Unit-5

TESTING AND
PERFORMANCE
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CONTENT
• Performance parameters
• Basic measurement
– Measurement of speed
– Fuel consumption measurement
– Measurement of Air consumption
– Measurement of Brake power, Indicated power and Friction power,
• Performance curves of SI
• Performance curves of CI
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PERFORMANCE PARAMETERS
• Power and Mechanical Efficiency.
• Mean Effective Pressure and Torque.
• Specific Output.
• Volumetric Efficiency.
• Fuel-air Ratio.
• Specific Fuel Consumption.
• Thermal Efficiency and Heat Balance.
• Exhaust Smoke and Other Emissions.
• Specific Weight.

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BASIC MEASUREMENTS
• Air consumption
• Fuel consumption
• Engine Speed
• Brake horse-power
• Friction horse power
• Indicated horse power

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AIR FLOW MEASUREMENT
• One can say the mixture of air and fuel is the food for an
engine. For finding out the performance of the engine accurate
measurement of both is essential.
• In IC engines, the satisfactory measurement of air consumption
is quite difficult because the flow is pulsating, due to the cyclic
nature of the engine and because the air a compressible fluid.
Therefore, the simple method of using an orifice in the
induction pipe is not satisfactory since the reading will be
pulsating and unreliable.

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AIR FLOW MEASUREMENT
• All kinetic flow-inferring systems such as nozzles, orifices and venturies
have a square law relationship between flow rate and differential pressure
which gives rise to severe errors on unsteady flow. Pulsation produced
errors are roughly inversely proportional to the pressure across the orifice
for a given set of flow conditions.
• The various methods and meters used for air flow measurement include
(a) Air box method, and
(b) Viscous-flow air meter.

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AIR FLOW MEASUREMENT
• Generally u tube manometer is use to
check inlet air pressure and by
equation air consumption also find
out.
• Measurement of Air Supply of an I.C.
Engine:
– Let a = area of orifice in m3.
– Cd = Coefficient of discharge of the orifice.
– ΔH= Difference of pressure as measured in
cm. of water.
– Ma= Mass of one cubic metre of air, in kg.
– Mw=Mass of one cubic metre of water, in
kg.
– H= Head causing flow through the orifice
in m. of air.

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AIR FLOW MEASUREMENT
– V= Velocity of air flowing through the orifice in metre per sec.
– Q= Discharge of air flowing through the orifice , in m3 per sec.
Now, consider one m3 of air at a pressure of ‘p’ N/m2 and absolute temperature ‘T’, Kelvin.
Then, applying gas=n
pv=Ma.RT
𝑝
But v=1m3, Ma=
𝑅𝑇
𝑝
Ma= ( ∵ R=287 J/kg-K) ----1
287.𝑇
△𝑯 𝑴𝒘
Now, H= X m of air
𝟏𝟎𝟎 𝑴𝒂
Also, V = Cd. 𝟐𝒈𝑯
And Q= a.V
Q=a.Cd. 𝟐𝒈𝑯 -----2
Now, using the equation 1 and 2 the mass of the air supplied can be calculated as follows.
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Mass of air supplied = Q.Ma
FUEL FLOW MEASUREMENT
• The fuel consumption of an engine is measured by determining the volume
flow in a given time interval and multiplying it by the specific gravity of the
fuel which should be measured occasionally to get an accurate value.
• Another method is to measure the time required for consumption of a
given mass of fuel.
• Fuel consumption is measured in two ways. They are as follow
• Volumetric type
• Burette method
• Automatic Burette flow meter and
• Turbine flow meter
• Gravimetric type

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VOLUMETRIC METHOD
• The glass bulbs are of different
capacities so as to make duration
of the tests approximately
constant irrespective of the
engine load.

