model for the conventional diesel engine to help readers gain an appreciation of diesel
combustion and how it impacts performance and emission formation.
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The basic premise of diesel combustion is its unique way of releasing the
chemical energy stored in the fuel. To perform this process, oxygen must be made
available to the fuel in a specific manner to facilitate combustion. One of the most
important aspects of this process is the mixing of fuel and air, which is a process often
referred to as mixture preparation.
In diesel engines, fuel is often injected into the engine cylinder near the end of
the compression stroke, just a few crank angle degrees before top dead center
[Heywood 1988]. The liquid fuel is usually injected at high velocity as one or more
jets through small orifices or nozzles in the injector tip. It atomizes into small droplets
and penetrates into the combustion chamber. The atomized fuel absorbs heat from the
surrounding heated compressed air, vaporizes, and mixes with the surrounding high-
temperature high-pressure air. As the piston continues to move closer to top dead
center (TDC), the mixture (mostly air) temperature reaches the fuel’s ignition
temperature. Instantaneous ignition of some premixed fuel and air occurs after the
ignition delay period. This instantaneous ignition is considered the start of combustion
(also the end of the ignition delay period) and is marked by a sharp cylinder pressure
increase as combustion of the fuel-air mixture takes place. Increased pressure resulting
from the premixed combustion compresses and heats the unburned portion of the
charge and shortens the delay before its ignition. It also increases the evaporation rate
of the remaining fuel. Atomization, vaporization, fuel vapor-air mixing, and
combustion continue until all the injected fuel has combusted.
Diesel combustion is characterized by lean overall A/F ratio. The lowest
average A/F ratio is often found at peak torque conditions. To avoid excessive smoke
formation, A/F ratio at peak torque is usually maintained above 25:1, well above the
stoichiometric (chemically correct) equivalence ratio. In turbocharged diesel engines
the A/F ratio at idle may exceed 160:1. Therefore, excess air present in the cylinder
after the fuel has combusted continues to mix with burning and already burned gases
throughout the combustion and expansion processes. At the opening of the exhaust
valve, excess air along with the combustion products are exhausted, which explains the
oxidizing nature of diesel exhaust. Although combustion occurs after vaporized fuel
mixes with air, forms a locally rich but combustible mixture, and the proper ignition
temperature is reached, the overall A/F ratio is lean. In other words, the majority of the
air inducted into the cylinder of a diesel engine is compressed and heated, but never
engages in the combustion process. Oxygen in the excess air helps oxidize gaseous
hydrocarbons and carbon monoxide, reducing them to extremely small concentrations
in the exhaust gas.
The following factors play a primary role in the diesel combustion process:
 The inducted charge air, its temperature, and its kinetic energy in
several dimensions.
 The injected fuel’s atomization, spray penetration, temperature, and
chemical characteristics.
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While these two factors are most important, there are other
parameters that may dramatically influence them and therefore play a
secondary, but still important role in the combustion process. For
instance:
 Intake port design, which has a strong influence on charge air motion
(especially as it enters the cylinder) and ultimately the mixing rate in
the combustion chamber. The intake port design may also influence
charge air temperature. This may be accomplished by heat transfer
from the water jacket to the charge air through the intake port surface
area.
 Intake valve size, which controls the total mass of air inducted into the
cylinder in a finite amount of time.
 Compression ratio, which influences fuel vaporization and
consequently mixing rate and combustion quality.
 Injection pressure, which controls the injection duration for a given
nozzle hole size.
 Nozzle hole geometry (length/diameter), which controls the spray
penetration as well as atomization.
 Spray geometry, which directly impacts combustion quality through air
utilization. For instance, a larger spray cone angle may place the fuel
on top of the piston, and outside the combustion bowl in open chamber
DI diesel engines. This condition would lead to excessive smoke
(incomplete combustion) because of depriving the fuel of access to the
air available in the combustion bowl (chamber). Wide cone angles may
also cause the fuel to be sprayed on the cylinder walls, rather than
inside the combustion bowl where it is required. Fuel sprayed on the
cylinder wall will eventually be scraped downward to the oil sump
where it will shorten the lube oil life. As the spray angle is one of the
variables that impacts the rate of mixing of air into the fuel jet near the
outlet of the injector, it can have a significant impact on the overall
combustion process.
 Valve configuration, which controls the injector position. Two-valve
systems force an inclined injector position, which implies uneven
spray arrangement that leads to compromised fuel/air mixing. On the
other hand, four-valve designs allow for vertical injector installation,
symmetric fuel spray arrangement and equal access to the available air
by each of the fuel sprays.
 Top piston ring position, which controls the dead space between the
piston top land (area between top piston ring groove and the top of the
piston crown), and the cylinder liner. This dead space/volume traps air
that is compressed during the compression stroke and expands without
ever engaging in the combustion process.
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It is therefore important to realize that the combustion system

