Important Information for Engine

Laboratory Reports

Jon Edsell (Former GMH calibration engineer)

Plotting Engine Data
• The Best way to plot engine position specific data is with crank angle on the
X-axis, and the Variable of interest on the Y-axis.
• The reason for this is that from a control point of view, the main variable used
to control the engine is crank angle. Ignition Point, Combustion Duration, Fuel
delivery, Cam lift profile are controlled to operate at specific, test and
development defined, crank angle(s) to meet emissions, fuel consumption and
performance requirements.

• This does NOT apply to PV Diagrams!! These are used mainly to observe
pressure rise rates, maximum pressures, indicated work and for comparison
with the Ideal Otto Cycle. And, the y-axis (for Cylinder Pressure) usually
should be plotted on a log scale to enable easier comparison of the charge
exchange process.

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Valve Operation and Completion of Combustion
• Inlet valves typically close before 120deg BTDC.
• Exhaust valves typically start to open not before 120deg ATDC
• Efficient Combustion has completed when the Integrated Heat Release
plateaus at its maximum value – this is usually at about 40 to 60 degrees
ATDC.
• As a result – It is highly unlikely that combustion would be in progress when
the Exhaust Valve is open!!
• Also, there is no such thing as the Flame Fronts ‘Chasing the Piston’.

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Throttle Position and Power
• Throttle Position, along with current engine speed, are INPUTS for the control
system to determine the current power requirement from the engine.
• The Driver controls the throttle to allow the Engine Management system to
determine the power requirements.
• It is NOT the other way around!

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Combustion
Combustion time is NOT solely engine speed dependent. It is also
dependent on:
• Manifold Pressure
• Compression ratio
• Amount of EGR (internal and external)
• Fuel Type
• Amount of In-Chamber Charge Movement
As a Result:
• Spark advance slightly increases with increasing engine speed (at the same
load point). The trend is more pronounced at low revs
• Spark advance typically decreases with increasing engine load (at the same
speed point)

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Knock
Knock is Dependent on:
• Load! Usually Knock would become apparent at 60 to 80% load (depending
on the fuel used and the engine compression ratio), and is engine speed and
inlet air / coolant temperature dependent.
• Knock usually decreases with increasing engine speed at the same load point.
• Knock usually increases with increasing inlet air and coolant temperatures.
• The engine management system usually retards spark with increasing inlet air and
coolant temperatures to offset knock initiation. It is usually calibrated such that
the degree of spark retard will keep the engine near incipient knock.
• Compression ratio
• Amount of EGR (internal and external)
• Fuel Type
• Amount of in Chamber Charge Movement
• Spark Plug
• Burn time

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Spark Loops

98 RON, No Knock

91 RON, Knock Limited

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 PV Diagrams
• It is the area under the PV Diagram that is important, NOT necessarily the
Peak Pressure.
100 PV Diagram
(Early Ignition vs Late Ignition)
Early Ignition – higher peak Constant rpm, load and l=1
Pressure, compared to
Late ignition Test 4 - Early Iginition

Test 5 - Late Ignition

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Pressure (bar)

Late Ignition – lower Pressure during

compression and higher Pressure
during expansion strokes compared to
Early ignition

Early Ignition –
similar Pressure,
compared to
Late ignition
Volume (cm^3)
0.1
0 100 200 300 400 500 600 700 800

In this case the Torque is similar, as the area under the curves is almost identical.
The BSFC, NOx, THC and CO is lower for the Late ignition, but the COV of IMEP (engine
‘roughness’) increases (by a factor of about 3) with late ignition.
To maintain IMEPnet, there is slightly more throttling (thus less air) for late ignition which
explains the lower fuel consumption.
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How a 3-way Catalyst Works
• The typical way of maximising the efficiency of a 3 way catalyst is to use the
lambda sensor to control +/-3% swings in AFR from stoichiometric (Lambda
= 1.00, so the lean swing goes to 1.03 Lambda, while the rich swing goes to
0.97 Lambda).
• While operating in the lean direction the catalyst strips oxygen from NOx
(producing harmless N2) and is stored in the interstitial voids in the catalyst,
and then when the AFR swings rich the oxygen reacts with the HCs and CO
to produce CO2.
• The control for the +/-3% swings in AFR, to get the catalyst to operate at its
most efficient possible under all usual operating conditions, is controlled by
the Engine Management System, and is calibrated to toggle faster as the
engine speed and load is increased. This is required as the catalyst has a
defined volume, but the engine volume flow rate increases with both speed
and load.

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BSFC
• Low BSFC is Important!! It is being pushed by engine manufacturers due to
the CO2 Regulations being placed on the industry, and high fuel prices.
• Anything that will lower BSFC, that is cost effective, is being introduced by
engine manufacturers – DI, Turbo, Downsized engines with Cam Phasing is
an example.

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