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GRAVIMETRIC METHOD
• The efficiency of an engine is related to
the kilograms of fuel which are consumed
and not the number of litres. The method
of measuring volume flow and then
correcting it for specific gravity variations
is quite inconvenient and inherently
limited in accuracy. Instead if the weight of
the fuel consumed is directly measured a
great improvement in accuracy and cost
can be obtained.
• There are three types of gravimetric type
systems which are commercially available
include Actual weighing of fuel consumed,
Four Orifice Flow meter, etc.

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ENGINE SPEED MEASUREMENT
• The best method of measuring speed is to
count the number of revolutions in a give
time.
• A wide variety of speed measuring devices
are used. They range from a mechanical
tachometer to digital and triggered
electrical tachometers.
• For accurate and continuous
measurement of speed a magnetic pick-up
placed near a toothed wheel coupled to
the engine shaft can be used. The
magnetic pick-up will produce a pulse for
every revolution and a pulse counter will Mechanical Tachometer
accurately measure the speed.

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ENGINE SPEED MEASUREMENT
• The electrical tachometer has a three-
phase permanent-magnet alternator to
which a voltmeter is attached. The output
of the alternator is a linear function of the
speed and is directly indicated on the
voltmeter dial.
• Both electrical and mechanical types of
tachometers are affected by the
temperature variations and are not very
accurate. For accurate and continuous
measurement of speed a magnetic pick-up
placed near a toothed wheel coupled to
the engine shaft can be used. The
magnetic pick-up will produce a pulse for
every revolution and a pulse counter will Electrical Tachometer
accurately measure the speed.

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MEASUREMENT OF BRAKE POWER
• Dynamometer: The brake power measurement involves the
determination of the torque and the angular speed of the
engine output shaft. The torque measuring device is called a
dynamometer.
• Dynamometers can be broadly classified into two main type
– Absorption dynamometers
– Transmission dynamometers

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WORKING PRINCIPLE OF DYNAMOMETER
• A rotor driven by the engine under test is electrically,
hydraulically or magnetically coupled to a stator. For
every revolution of the shaft, the rotor periphery
moves through a distance 2πr against the coupling
force F.
• Hence, the work done per revolution is .
W = 2 πRF
• The external moment or torque is equal to S × L where,
S is the scale reading and L is the arm. This moment
balances the turning moment R × F, i.e.
S×L=R×F
• Work done/revolution = 2π SL
• Work done/minute = 2π SLN
where, N is rpm. Hence, power is given by
• Brake power P = 2π NT

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PRONY BRAKE DYNAMOMETER
• It is simplest method of measuring
brake power (output) is to attempt to
stop the engine by means of a brake
on the flywheel and measure the
weight which an arm attached to the
brake will support, as it tries to rotate
with the flywheel
• This system is known as the prony
brake and forms its use; the expression
brake power has come.
• It works on the principle of converting
power into heat by dry friction.
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Construction:
• It consists of wooden block mounted on a flexible rope or band the wooden block when
pressed into contact with the rotating drum takes the engine torque and the power is
dissipated in frictional resistance.
• Spring-loaded bolts are provided to tighten the wooden block and hence increase the
friction.
Calculation:
• The whole of the power absorbed is converted into heat and hence this type of
dynamometer must the cooled.
• The brake horsepower is given by
BP = 2π NT
where, T = W × l
W being the weight applied at a radius
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l.
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ROPE BRAKE DYNAMOMETER
• It simple device for measuring bp of an engine.
• It consists of a number of turns of rope wound
around the rotating drum attached to the output
shaft.
• One side of the rope is connected to a spring
balance and the other to a loading device.
• The power is absorbed in friction between the rope
and the drum. The drum therefore requires cooling.
• The BP is given by
BP = π DN (W − S)
where, D is the brake drum diameter, W is the
weight in Newton and S is the spring scale
reading.
• Rope brake is cheap and easily constructed but not
a very accurate method because of changes in the
friction coefficient of the rope with temperature.
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MEASUREMENT OF FRICTION POWER
From the Measurement of Indicated Power and Brake Power
• This is an ideal method by which friction power is obtained by
computing the difference between the indicated power and
brake power.
• The indicated power is obtained from an indicator diagram and
brake power is obtained by a brake dynamometer.
• This method requires elaborate equipment to obtain accurate
indicator diagrams at high speeds.