of the diesel engine is not limited to the combustion bowl, injector
sprays, and their immediate surroundings. Rather, it includes any part,
component, or system that may affect the final outcome of the
combustion process.

Fig. 2.4 Combustion Process in Diesel Engine

2.5 Calculation Equation

2.5.1 Calculation of Engine Power
V x I x CosΦ
P=
ηGenerator + ηBelt
Cos Φ = 0.9
η Generator =0.85
Actual RPM of Generator
η Belt=
Theoritical RPM of Generator
2.5.2 Relations between Power and Torque
P = 2π x RPS x T
2.5.3 Relations between Power and BMEP
P = ί x BMEP x L x A x z x RPS
Where;
BMEP : Brake Mean Effective Preassure
i : 1 for 2 stroke
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1
i for 4 stroke
2
L : Length of Stroke
A : Area of Piston Bore
Z : Total Number of Cylinder
2.5.4 Fuel Oil Consumption
2.4.4.1 Fuel Oil Consumption
The total amount of fuel oil noted by mass that consumed by a combustion
motor in a specific period of operational time.
Units: Kg/h
2.4.4.2 Specific Fuel Oil Consumption
The total mass of fuel oil consumed by a combustion motor within the power
units and time with a correspondent value of load and revolution.

Units: g/kWh or g/BHPh

SFC: mf / Brake Power
2.5.5 Thermal Efficiency
The total amount of thermal energy produced from fuel oil that generates a clean
work by a combustion motor.
Brake Power
ηth = Qfuel

CHAPTER III
EXPERIMENT PROCESS

3.1 Practice Equipment

No Name Picture Function
 13

1 YANMAR The object of practicum.

Diesel Engine Specification of YANMAR :
Brand : YANMAR
Model : TF 85 MH
Type : In-line, single
cylinder, 4 stroke , water
cooled, direct injection
Bore x stroke(mm) : 85x87
Piston displacement : 493cc
Rated power/rated speed :
5.5/2200
2 The AC generator turned by
Engine rotation to produce
the electricity
Alternator

3 Fuel Tank Collecting the fuel.

4 Tangmeter For measure the current that

flow from load and
alternator.
 14

6 Bulb Load For load purpose to the

generator.

7 Multimeter For measure the voltage of

the load.

8 Tachometer Measure the RPM

9 Cooling Water For collecting the cooling

Tank water for the engine.
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10 Pedal To start the engine by

