Rating, Testing &

Performance

PREPARED BY:
PROF. A. H. SHUKLA
MED, SSASIT.
Contents:
• Measurement of speed, air flow, fuel consumption, emission (smoke)
• Measurement of IP, BP, FP & Heat balance sheet
• Performance test for variable speed IC Engines
• Governing test for constant speed IC engines
• Effect of fuel injection parameters in CI engines and ignition advance
of SI engines on performance of engine
• Rating of internal combustion engine based on
(I) Continuous operation of engine
(II) Maximum power an engine can develop
(III) Power calculated from empirical formula
• Testing of engines as per Indian Standard 10001
• Trouble Shooting and Overhauling of Engines
Introduction:
• IC Engine: Power and Efficiency improvement
• IC Engine: Emissions (Reduce and/or Recycle)
• IC Engine: Performance Parameters:
✓ FP
✓ IP
✓ BP
✓ SFC
✓ Air flow & Speed
✓ Emissions (Smoke)
 Energy transfer:

(𝒎ሶ 𝒇 )

(𝒎ሶ 𝒂 )

Indicated Thermal Efficiency Mechanical

Brake Thermal Efficiency Efficiency
Equations:
• Energy supplied: 𝑸𝒔 = 𝒎ሶ 𝒇 × 𝑪𝑽 (𝒌𝑾)
𝑽𝒂𝒄𝒕
• Volumetric Efficiency: 𝜼𝒗 =
𝑽𝒕𝒉

• IP is actual power received by piston: 𝑰𝑷 = 𝑸𝒔 − 𝑻𝒉𝒆𝒓𝒎𝒂𝒍 𝒍𝒐𝒔𝒔𝒆𝒔

𝑰𝑷 𝑰𝑷
• Indicated Thermal Efficiency: 𝜼𝒊𝒕𝒉 = =
𝑸𝒔 𝒎𝒇ሶ ×𝑪𝑽

• BP is power available at output shaft: 𝐁𝑷 = 𝑰𝑷 − 𝑭𝑷

𝑩𝑷 𝑩𝑷
• Brake Thermal Efficiency: 𝜼𝒃𝒕𝒉 = =
𝑸𝒔 𝒎𝒇ሶ ×𝑪𝑽
𝑩𝑷
• Mechanical Efficiency: 𝜼𝒎 =
𝑰𝑷
Equations:
• Specific Fuel Consumption (SFC):

✓ Indicated SFC
✓ Brake SFC
𝒎ሶ 𝒇
• Indicated SFC : 𝑰𝑺𝑭𝑪 =
𝑰𝑷
𝒎ሶ 𝒇
• Brake SFC : 𝑩𝑺𝑭𝑪 =
𝑩𝑷
Measurement of IP:
• Power developed within the cylinder
• To find IP, p-V diagram is necessary because area under
it will give Work done per cycle
• Methods:
✓ Engine Indicator (To draw actual p-V diagram)
✓ Addition of BP and FP if at all they can be measured
✓ Morse test
Engine Indicator:
Engine Indicator:
• Enclosed diagram made by indicator measures work
developed during a stroke
• Appropriate spring stiffness to be chosen
• Not suitable for high speed engines due to its mechanical
nature
• Suitable up to 1500 rpm
• From this diagram IMEP can be calculated
IMEP:
• Const. pre. which if acted on piston will produce same
amount of work as actually produced by engine during
cycle
𝒂 𝑵
IMEP = × 𝐾
• Area of indicator diagram can be 𝒍 𝑐𝑚𝟐
measured with the help of
Planimeter.
• a = Net area of indicator diagram (cm2)
l = Length of indicator diagram (cm)
K = Spring constant (N/cm2/cm)
Indicated Power (IP):
• Let, pm = Indicated mean effective pressure
𝜋 2
A = Cross − sectional area of piston = 𝑑
4
• Force on piston = p𝑚 × A
• Work done per cycle = (p𝑚 × A) L
• I.P. = p𝑚 A L n
n
• I.P. = p𝑚 A L
60
p𝑚 A L n
• I.P. = kW
60000
Brake Power (BP):
• Dynamometers
2𝜋𝑁𝑇
• BP = 𝑘𝑊
60000
Dynamometer:
• Prony brake dynamometer:
𝑊×𝐿 2𝜋𝑁
• BP = 𝑘𝑊
60000
Dynamometer:
• Rope brake dynamometer:
𝑊−𝑆 ×𝑅𝑏 ×2𝜋𝑁
• BP = 𝑘𝑊
60000

