PERFORMANCE TEST OF AN SI ENGINE

I.

Objectives

To understand the performance parameters in evaluation of a spark ignition engine

performance
To determine the performance of the engine using variable displacement-cylinder with

the cut-out method

To obtain the power of each cylinder using the cut-out method
To calculate the speed of a spark ignition engine and with its fuel consumption
To obtain graphs of Power vs. Cylinder, Efficiency vs. Cylinder, Fuel Consumption vs.
Cylinder, Specific Fuel Consumption vs. Cylinder, Exhaust Temperature vs. Cylinder,
Total Indicated Power vs. Speed, Brake Power vs. Speed and Mechanical Efficiency vs.
Speed

II.

Materials and Apparatus

3 pairs of gloves
Thermometer
Tachometer
Funnel
Beaker
Key (Volkswagen SI Engine)
Extension Wire
Battery
SI Engine test bed

III.

Theory

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The internal combustion (IC) engine is a heat engine that converts chemical energy
in a fuel into mechanical energy, usually made available on a rotating output shaft.
Chemical energy of the fuel is first converted to thermal energy by means of combustion or
oxidation with air inside the engine. This thermal energy raises the temperature and
pressure of the gases within the engine and the high-pressure gas then expands against the
mechanical mechanisms of the engine. This expansion is converted by the mechanical
linkages of the engine to a rotating crankshaft, which is the output of the engine. The
crankshaft, in turn, is connected to a transmission and/or power train to transmit the
rotating mechanical energy to the desired final use (Pulkrabek, 1997).
The following is a list of major components found in most reciprocating
internal combustion engines (see Fig. 1)

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Figure 1:
Cross-section of four-stroke cycle S1 engine
showing engine components;(A) block, (B) camshaft, (C) combustion
chamber, (D) connecting rod, (E)crankcase, (F) crankshaft, (G)
cylinder, (H) exhaust manifold, (I) head, (J) intake manifold, (K) oil
pan, (L) piston, (M) piston rings, (N) push rod, (0) spark plug, (P)
valve, (Q) water jacket. In courtesy of W.W. Pulkrabek, Introduction
to Internal Combustion Engine.

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DMME USC-TC, Talamban Cebu Phil.
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To visualize the inside view of the engine see Figure 1. One of the major components of ICE is
block, it is the body of engine containing the cylinders, made of cast iron or aluminum (see
Figure 1.A). In many older engines, the valves and valve ports were contained in the block. The
block of water-cooled engines includes a water jacket cast around the cylinders. On air-cooled
engines, the exterior surface of the block has cooling fins. While camshaft is the rotating shaft
used to push open valves at the proper time in the engine cycle, either directly or through
mechanical or hydraulic linkage (push rods, rocker arms, tappets)(see Figue1.B). Most modern
automobile engines have one or more camshafts mounted in the engine head (overhead cam).
Older engines had camshafts in the crankcase. Camshafts are generally made of forged steel or
cast iron and are driven off the crankshaft by means of a belt or chain (timing chain). To reduce
weight, some cams are made from a hollow shaft with the cam lobes press-fit on. In four-stroke
cycle engines, the camshaft rotates at half engine speed. See in Figure 1.C is the combustion
chamber, it is the end of the cylinder between the head and the piston face where combustion
occurs. The size of the combustion chamber continuously changes from a minimum volume
when the piston is at TDC to a maximum when the piston is at BDC. The term "cylinder" is
sometimes synonymous with "combustion chamber" (e.g., "the engine was firing on all
cylinders"). Some engines have open combustion chambers which consist of one chamber for
each cylinder. Other engines have divided chambers which consist of dual chambers on each
cylinder connected by an orifice passage. A connecting rod is a rod connecting the piston with