rotating the dyamometer

11 Hammer To change the rpm of the

engine

3.2 Step of Experiment

1. Prepare all the equipment that needed in the practice, including the practice suites.
2. Set the Multitester and attach it into the load sequnces, Fill the fuel into the fuel container
with 20 ml of diesel oil, and prepare the coolng water, and check all the loop between
engine, generator, load, and cooling water. Make sure there’s no leakage in the loop.
3. Push the clutch in the engine, and while pushing it, another person rotates the starter
using the pedal. When the rotation is fast enough to start the engine, release the clutch to
start the engine. Then, the engne will turn the generator, and connected to load.
4. Set the engine at 1700 RPM, and observe the RPM, voltage, and current of generator, the
time spent by the engine to consume 20 ml of diesel oil. Do this in six condition, at the
value of load is 0, 1000, 1500, 2000, 2500, and 3000.
5. Repeat the fourth step to the engine at 1800 RPM, 1900 RPM, 2000 RPM, and 2100
RPM.
6. Analize the different result caused by difference of RPM, and analyze :
 SFC VS Power
 ηth VS Power
 Power at full load VS RPM
 Torque at full load VS RPM
 BMEP VS RPM
 ENGINE ENVELOPE DIAGRAM at load 100% and 60%
16
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CHAPTER IV
RESULT AND DISCUSSION
4.1 Practical Result
Engine Generato The
Rotatio r Alternator Amount Time
No n Rotation Load of Fuel
Load
. Voltag Curren Factor
(RPM) (RPM) e t (ml) (s)
(V) (A)
1 1079 0 117 0 132.28
2 1075 1000 134 2 104.28
3 1078 1500 134 3 97.04
1700 0.85 20
4 1092 2000 137 5 82.39
5 1068 2500 137 7 77.39
6 1127 3000 150 9 70.87
1 1107 0 123 0 122.82
2 1129 1000 137 2 109.63
3 1800 1150 1500 145 3 93.84
0.85 20
4 1170 2000 155 5 80.40
5 1143 2500 150 7 73.60
6 1163 3000 155 9 70.50
1 1212 0 147 0 111.95
2 1212 1000 155 2 99.53
3 1900 1214 1500 160 3 95.57
0.85 20
4 1217 2000 162 5 76.41
5 1212 2500 163 7 71.5
6 1210 3000 163 9 68.57
1 1266 0 160 0 103.93
2 1266 1000 167 2 94.31
3 2000 1264 1500 169 3 90.41
0.85 20
4 1267 2000 173 6 73.11
5 1265 2500 173 7 70.26
6 1260 3000 173 9 67.31

1 1268 0 180 0 96.13

2 1333 1000 190 2 88.14
2100
3 1330 1500 190 4 0.85 20 80.40
4 1315 2000 200 6 70.44
5 1319 2500 200 8 67.61
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6 1333 3000 200 9 62.72

4.2 Calculation Result

4.2.1 Engine Specification
Brand : YANMAR
Model : TF 85 MH
Type : In-line, Single Cylinder, 4-Stroke, Water
Cooled, Direct Injection
Bore x Stroke (mm) : 85 x 87
Piston Displacement : 493 cc
Rated Power / Rated Speed : 5.5 / 2200

4.2.2 Engine Power

V . I .cos ∅
P=
ηGenerator × ηBelt
cos ∅=0.9
ηGenerator =0.85

Real generator rotation

η Belt =
Theory Generator Rotation
Diameter flywheel diesel engine = 100 mm
Diameter flywheel generator = 200 mm
Diameter flywheel diesel engine× Rpm Engine
Theory Generator Rotation=
Diameter flywheel generator

Real Engine Rotation Theory Generator Rotation

(RPM) (RPM)
1700 850
1800 900
1900 950
2000 1000
2100 1050
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So, the result of engine power calculation is