• Hydraulic
• Swinging field
• Eddy current
• Transmission type…
Friction Power (FP):
• Internal losses in the engine are of two types:
a) Pumping loss
b) Frictional loss
• Pumping loss: Power required to perform intake and exhaust
functions (Pressure difference between inlet and exhaust strokes)
• Frictional loss: Friction between the piston and cylinder walls,
piston rings and cylinder walls, between the crankshaft and
camshaft and their bearings, as well as by the loss incurred by
driving the essential accessories, such as the water pump,
ignition unit etc.
Friction Power (FP):
• Methods to find out FP:

a) Willan’s line method

b) Morse test
c) Motoring test
d) From indicated and brake power
e) Retardation test
Willan’s line method:
• Gross fuel consumption vs Brake Power graph is plotted
at constant speed of engine
• Graph line is extrapolated back to zero fuel consumption
• The point at which this line cuts X-axis or BP axis
• This negative work or power indicates mechanical
friction, pumping and blow by.
• This number is known as Frictional Power (FP).
Willan’s line method:
• For SI engine it is not that useful due to quantitative
governing.
• Large output if we use Willan’s line test for SI engine
• For CI engine due to qualitative governing fixed amount
of air is entering in cylinder.
• Relatively closer value of friction power, the errors are
greatly minimized.
• So it is applicable to CI engines.
Willan’s line method:
Drawback:
• Long distance to be
extrapolated from data
measured between 5 and
40% load towards the
zero line of fuel input.
• Accuracy of extrapolation
is so essential because
nature of curve is not
known.
Morse test:
• Basically used to measure IP
• Limitation: Not possible to find IP of single cylinder
engine
• Indicator diagram of any graph plot is not needed
• Used for Multicylinder engine where power developed in
any one cylinder is cut-off and output power is measured.
• SI: Spark plug is short & CI: Cut-off fuel supply
Morse test:
• Engine speed needs to be kept constant during test
• Cutting of cylinder causes reduction in speed
• Need to keep A/F ratio constant too (Throttle opening)
• Only way to achieve this all constraints is….
• By reducing load on the engine and that in turn reduces
brake power of the engine
• The pumping and mechanical losses are the same
whether the cylinder is working or not.
Morse test:

1
 bp = (ip1 + ip2 + ip3) – (fp1 + fp2 + fp3)
bp = (ip1 + ip2 + ip3) – fp

bp1 = (ip2 + ip3) – fp

bp2 = (ip1 + ip3) – fp
2

bp3 = (ip1 + ip2) – fp

bp – bp1 = ip1
bp – bp2 = ip2
bp – bp3 = ip3

3 ip = ip1 + ip2 + ip3

Motoring test:
• Determining the frictional power, the engine is run up to
its rated power till steady state conditions are reached.
• The power developed by engine is absorbed by a
swinging field dynamometer connected to engine shaft.
• Either the ignition of a petrol engine or the fuel supply of
a diesel engine, is then cut-off.
• By suitable changes in electric switching devices, the
dynamometer is run as a motor at the same speed at
which the engine was run.
Motoring test:
• The output of the motor is measured which would represent
the frictional power losses of the engine.
• In order to maintain the operating temperatures of the
engine, the cooling water system is also cut-off during the
motoring test.
• Errors involved in measurement of F.P. by motoring test due
to some reasons.
• However, motoring test gives fairly good results since the
increased and reduced friction losses almost balance each
other.
Motoring test:
• Reasons of error:
1. Temperatures during the motoring test are lower than those in a firing
engine. Reduced temperatures reduces the lubricating oil temperatures
and increases oil viscosity, therefore, it increases friction power.

2. The pressure and load on bearings and piston rings are lower than
firing engine, it reduces frictional power.

3. The clearance between piston and cylinder is more due to reduced

temperatures in the cylinder. It reduces the friction losses.

4. Friction power is also affected due to air being drawn at a temperature

lower than firing engine since it is not heated from cylinder walls.
Retardation test:
• Method of retarding the engine by cutting the fuel
supply.
• The engine is made to run at no load and rated speed
under steady state condition.
• The supply of fuel is cut-off and the time of fall in speeds
say 20%, 40%, 60%, 80% of the rated speed is recorded.
• The tests are repeated once again with 50% load on the
engine. Plot of speed vs time is made based on data
recorded.
 Retardation test:
𝑇𝑜𝑟𝑞𝑢𝑒 = 𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 × 𝐴𝑛𝑔𝑢𝑙𝑎𝑟 𝐴𝑐𝑐𝑒𝑙𝑎𝑟𝑎𝑡𝑖𝑜𝑛
𝑑𝜔 2 𝑑𝜔
𝑇=𝐼 = 𝑀𝑘
𝑑𝑡 𝑑𝑡
𝑇
𝑑𝜔 = 2 𝑑𝑡
𝑀𝑘
𝑇
‫ 𝑘𝑀 = 𝜔𝑑 ׬‬2 ‫𝑡𝑑 ׬‬