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the rotating crankshaft, usually made of steel or alloy forging in most engines but may be
aluminum in some small engines (see Figure 1.D). There is part of the engine block surrounding
the rotating crankshaft called crankcase as shown in Figure 1.E. In many engines, the oil pan
makes up part of the crankcase housing. In Figure 1.F is the crankshaft, is a rotating shaft
through which engine work output is supplied to external systems. The crankshaft is connected
to the engine block with the main bearings. It is rotated by the reciprocating pistons through
connecting rods connected to the crankshaft, offset from the axis of rotation. This offset is
sometimes called crank throw or crank radius. Most crankshafts are made of forged steel, while
some are made of cast iron. While a cylinder is the circular cylinders in the engine block in
which the pistons reciprocate back and forth (see Figure 1.G). The walls of the cylinder have
highly polished hard surfaces. Cylinders may be machined directly in the engine block, or a
hard metal (drawn steel) sleeve may be pressed into the softer metal block. Sleeves may be dry
sleeves, which do not contact the liquid in the water jacket, or wet sleeves, which form part of
the water jacket. In a few engines, the cylinder walls are given a knurled surface to help hold a
lubricant film on the walls. In some very rare cases, the cross section of the cylinder is not
round. The exhaust manifold is a piping system which carries exhaust gases away from the
engine cylinders, usually made of cast iron (see Figure 1.H.) As shown in Figure 1.I is the head,
it is the piece which closes the end of the cylinders, usually containing part of the clearance
volume of the combustion chamber. The head is usually cast iron or aluminum, and bolts to the
engine block. In some less common engines, the head is one piece with the block. The head
contains the spark plugs in SI engines and the fuel injectors in CI engines and some SI engines.
Most modern engines have the valves in the head, and many have the camshaft(s) positioned
there also (overhead valves and overhead cam). Intake manifold is the piping system which
delivers incoming air to the cylinders, usually made of cast metal, plastic, or composite material
(see Figure 1.J). In most SI engines, fuel is added to the air in the intake manifold system either

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by fuel injectors or with a carburetor. Some intake manifolds are heated to enhance fuel
evaporation. The individual pipe to a single cylinder is called a runner. As shown in the Figure
1.K is the oil pan. Oil pan is the oil reservoir usually bolted to the bottom of the engine block,
making up part of the crankcase. It acts as the oil sump for most engines. Piston is the
cylindrical-shaped mass that reciprocates back and forth in the cylinder, transmitting the
pressure forces in the combustion chamber to the rotating crankshaft (see Figure 1.L). Piston
rings are the metal rings that fit into circumferential grooves around the piston and form a
sliding surface against the cylinder walls (see Figure 1.M). Near the top of the piston are
usually two or more compression rings made of highly polished hard chrome steel. The purpose
of these is to form a seal between the piston and cylinder walls and to restrict the high-pressure
gases in the combustion chamber from leaking past the piston into the crankcase (blow by).
Below the compression rings on the piston is at least one oil ring, which assists in lubricating
the cylinder walls and scrapes away excess oil to reduce oil consumption. See in Figure 1.N is
the push rods; it is the mechanical linkage between the camshaft and valves on overhead valve
engines with the camshaft in the crankcase. Many push rods have oil passages through their
length as part of a pressurized lubrication system. Spark plug is the electrical device used to
initiate combustion in an SI engine by creating a high-voltage discharge across an electrode gap
(Figure 1.O). Spark plugs are usually made of metal surrounded with ceramic insulation. Some
modern spark plugs have built-in pressure sensors which supply one of the inputs into engine
control. Valves are used to allow flow into and out of the cylinder at the proper time in the
cycle. Most engines use poppet valves, which are spring loaded closed and pushed open by
camshaft action (Figure 1.P). Valves are mostly made of forged steel. Surfaces against which
valves close are called valve seats and are made of hardened steel or ceramic. Rotary valves and
sleeve valves are sometimes used, but are much less common. Many two-stroke cycle engines
have ports (slots) in the side of the cylinder walls instead of mechanical valves. Lastly is the