V . I .cos ∅
P=
ηGenerator × ηBelt

Alternator
Putaran Putaran
Putaran Daya Daya
Generato Generato Teganga
No Engine Arus Engine Engine
r (Nyata) r (Teori) η (Belt) n
.
(Ampere
(RPM) (RPM) (RPM) (Volt) (watt) (Kw)
)
1 1079 1.269 117.0 0.0 0.000 0.000
2 1075 1.265 134.0 2.0 224.372 0.224
3 1078 1.268 134.0 3.0 335.622 0.336
1700 850
4 1092 1.285 137.0 5.0 564.560 0.565
5 1068 1.256 137.0 7.0 808.146 0.808
6 1127 1.326 150.0 9.0 1078.083 1.078
1 1107 1.230 123.0 0.0 0.000 0.000
2 1129 1.254 137.0 2.0 231.272 0.231
3 1150 1.278 145.0 3.0 360.460 0.360
1800 900
4 1170 1.300 155.0 5.0 631.222 0.631
5 1143 1.270 150.0 7.0 875.405 0.875
6 1163 1.292 155.0 9.0 1143.038 1.143
1 1212 1.276 147.0 0.0 0.000 0.000
2 1212 1.276 155.0 2.0 257.280 0.257
3 1214 1.278 160.0 3.0 397.713 0.398
1900 950
4 1217 1.281 162.0 5.0 669.486 0.669
5 1212 1.276 163.0 7.0 946.957 0.947
6 1210 1.274 163.0 9.0 1219.528 1.220
1 1266 1.266 160.0 0.0 0.000 0.000
2 1266 1.266 167.0 2.0 279.342 0.279
3 1264 1.264 169.0 3.0 424.702 0.425
2000 1000
4 1267 1.267 173.0 6.0 867.450 0.867
5 1265 1.265 173.0 7.0 1013.625 1.014
6 1260 1.260 173.0 9.0 1308.403 1.308
1 1324 1.261 175.0 0.0 0.000 0.000
2 1333 1.270 180.0 2.0 300.252 0.300
3 1330 1.267 180.0 4.0 601.858 0.602
2100 1050
4 1315 1.252 180.0 6.0 913.084 0.913
5 1319 1.256 183.0 8.0 1233.983 1.234
6 1333 1.270 183.0 9.0 1373.651 1.374
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4.2.3 Torque Calculation

P=2 π . Rps . T
Where:
P = Power (kW)

Rps = Rotation/second

T = Torque

Then:
P
T=
2 π . Rps

Putaran
Putaran Putaran Daya
Generato Torsi
No. Engine Engine Engine
r (Nyata)

(RPM) (RPS) (RPM) (Kw) (Nm)

1 1079 0.000 0.000
2 1075 0.224 0.001
3 1078 0.336 0.002
1700 28.33
4 1092 0.565 0.003
5 1068 0.808 0.005
6 1127 1.078 0.006
1 1107 0.000 0.000
2 1129 0.231 0.001
3 1150 0.360 0.002
1800 30.00
4 1170 0.631 0.003
5 1143 0.875 0.005
6 1163 1.143 0.006
1 1212 0.000 0.000
2 1212 0.257 0.001
3 1214 0.398 0.002
1900 31.67
4 1217 0.669 0.003
5 1212 0.947 0.005
6 1210 1.220 0.006
1 2000 33.33 1266 0.000 0.000
 21

2 1266 0.279 0.001

3 1264 0.425 0.002
4 1267 0.867 0.004
5 1265 1.014 0.005
6 1260 1.308 0.006
1 1324 0.000 0.000
2 1333 0.300 0.001
3 1330 0.602 0.003
2100 35.00
4 1315 0.913 0.004
5 1319 1.234 0.006
6 1333 1.374 0.006

4.2.4 BMEP Calculation

P=i . BMEP . L . A . Z . Rps

P
BMEP=
i. L. A . Z . Rps

Where:
P : Power
i : Number of steps : 0.5 for 4 Stroke
L : Length of steps : 0.087 m
A : Cross sectional area of the cylinder : 0.0227 m2
Z : Number of cylinder = 1
Rps: Rotation/second

Putaran
Putaran Putaran Daya
Generato BMEP
No. Engine Engine Engine
r (Nyata)

(RPM) (RPS) (RPM) (Kw) (KPa)