At No load only torque is friction

Torque Tf and at loading torque
is Tf +Tl

𝑻𝒇 + 𝑻𝒍 𝒕𝟑 = 𝑻𝒇 𝒕𝟐
Measurement of fuel consumption:
• Fuel consumption of an engine may be expressed either
in terms of volume or mass of fuel supplied in a specified
time.
• The two basic types of fuel measurement are:
1. Volumetric type flow meters
2. Gravimetric type flow meters
Volumetric type flow meter Gravimetric type flow meter
Measurement of air consumption:
• To study performance, accurate measurement of air
consumption in essential.
• In engine air is consumed only during suction stroke, so
flow of air to engine is not continuous which is very
difficult to measure.
• Measurement of such pulsating air flow is done by Air
Box Method in general.
Measurement of air consumption:
Air Box Method:
• A large air box (approx. 500 times larger than cylinder
volume) is connected in the intake of the engine.
• Due to this, pulsation is damp down and approximately
continuous air flow is available at the inlet of air box.
(orifice)
• Rubber diaphragm is used to minimize pre. pulsation
and U-tube manometer for measuring pre. diff. between
atm. and air box.
Heat balance sheet:
• Heat balance sheet represents an account of the heat
supplied in fuel and released in combustion and its
utilization in the engine.
• Necessary information concerning the performance of
the engine is obtained from it.
• A complete test on the engine must be carried out while
the engine is running at constant load.
• Gives useful info about heat supplied and its utilization.
Heat balance sheet:
• Heat supplied: Energy is supplied to the engine in the
form of fuel supplied to the engine.
𝐻𝑒𝑎𝑡 𝑠𝑢𝑝𝑝𝑙𝑖𝑒𝑑 = 𝑚𝑓 × 𝐶.𝑉 (𝑘𝐽/𝑚𝑖𝑛)
• Heat expenditure/Heat utilized:
Heat energy of the fuel is partly converted into
useful work equivalent to its B.P.
The remainder is carried away by cooling water,
exhaust gases and some of heat is lost in radiation,
incomplete combustion, lubricating oil etc…
 Heat balance sheet:
• Frictional power is not accounted in the heat calculations
since friction work is converted into heat.
• Calculations for expenditure of heat are as follows:
a) Heat equivalent to B.P.:
Heat equivalent to brake power per min = B.P. × 60 (kJ/min)
b) Heat rejected to cooling water:
Heat carried away by cooling water per minute,
= 𝑚𝑤 × 𝐶𝑝𝑤 × (𝑡𝑤𝑜−𝑡𝑤𝑖)
 Heat balance sheet:
c) Heat carried away by exhaust gases:
Heat carried away by exhaust gases per minute,
= 𝑚𝑔 × 𝐶𝑝𝑔 × (𝑡𝑔−𝑡𝑜)
mg = mass flow of flue or exhaust gases (kg/min)
mg = mass flow rate of air ma + mass flow rate of fuel mf
tg = temperature of exhaust gases
Cpg = specific heat of gases
t0 = room temperature or surrounding temperature
 Heat balance Sheet

18% Heat in BP
25%

Heat in Cooling Water

Heat in Exhaust Gases

30%
Unaccounted Loss
27%
Governing of IC Engine:
• The purpose of governing is to maintain the speed of the
engine constant regardless of the changes in the load on
the engine.
• The mechanism used for this purpose is known as
governor and method used is kwon as governing.
• The purpose of governing is to supply the fuel to the
engine according to the load on the engine and to
maintain the speed of the engine constant.
Methods for Governing:
1. The fuel supplied to the engine is completely cut off
during few cycles of the engine. This is known as Hit
and Miss Governing. This is generally used for gas
engine. (Gas Engine)
2. The fuel supplied per cycle of the engine is varied
according to the load on the engine. This is known as
Quality Governing. (Diesel Engine)
3. The quantity of air-fuel mixture supplied is varied
according to the load on the engine. This is known as
Quantity Governing. (Petrol Engine)
IS Standard Code 10000 for Testing of
Engines:

• IS standard code 10000 (Part I to Part XI)

