UNIVERSITY OF ENGINEERING AND TECHNOLOGY,

LAHORE

Subject:
Internal Combustion Engine Lab
Topic:
Open Ended Lab
Submitted to:
Sir M. Jawad
Submitted by:
Group no#

DEPARTMENT OF MECHANICAL ENGINEERING

(BSc AUTOMOTIVE ENGINEERING)
 Group no#9
Open Ended Lab
Internal Combustion Engine Lab

Table of Contents
To investigate performance characteristics of Petrol (95%) and Ethanol (5%) fuel mixture in four
stroke petrol engine using engine test bed.......................................................................................2
1.1. Apparatus:.............................................................................................................................2
1.2. Procedure:.............................................................................................................................2
1.3. Observation and Calculations:..............................................................................................3
1.4. Specimen Calculations:........................................................................................................5
1.5. Plots:.....................................................................................................................................8
1.6. Comments:............................................................................................................................9

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 Group no#9
Open Ended Lab
Internal Combustion Engine Lab

Open Ended Lab

To investigate performance characteristics of Petrol (95%) and Ethanol (5%)

fuel mixture in four stroke petrol engine using engine test bed

1.1. Apparatus:
 Engine Test bed

 Four Stroke Spark Ignition Engine

 Stopwatch

 95% Petrol and 5% Ethanol mixture as fuel

1.2. Procedure:
1. Firstly, engine is attached with the engine bed. Make sure that the sensors and pressure
gauges of engine bed should be in working condition

2. Start the engine and measure temperatures from the engine bed sensors

3. Measure engine speed, dynamometer load and governor position

4. Exhaust gas pressure and lube oil pressure are measured by pressure gauges

5. Suction air pressure difference is measured by manometer on engine bed.

6. Remember, suction air pressure is atmospheric

7. Time is measured on stopwatch for a specific quantity of fuel mixture e.g., 30 ml. Then, fuel
consumption rate is calculated, and flowmeter is used to calculate cooling water flow

8. These values are used to calculate the different parameters like charge efficiency, volumetric
efficiency, specific fuel consumption, brake thermal efficiency, air to fuel ratio etc.

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 Group no#9
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Internal Combustion Engine Lab

1.3. Observation and Calculations:

Table 9.1a: Specifications and conditions

1. Diameter of Air Nozzle 48 mm 4. Swept Volume 1487 ml

2. Stroke 82 mm 5. Torque Arm 0.2865 m

3. Bore 89 mm 6. Atmospheric Pressure 101.325 kPa

Table 9.1b: Specifications

Specifications

1. Engine Model A15

2. No. of Cylinders 4

3. No. of Cycles 4

4. Load Cell 980.7 N

5. Dynamo Model EWS-150-L

6. Max Output 54.43 W

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 Group no#9
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Internal Combustion Engine Lab

Table 9.2a: Measured parameters

Exhaust Gas Temperature

Suction Air Diff. Pressure
Suction Air Temperature
Governor Level Position

Fuel Consumption Rate

Lube Oil Temperature

Exhaust Gas Pressure
Fuel Measuring Time

Cooling Water outlet

Suction Air Pressure

Cooling Water Flow

Dynamometer Load

Cooling Water Inlet

Fuel Consumption

Lube Oil Pressure

Engine Speed

Temperature

Temperature
Serial No.

THN W N tg1 PB P1-P2 B t F Pg tg2 Gw tw1 tw2 Pl tl

Sr#
% N rpm ºC kPa kPa ml sec l/hr kPa ºC l/hr ºC ºC Pa ºC

1. 20 90 1100 16.3 101 0.05 30 30.82 3.50 0.1 40 120 28.2 42 0.27 44

2. 20 82 1300 16.9 101 0.05 30 28.03 3.85 0.2 45.5 120 28.4 45 0.325 45

3. 20 73 1500 17.6 101 0.05 30 25.03 4.31 0.5 52 120 28.6 47.6 0.36 46

4. 20 63 1700 18.4 101 0.05 30 24.19 4.46 0.5 65 120 28.7 56.4 0.37 49

5. 20 51 1900 18.9 101 0.05 30 23.74 4.55 0.5 76 120 28.8 66.8 0.38 51

6. 20 45 2100 19.3 101 0.05 30 23.03 4.69 0.5 83 120 28.9 73.7 0.385 54

Table 9.2b: Calculated parameters

Sr. Air Flow Brake Specific Fuel Thermal

Air Fuel ratio Torque Power
No. Rate Consumption Efficiency
A/F T (Nm) Po (kW)
Gs (kg/s) Bsfc (g/kWh) ɳe (%)

 1 0.018 24.73 25.785 2.968 3187.03 9.07

 2 0.018 22.49 23.493 3.196 3254.42 8.88
 3 0.018 20.08 20.9145 3.284 3547.96 8.14
 4 0.018 19.41 18.0495 3.211 3753.43 7.69
 5 0.018 19.05 14.6115 2.906 4227.17 6.83
 6 0.018 18.47 12.8925 2.834 4468.16 6.46

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 Group no#9
Open Ended Lab
Internal Combustion Engine Lab

1.4. Specimen Calculations:

Specimen calculations at 1300 RPM

Weight flow of air:

α∗ε∗π 2
Gs =
4 √
∗d ∗ 2∗ρ a ( P1−P 2)∗103

0.822∗1∗3.14
Gs = ∗0.0512∗ √2∗1.1568 ( 0.05 )∗103
4

Gs =0.018 kg /s

Charging Efficiency:

Gs∗a
ɳ c= ∗60
ρ˳N V

0.018∗2
ɳc= ∗60
1.2754∗1300∗1.487

ɳ c =0.0876

A/F Ratio:

Gs
R= ∗3600
F∗r

0.018
R= ∗3600
3.85∗0.75

R=22.4

Volumetric Efficiency:

G s∗a
ɳv = ∗60
ρa N V

0.018∗2
ɳv = ∗60
1.1468∗1300∗1.487

ɳ v =0.0966

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 Group no#9
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Internal Combustion Engine Lab

Express air Factor:

R
λ=
R˳

22.44
λ=
14.417

λ=1.556

Engine output power and torque:

T =WL

T =82∗0.2865

T =23.493Nm

And,

2∗π∗W ∗L∗N
P=
60∗1000

2∗π∗23.493∗1300
P=
60∗1000

P=3.2 kW

Fuel consumption rate (F) and specific fuel consumption (g):

b
∗3600
t
F=
1000

30
∗3600
28.03
F=
1000

F=3.853 l/hr

And,

F
g= ∗r∗1000
P˳

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 Group no#9
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Internal Combustion Engine Lab

3.853
g= ∗0.75∗1000
3.2

g=903.05 kg/hr-N

Weight rate of exhaust gas:

F∗r kg
Gg =G s + ( )
3600 sec

3.853∗0.75
Gg =0.018+
3600

Gg =0.0188 kg /s

Fuel Energy and Horsepower equivalent:

Qf =H∗F∗r ( kJhr )
Qf =44852.5∗3.853∗0.75

Qf =129612.5 kJ /hr

And,

44852.5∗3.853∗0.75
Lf =
3600

Lf =36 kW

Brake Thermal Efficiency:

P˳
ɳ e= ∗100
Lf

3.2
ɳe= ∗100
36

ɳ e =8.9 %

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 Group no#9
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Internal Combustion Engine Lab

1.5. Plots:

 Graph showing RPM vs Torque:

Torque vs. RPM

40

35

30
Pure Gaso-
Torque (Nm)

line
25
5% Ethenol
20 mixture

15

10
1000 1200 1400 1600 1800 2000 2200
rpm

 Graph showing RPM vs Bsfc:

Bsfc vs. RPM

4500
Brake specific fuel (g/kWh)

4000
Pure Gaso-
line
3500
5% Ethanol
mixture
3000

2500
1000 1200 1400 1600 1800 2000 2200
rpm

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 Group no#9
Open Ended Lab
Internal Combustion Engine Lab

 Graph showing RPM vs Brake Thermal Efficiency:

Thermal efficiency vs. RPM

10.5
10
9.5
% thermal efficiency

9 Pure Gaso-
8.5 line

8
5% Ethanol
7.5 mixture
7
6.5
6
1000 1200 1400 1600 1800 2000 2200
rpm

1.6. Comments:
 Adverse effects of consuming traditional fuels in engines on climate change and global
warning have shaped a scenario of a struggle to come up with an alternate suitable fuel
which is friendlier and less harmful to the environment. Alcohol fuels seems useful to be
mixed with engine fuels for the purpose. In the present work, ethanol is mixed with
gasoline fuel. This effect is observed through the current experiment in which we can see
that Weight rate of exhaust gas for ethanol-gasoline blend is less than that of pure
gasoline/petrol fuel, i.e.
kg
Gg for ethanol− petrol blend=0.0188
s
Gg for pure petrol/ gasoline=0.0191kg / s

 In current experimentation, blend of ethanol (5%) and petrol (95%) is used for Four
Stroke Spark Ignition Engine. We observed relation of engine speed “RPM” with engines
Torque, Brake specific fuel consumption and thermal efficiency. The overall trends are
similar to pure petrol fuel with a little variation in values.
 Talking about RPM vs. Torque, we observed an increase in torque value for given
ethanol-gasoline blend compared with pure gasoline fuel. Practically it should have

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 Group no#9
Open Ended Lab
Internal Combustion Engine Lab

initially increased to a maximum point and then from the peak point, it should drop with
increasing engine rpm for pure petrol and also with all the blends of ethanol-gasoline. We
did not observe an initial rise in torque with speed and we owe this to the technical
limitations of engine test bed, its working precision and human attentiveness.
 Engine dynamics, excellence, and amount of air-fuel mixture taken into the combustion
chamber causes the reduction of engine torque. Engine’s torque increases with an
increase in the ethanol percentage in the blend.
 Ethanol owns higher rate of combustion than gasoline. Therefore, adding ethanol in
gasoline enhances combustion rate, which in turn increases the power produced during
the expansion stroke and this is because ethanol possess higher octane number.
 Brake specific fuel consumption (BSFC) is the quantity of the fuel used up by an internal
combustion engine to produce a specific a power output. Here we observed an increasing
trend between engine speed and brake specific fuel consumption which means more fuel
is consumed in case of ethanol-gasoline blend compared with pure gasoline and reason
behind that is the low calorific value of ethanol compared to gasoline. So to obtain same
power output for a certain period of time, it require more fuel consumption.
 Ethanol possess higher evaporation heat and low evaporation pressure than gasoline, and
contains 34.7% oxygen by weight. If the quantity of ethanol is augmented in the blended
fuel, heating value decreases.
 Brake thermal efficiency and brake specific fuel consumption are inversely related both
for gasoline fuel and ethanol-gasoline blend and this is shown that graph of thermal
efficiency vs. rpm is mirror of Bsfc’s graph which prove the inverse relation between
them.
 Specific fuel consumption is the ratio of fuel consumed to the power generated and
thermal efficiency is the ratio between power produced and the fuel consumed. Hence
both are inversely proportional to each other.

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