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water jacket (Figure 1.Q), system of liquid flow passages surrounding the cylinders, usually
constructed as part of the engine block and head. Engine coolant flows through the water jacket
and keeps the cylinder walls from overheating. The coolant is usually a water-ethylene glycol
mixture (Pulkrabek, 1997).
Internal combustion engines can be classified in a number of different ways, in this
experiment a four-stroke cycle spark ignition engine is used. A spark ignition (SI) engine starts
the combustion process in each cycle by use of a spark plug. The spark plug gives a highvoltage electrical discharge between two electrodes which ignites the air-fuel mixture in the
combustion chamber surrounding the plug. In early engine development, before the invention of
the electric spark plug, many forms of torch holes were used to initiate combustion from an
external flame. A four-stroke cycle experience four piston movements over two engine
revolutions for each cycle (Heywood).
Brake power is the output power of an engine measured by developing the power into a
brake dynamometer on the output shaft. Dynamometers measure the speed and the Torque of
the shaft. The Brake Power is calculated with formula;
B . P .=2 TN

(eq. 1)

Where T is torque in N-m and N is the engine speed in rpm. You may need to know how to
work out the torque for different types of dynamometers. In all cases the torque is T= net brake
force (F) x radius (r).
The two main types are shown in Figure 2:

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Fig.2 a) hydraulic dynamometer.
b) friction drum.

Retrieved from Google.com

Figure 2a shows a hydraulic dynamometer which absorbs the engine power with an impeller
inside a water filled casing. Basically it is a pump with a restricted flow. The power heats up the
water and produce a torque on the casing. The casing is restrained by a weight pulling down
and a compression spring balance pushing down also. The torque is then (F + W) x R.
Figure 2b shows a friction drum on which a belt rubs and absorbs the power by heating up the
drum which is usually water cooled. The belt is restrained by a spring balance and one weight.
The second equal weight acts to cancel out the other so the torque is give by T = F x R.
Another form of dynamometer is basically an electric generator that absorbs the load and turns
it into electric power that is dissipated in a bank of resistor as heat.
Indicated power is the power developed by the pressure of the gas acting on the
pistons. It is found by recording and plotting the pressure against volume inisde the piston.
Work is the output of any heat engine, and in a reciprocating IC engine this work is generated
by the gases in the combustion chamber of the cylinder. Work is the result of force acting

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through a distance. That is, the force due to gas pressure o the moving piston generates the work
in IC engine cycle.

W=

Fdx= PAdx

(eq. 3)

and
Adx=dV
Where dV is the differential volume displaced by the piston as it travels a distance dx, so the
work done can be written
W=

PdV
(eq. 4)

Figure 3, which plots the engine cycle P-V coordinates, is often called an indicator diagram.
Early indicator diagrams were generated by mechanical plotters linked directly to the engine.
Modern P-V indicator diagrams are generated on an oscilloscope using a pressure transducer
mounted in the combustion chamber and an electronic position sensor mounted on the piston or
crankshaft. Because engines are often multi-cylinder, it is convenient to analyze engine cycles
per unit mass of gas m within the cylinder. To do so, volume V is replaced with specific volume
v ad work is replaced with specific work:
w = W/m ; v =V/m

(eq. 5)

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w=

Pdv
(eq. 6)

Where P represents the pressure inside the cylinder combustion chamber, then the specific work
and the areas shown in the figure give the work inside the combustion chamber then this is
called indicated work. Work delivered by the crankshaft is less than indicated work, due to
mechanical friction and parasitic loads of the engine. Parasitic loads include the oil pump,
supercharger; air conditioner compressor, alternator, etc. Actual work available at the crankshaft
is called brake work,

wb = w i wf

(eq. 7)

Figure 3: Indicator diagram for a typical four stroke cycle SI

engine. Courtesy of W.W. Pulkrabek, Introduction to Internal
Combustion Engine.
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Torque is a good indicator of an engines ability to do work. As it is defined as force acting

at a moment distance and has units of N-m or lbf-ft. Torque is related to work by
2 = Wb = (bmep) Vd/n

(eq. 8)

2 = Wb = (bmep) Vd

(eq. 9)

= (bmep) Vd/2

two-stroke cycle

(eq. 10)

For a four-stroke cycle engine that takes two revolution per cycle,
= (bmep) Vd/4

four-stroke cycle

(eq. 11)

Where bmep is the brake mean effective pressure and Wb is the brake work and are both
used because torque is measured off the output crankshaft.