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WILLAN’S LINE METHOD (extrapolation method)

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WILLAN’S LINE METHOD (extrapolation method)
• Fuel rate extrapolation method: In this method a graph of fuel consumption (vertical axis) versus brake
power (horizontal axis) is drawn and it is extrapolated on the negative axis of brake power .
• The intercept of the negative axis is taken as the friction power of the engine at that speed.
• In most of the power range the relation between the fuel consumption and brake power is linear when
speed of the engine is held constant and this permits extrapolation.
• Further when the engine does not develop power, i.e. brake power = 0, it consumes a certain amount of
fuel. This energy in the fuel would have been spent in overcoming the friction.
• Hence the extrapolated negative intercept of the horizontal axis will be the work representing the
combined losses due to friction, pumping and as a whole is termed as the frictional loss of the engine.
• This method of measuring friction power will hold good only for a particular speed and is applicable mainly
for compression ignition engines.
• The main draw back of this method is the long distance to be extrapolated from data between 5 and 40 %
load towards the zero line of the fuel input. The directional margin of error is rather wide because the
graph is not exactly linear.

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MORSE TEST
• This method can be used only for multi -cylinder IC engines.
• This test is used to calculate indicated power of the engine without any elaborate equipment.
• The test consists of making, in turn, each cylinder of the engine inoperative and noting the reduction
in brake power developed.
• In a petrol engine (gasoline engine), each cylinder is rendered inoperative by “shorting” the spark
plug of the cylinder to be made inoperative. In a Diesel engine, a particular cylinder is made
inoperative by cutting off the supply of fuel.
• It is assumed that pumping and friction are the same when the cylinder is inoperative as well as
during firing.
• In this test, the engine is first run at the required speed and the brake power is measured. Next, one
cylinder is cut off by short circuiting the spark plug if it is a petrol engine or by cutting of the fuel
supply if it is a diesel engine.
• Since one of the cylinders is cut of from producing power, the speed of the engine will change. The
engine speed is brought to its original value by reducing the load on the engine. This will ensure that
the frictional power is the same.
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MORSE TEST
• The ip of n cylinder is given by
– Ip n = bpn + fp
• ip for (n − 1) cylinders is given by
– Ip n – 1 = bpn – 1 + fp
• Since, the engine is running at the same
speed it is quite reasonable to assume that
fhp remains constant. From above equation.
the ihp of the nth cylinder is given by
– (ip) nth = bpn − bpn – 1
• and the total ip of the engine is,
– Hp n = Σ (ihp) nth
• By subtracting bpn from this, fp of the
engine can be obtained.
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MOTORING TEST
• Here the engine is first run up to the desired speed by its own power and allowed to remain at the given
speed and load conditions for some time so that oil, water, and engine component temperatures reach
stable conditions.
• The power of the engine during this period is absorbed by a swinging field type electric dynamometer,
which is most suitable for this test.
• The fuel supply is then cut-off and by suitable electric-switching devices the dynamometer is converted to
run as a motor to drive for ‘motor’ the engine at the same speed at which it was previously running.
• The power supply to the motor is measured which is a measure of the fhp of the engine. During the
motoring test the water supply is also cut-off so that the actual operating temperatures are maintained.
• This method, though determines the fp at temperature conditions very near to the actual operating
temperatures at the test speed and load, does, not give the true losses occurring under firing conditions
due to the following reasons.
– The temperatures in the motored engine are different from those in a firing engine because even if
water circulation is stopped the incoming air cools the cylinder. This reduces the lubricating oil
temperature and increases friction increasing the oil viscosity. This problem is much more sever in air-
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 – The pressure on the bearings and piston rings is lower than the firing pressure. Load on main and
connecting road bearings are lower.
– The clearance between piston and cylinder wall is more (due to cooling). This reduces the piston
friction.
– The air is drawn at a temperature less than when the engine is firing because it does not get heat from
the cylinder (rather loses heat to the cylinder). This makes the expansion line to be lower than the
compression line on the p-v diagram. This loss is however counted in the indicator diagram.
– During exhaust the back pressure is more because under motoring conditions sufficient pressure
difference is not available to impart gases the kinetic energy is necessary to expel them from exhaust.
• Motoring method, however, gives reasonably good results and is very suitable for finding the losses due to
various engine components. This insight into the losses caused by various components and other
parameters is obtained by progressive stripping-off of the under progressive dismantling conditions
keeping water and oil circulation intact. Then the cylinder head can be removed to evaluate, by difference,
the compression loss. In this manner piston ring, piston etc. can be removed and evaluated for their effect
on overall friction.
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COMMENTS ON METHODS OF MEASURING FP
• The Willan’ line method and Morse tests are very cheap and
easy to conduct.
• However, both these tests give only an overall idea of the
losses whereas motoring test gives a very good insight into the
various causes of losses and is a much more powerful tool.
• As far as accuracy is concerned the ip – bp method is the most
accurate if carefully done.
• Motoring method usually gives a higher value for fhp as
compared to that given by the Willian’s line method.
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MEASUREMENT OF INDICATED POWER
• The IP of an engine at a particular
running condition is obtained from
the indicator diagram.
• The indicator diagram is the p-v
diagram for one cycle at that load
drawn with the help of indicator
fitted on the engine.
• Planimeter is the mechanical
instrument used to obtain p-v
diagram
• A typical p-v diagram taken by a
mechanical indicator is shown in
Figure