1 1079 0.000 0.000
2 1075 0.224 38.098
3 1078 0.336 56.988
1700 28.33
4 1092 0.565 95.862
5 1068 0.808 137.222
6 1127 1.078 183.057
1 1107 0.000 0.000
2 1129 0.231 37.088
3 1800 30.00 1150 0.360 57.805
4 1170 0.631 101.226
5 1143 0.875 140.385
 22

6 1163 1.143 183.304

1 1212 0.000 0.000
2 1212 0.257 39.087
3 1214 0.398 60.423
1900 31.67
4 1217 0.669 101.712
5 1212 0.947 143.866
6 1210 1.220 185.277
1 1266 0.000 0.000
2 1266 0.279 40.317
3 1264 0.425 61.297
2000 33.33
4 1267 0.867 125.198
5 1265 1.014 146.295
6 1260 1.308 188.840
1 1324 0.000 0.000
2 1333 0.300 41.271
3 1330 0.602 82.729
2100 35.00
4 1315 0.913 125.509
5 1319 1.234 169.618
6 1333 1.374 188.817

4.2.5 Fuel Consumption Calculation

a. Fuel Oil Consumption (FC)

ρ. V
Mf =
t
Where:
Mf = Amount of fuel concumption in the span of time
ρ = density = 830 Kg/m3 (diesel fuel)
V = volume of fuel = 20 mL = 0.00002 m3
t = time (hour)

b. Fuel Specific Oil Consumption (SFC) kg/Kwh

Mf
SFC=
BP

Where:
Mf = Amount of fuel concumption in the span of time
BP = Brake Power

Putaran Putaran Daya

No. Waktu Mf SFC
Engine Generato Engine
 23

r (Nyata)
(RPM) (RPM) (Kw) s Kg/h Kg/Kwh
1 1079 0.000 132 0.453  
2 1075 0.224 104 0.575 2.561
3 1078 0.336 97 0.616 1.836
1700
4 1092 0.565 82 0.729 1.291
5 1068 0.808 77 0.776 0.960
6 1127 1.078 70 0.854 0.792
1 1107 0.000 122 0.490  
2 1129 0.231 109 0.548 2.371
3 1150 0.360 93 0.643 1.783
1800
4 1170 0.631 80 0.747 1.183
5 1143 0.875 73 0.819 0.935
6 1163 1.143 70 0.854 0.747
1 1212 0.000 111 0.538  
2 1212 0.257 99 0.604 2.346
3 1214 0.398 95 0.629 1.582
1900
4 1217 0.669 76 0.786 1.175
5 1212 0.947 71 0.842 0.889
6 1210 1.220 68 0.879 0.721
1 1266 0.000 103 0.580  
2 1266 0.279 94 0.636 2.276
3 1264 0.425 90 0.664 1.563
2000
4 1267 0.867 73 0.819 0.944
5 1265 1.014 70 0.854 0.842
6 1260 1.308 67 0.892 0.682
1 1324 0.000 96 0.623  
2 1333 0.300 88 0.679 2.262
3 1330 0.602 80 0.747 1.241
2100
4 1315 0.913 70 0.854 0.935
5 1319 1.234 67 0.892 0.723
6 1333 1.374 62 0.964 0.702

4.2.6 Thermal Efficiency

BP
ηthermal =
Q fuel

Q fuel =Mf . LHV

LHV = 41800 KJ/Kg (The fuel is solar)