IS Standard Code 10001 to 10004 for
Testing of Engines:
Troubleshooting & Overhauling of
Engine:
• Air & Fuel intake
• Combustion process
• Structural issues of Engine
• Generation of power
• Exhaust emissions
• Noise formation
Maintenance:
Maintenance:
Troubleshooting:
Troubleshooting:
Troubleshooting:
Troubleshooting:
Troubleshooting:
Troubleshooting:
Troubleshooting:
Troubleshooting:
Governing Test for Constant Speed IC
Engines:
• Transient Speed change: Max. deviation of speed
after sudden load change from speed at steady state
level. (% of the rated speed)
𝑵𝒎𝒂𝒙 − 𝑵𝒓
𝜹𝒅 = × 𝟏𝟎𝟎
𝑵𝒓
• Permanent Speed change: Deviation of speed
change after gradual power change from speed at
steady state level. (% of the rated speed)
Governing Test for Constant Speed IC
Engines:
• Steady State Speed Band: Width of the envelope of
variation of the engine speed under steady state
condition. (% of the rated speed)
• Recovery time: It is the time interval from point
when speed exceeds steady state speed band after
load change until speed it set up and get back with in
band associated with new load. (seconds)
Classes of Governing:

• Class A1: Steady state speed band shall not exceed

±5% during performance test. (IS:10000 Part VIII)
• Class A2: When engine is delivering between no load
and 100% of the rated power output, the steady state
speed band shall not exceed ±5% of rated speed.
• Measured for period of 2 to 5 minutes.
• Max. & Min. speed readings shall be taken for the period
of steady state speed band measurement.
Classes of Governing:
• Class A2:
Classes of Governing:

• Class B1: Steady state speed band shall not exceed

±1% during performance test. (IS:10000 Part VIII)
• Engines with B1 class shall be provided with an external
means of adjustment of running speed by ±5% of the
nominal speeds at all loads up to the rated load.
Classes of Governing:
• Class B2: Steady state speed band shall not exceed
±1% during performance test. (IS:10000 Part VIII)
• Engines with B1 class shall be provided with an external means of
adjustment of running speed by ±5% of the nominal speeds at all loads up
to the rated load.
Rating of IC Engines:

• IS Rating A: The net output in BP which engine is

capable of delivering continuously, at rated RPM
according to standard reference conditions.
• The engine shall be capable of delivering an output of
10% in excess of its rated output at rated speed for
period of 1 hr. in any period of 12 hr. of continuous
running.
• It should be without undue heating and mechanical
troubles.
Rating of IC Engines:

• IS Rating B: The net output in BP which engine is

capable of delivering continuously, at rated RPM
according to standard reference conditions.
• The engine shall be capable of delivering its rated
output for 12 hr. of continuous running.
• It should be without undue heating and mechanical
troubles.
Rating of IC Engines:

• IS Rating of Variable Speed Engines: The power

measured on a test bed at crankshaft at rated speed
specified by manufacturer and corrected to standard
reference conditions.
• The engine is equipped with auxiliaries necessary for
determination of net power. (Rated Net Brake Power)
Examples:

1. A four stroke four cylinder petrol engine develops

30kW power at 1500 rpm. Avg. torque produced
when each cylinder cut off is 130 Nm. The fuel has
CV of 43.5 MJ/kg and BSFC is 0.4 kg/kW.hr.
Calculate:
a) Mechanical efficiency
b) Indicated thermal efficiency
c) Brake thermal efficiency
Examples:
2. During a trial on four cylinder CI engine, a Morse test was carried
out. At full load with all cylinders working, engine developed brake
power of 45 kW. The measured brake outputs when each cylinder
was out in turn and the load is reduced to bring the engine back to
the original speed where as under:
Cylinder No. 1 2 3 4
BP (kW) 31 32 31.8 31.2
Duration of test = 30 min
Fuel consumed = 6.6 kg
Calorific value = 42000 kJ/kg
Calculate: Answer:
a) Mechanical efficiency 83.33 %
b) Brake thermal efficiency 29.22 %
c) Indicated specific fuel consumption 0.244 kg/kW.hr
Examples:
3. In a test on four cylinder four stroke petrol engine of 75 mm bore &
100 mm stroke, following results were obtained under full throttle at
const. speed with fix setting of fuel supply of 0.082 kg/min. Brakes
power with all cylinders working is 15.24 kW and when each cylinder
is cut off gives data as:
Cylinder No. 1 2 3 4
BP (kW) 10.45 10.38 10.23 10.45
Clearance volume of one cylinder = 115 cc
Calorific value = 44 MJ/kg
Calculate: Answer:
a) Indicated Power 19.45 kW
b) Indicated thermal efficiency 33.15 %
c) Air standard efficiency 46.7 %
Examples:
4. A two stroke diesel engine was motored when energy meter reading
was 1.5 kW. Then the test on the engine was carried out for one hour
and following observations were recorded:
Brake Torque = 120 Nm
Speed = 600 rpm
Fuel used = 2.5 kg
Calorific value = 40.3 MJ/kg
Cooling water used = 818 kg
Rise in cooling water temperature = 10º C
Cpw = 4.2 kJ/kg.k
Exhaust gas temperature = 345º C
Room temperature = 25º C
A:F used = 32:1
Cpg = 1.05 kJ/kg.k
Draw Heat Balance Sheet indicating in kg/min & % basis.
Examples:
• Heat Balance Sheet:
a) Heat supplied:
b) Heat distributed: i) To Brake power
ii) To Cooling water
iii) To Exhaust gases
iv) Unaccounted loss