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• The areas, the positive loop and negative loop, are measured with the help of a planimeter
and let these be Ap and An cm2 respectively, the net positive area is (Ap – An)
• Let the actual length of the diagram as measured be L cm, then the average height of the
net posiive area is given by
h=(Ap-An)/L in centimetre
• The height multiplied by spring-strength (or spring number) gives the indicated mean
effective pressure of the cycle.
Imep=(Ap-An)*S/L
• Where S is spring scale and it is defined as a force per unit area required to compress the
spring through a height of one centimeter (N/m2/cm).
• Generally the area of negative loop An is negligible compared with the positive loop and it
cannot be easily measured especially when it is taken with the spring used for taking
positive loop.
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• Special light springs are used to obtain the negative loop. When two different springs are used for
taking the p-v diagram of positive and negative loop, then the net indicated mean effective pressure
is given by
Pm= (Ap*Sp/L)-(An*Sn/L)
Where
Sp = Spring strength used for taking p-v diagram of positive loop, (N/m2 per cm)
Sn = Spring strength used for taking p-v diagram of negative loop, (N/m2 per cm)
Ap = Area in Cm2 of positive loop taken with spring of strength Sp
An = Area in Cm2 of positive loop taken with spring of strength Sn
• Sometimes spring strength is also noted as spring constant.
• The IP developed by the engine is given by
IP=PmLAn/L
Where ‘n’ is the number of working strokes per second.
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PERFORMANCE OF SI ENGINES
• The performance of an engine is
usually studied by heat balance-
sheet. The main components of
the heat balance are :
– Heat equivalent to the effective
(brake) work of the engine,
– Heat rejected to the cooling
medium,
– Heat carried away from the engine
with the exhaust gases, and
– Unaccounted losses.

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PERFORMANCE CURVE
• Figure shows the ip, bp, fp (by
difference) brake torque, brake
mean effective
• pressure and brake specific fuel
consumption of a high
compression ratio (9) automotive
SI engine at full or Wide Open
Throttle (W.O.T.).
• Speed for a Petrol Engine at Full
Throttle

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PERFORMANCE OF CI ENGINES
The performance of a CI engine at constant speed variable load

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 HEAT BALANCE SHEET

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COMPONENTS OF HEAT BALANCE IN PERCENT AT
FULL LOAD

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