 24

Putara Putaran
Daya η
n Generato Mf Q fuel
No. Engine therma
Engine r (Nyata)
l
(RPM) (RPM) (Kw) Kg/h KJ/h
1 1079 0.000 0.453 18924.000 0%
2 1075 0.224 0.575 24018.923 3%
3 1078 0.336 0.616 25752.247 5%
1700
4 1092 0.565 0.729 30463.024 7%
5 1068 0.808 0.776 32441.143 9%
6 1127 1.078 0.854 35685.257 11%
1 1107 0.000 0.490 20475.148 0%
2 1129 0.231 0.548 22917.138 4%
3 1150 0.360 0.643 26859.871 5%
1800
4 1170 0.631 0.747 31224.600 7%
5 1143 0.875 0.819 34218.740 9%
6 1163 1.143 0.854 35685.257 12%
1 1212 0.000 0.538 22504.216 0%
2 1212 0.257 0.604 25232.000 4%
3 1214 0.398 0.629 26294.400 5%
1900
4 1217 0.669 0.786 32868.000 7%
5 1212 0.947 0.842 35182.648 10%
6 1210 1.220 0.879 36734.824 12%
1 1266 0.000 0.580 24252.117 0%
2 1266 0.279 0.636 26574.128 4%
3 1264 0.425 0.664 27755.200 6%
2000
4 1267 0.867 0.819 34218.740 9%
5 1265 1.014 0.854 35685.257 10%
6 1260 1.308 0.892 37283.104 13%
1 1324 0.000 0.623 26020.500  
2 1333 0.300 0.679 28386.000 4%
3 1330 0.602 0.747 31224.600 7%
4 2100 1315 0.913 0.854 35685.257 9%
5 1319 1.234 0.892 37283.104 12%
6 1333 1.374 0.964 40289.806 12%
 25

4.3 Graphic
4.3.1 SFC vs Engine Power (at constant rpm)

SFC x DAYA
3.000

2.500

2.000 1700
SFC(Kg/kWh)

1800
1.500 1900
2000
1.000 2100

0.500

0.000
0.000 0.200 0.400 0.600 0.800 1.000 1.200 1.400 1.600
Daya (kW)

4.3.2 ηth vs Engine Power (at constant rpm)

η x Daya
14%

12%

10% 1700
1800
8% 1900
2000
6% 2100

4%

2%

0%
0.000 0.200 0.400 0.600 0.800 1.000 1.200 1.400 1.600

4.3.3 Full load engine power vs RPM

 26

Daya Full Load vs RPM

2.5

1.5
Daya

0.5

0
1500 1600 1700 1800 1900 2000 2100 2200 2300
RPM

4.3.4 Full load torque vs RPM

Torsi Full Load vs RPM

2050
2000
1950
1900
1850
RPM

1800
1750
1700
1650
1600
1550
0.01 0.01 0.01 0.01 0.01 0.01 0.01
Torsi

4.3.5 BMEP vs RPM

 27

BMEP vs RPM
450
400
350
300
250
BMEP

200
150
100
50
0
1600 1700 1800 1900 2000 2100 2200
RPM

4.3.6 Engine Envelope 60% and 100%

ENGINE ENVELOPE
2.5

1.5
Load

0.5

0
1600 1700 1800 1900 2000 2100 2200 2300
RPM

CHAPTER V
CONCLUSIONS
 28

5.1 Conclusions
According to the results and discussions that have been described with explanatory
graph of engine performance, can be written in some conclusions as follows:
1. From SFC vs Power chart we know that that the larger the output of the engine rpm,
then the larger fuel consumption is required.
2. From the Full load Power vs rpm chart can be concluded that the larger the output
of the engine rpm, then the larger engine power output too.
3. From the full load torque vs power chart can be concluded that the larger the output
of the engine rpm, then the larger torque output too.
4. From the graph above can be concluded that the larger the output of the engine rpm,
then the larger BMEP of the combustion chamber too.
5. From the practicum data, obtained a graph of the engine envelope above. Based on
the amount of output rpm engine and the power generated.
6. Engine Envelope :

ENGINE ENVELOPE
2.5

1.5
Load

0.5

0
1600 1700 1800 1900 2000 2100 2200 2300
RPM

7. The errors that occur can be caused by error reading measurement tool that are
tachometer, voltmeter, ampermeter, and stopwatch (Human error).

5.2 Recommendations
In this practice, the author has some suggestions for future development:
1 Marine Diesel Practicum should be done more than once to minimize errors of
observation.
2 Each practicum should practice wearing full safety uniform especially mask.