Heat supplied 1679.16 kJ/min 100 %

Heat distributed
Equivalent to BP 452.34 kJ/min 26.94 %
In cooling water 572.6 kJ/min 34.1 %
In exhaust gases 462.0 kJ/min 27.5 %
Unaccounted 192.22 kJ/min 11.46 %
Total 1679.16 kJ/min 100 %
Examples:
5. A 4-cylinder, 4-stroke engine 6 cm bore and 9 cm stroke was tested at
constant speed. The fuel supply was fixed to 0.13 kg/min and plug of 4-
cylinder were successively short-circuited without change of speed. The
power measurements were as follows:
With all cylinder working = 16.25 kW
With 1st cylinder cut = 11.55 kW
With 2nd cylinder cut = 11.65 kW
With 3rd cylinder cut = 11.70 kW
With 4th cylinder cut = 11.50 kW
Calorific value = 42000 kJ/kg
Clearance volume = 60 cm3
Find: Answer:
a) IP of engine 18.6 kW
b) Mechanical efficiency 87.36 %
c) Indicated thermal efficiency 20.43 %
d) Relative efficiency on IP bases 42.16 %
Examples:
6. Following are observations were made during the test on an oil
engine:
Brake Power = 31.5 kW
Fuel used = 10.5 kg/hr
Calorific value = 43000 kJ/kg
Jacket circulating water = 540 kg/hr
Rise in cooling water temperature = 56º C
Water circulated through calorimeter = 545 kg/hr
Rise in water temperature through calorimeter = 36º C
Cpw = 4.186 kJ/kg.k
Exhaust gas temperature leaving calorimeter = 82º C
A/F ratio = 19:1
Ambient temperature = 17º C
A:F used = 32:1
Cpg = 1 kJ/kg.k
Draw Heat Balance Sheet indicating in min & % basis.
Examples:
• Heat Balance Sheet:
a) Heat supplied:
b) Heat distributed: i) To Brake power
ii) To Cooling water
iii) To Exhaust gases: in calorimeter + to atmosphere
iv) Unaccounted loss

Heat supplied 7699.9 kJ/min 100 %

Heat distributed
Equivalent to BP 1890.00 kJ/min 24.50 %
In cooling water 2109.74 kJ/min 27.39 %
In exhaust gases 1596.19 kJ/min 20.73 %
Unaccounted 2103.97 kJ/min 27.38 %
Total 7699.9 kJ/min 100 %
Examples:
7. Following are observations were recorded during the test on single
cylinder four stroke oil engine:
Bore & Stroke = 150 & 250 mm
Brake torque = 217 Nm
Calorific value = 44000 kJ/kg
Engine speed = 420 rpm
Rise in cooling water temperature = 56º C
Fuel consumption = 2.95 kg/hr
Cooling water flow rate = 0.068 kg/s
Cpw = 4.18 kJ/kg.k
Cooling water temperature rise = 45 K
Mean effective pressure = 7.5 bar
Draw Heat balance sheet & Calculate: Answer:
a) Mechanical efficiency 82.27 %
b) Brake thermal efficiency 26.50 %
c) Specific fuel consumption BSFC = 0.309 & ISFC = 0.254 kg/kW hr
Examples:
• Heat Balance Sheet:
a) Heat supplied:
b) Heat distributed: i) To Brake power
ii) To Cooling water
iii) Unaccounted loss

Heat supplied 36.055 kJ/s 100 %

Heat distributed
Equivalent to BP 9.544 kJ/s 26.40 %
In cooling water 12.790 kJ/s 35.60 %
Unaccounted 13.721 kJ/s 38.00 %
Total 36.055 kJ/s 100 %