The cycle of a four-stroke, SI, naturally aspirated engine at WOT is shown in Fig. 3.
This is the cycle of many automobile engines and other four stroke SI engines. For
analysis, this cycle is approximated by the air-standard cycle shown in Fig. 4. This ideal
cycle is called an Otto cycle, named after one of the early developers of this type of engine.

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Figure 4. Ideal air-standard Otto cycle, 6-1-2-3-4-5-6, which approximates the fourstroke cycle of an SI engine on P-V coordinates. Courtesy of W.W. Pulkrabek,
Introduction to Internal Combustion Engine.
This Otto cycle is the air-standard model of most four stroke SI engines of the last 140 years,
including many of today-s automobile engines.

The intake stroke of the Otto cycle starts with the piston at TDC and is a constant pressure
process at an inlet pressure of one atmosphere (process 6-1 in Fig. 3-1). This is a good
approximation to the inlet process of a real engine at WOT, which will actually be at a pressure
slightly less than the atmospheric due to pressure losses in the inlet air flow. The temperature of
the air during the inlet stroke is increased as the air passes through the hot intake manifold. The

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temperature at point 1 will generally be on the order of 25 degrees to 35 degrees hotter than the
surrounding air temperature.
The second stroke of the cycle is the compression stroke, which in the Otto cycle is an
isentropic compression from BDC to TDC (process 1-2). This is a good approximation to
compression in a real engine, except for the very beginning and the very end of the stroke is
affected by the intake valve not being fully closed until slightly after BDC. The end of
compression is affected by the firing of the spark plug before TDC. Not only is there an
increase in pressure during the compression stroke, but the temperature within the cylinder is
increased substantially due to compressive heating.
The compression stroke is followed by a constant-volume heat input process 2-3 at TDC. This
replaces the combustion process of the real engine cycle, which occurs at close to constantvolume conditions. In a real engine combustion is started slightly bTDC, reaches its maximum
speed near TDC, and is terminated a little aTDC. During combustion or heat input, a large
amount of energy is added to the air within the cylinder. This energy raises the temperature of
the air to very high values, giving peak-cycle temperature at point 3. This increase in
temperature during a closed constant-volume process results in a large pressure rise also. Thus,
peak cycle pressure is also reached at point 3.
The very high pressure and enthalpy values within the system at TDC generate the power stroke
(or expansion stroke) which follows combustion (process 3-4). High pressure on the piston face
forces the piston back towards BDC and produces the work and power output of the engine.
The power stroke of the real engine cycle is approximated with an isentropic process in the Otto
cycle. This is a good approximation, subject to the same arguments as the compression stroke
on being frictionless and adiabatic. In real engine, the beginning of the power stroke is affected
by the last part of the combustion process. The end power stroke is affected by the exhaust

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valve being opened before BDC. During the power stroke, values of both the temperature and
pressure within the cylinder decreases as the volume increases from TDC to BDC.
Near the end of the power stroke of a real engine cycle, the exhaust valve is opened and the
cylinder experiences exhaust blowdown. A large amount of exhaust gas is expelled from the
cylinder, reducing the pressure to that of the exhaust manifold. The exhaust valve is opened
bDC to allow for the finite time of blowdown to occur. It is desirable for blowdown to be
complete by BDC so that there is no high pressure in the cylinder to resist the piston on the
following exhaust stroke. Blow- down in a real engine is therefore almost, but not quite,
constant volume. A large quantity of enthalpy is carried away with the exhaust gases, limiting
the thermal efficiency of the engine. The Otto cycle replaces the exhaust blow down opensystem process of the real cycle with a constant-volume pressure reduction, closed-system
process 4-5. Enthalpy loss during this process is replaced with heat rejection in the engine
analysis. Pressure within the cylinder at the end of exhaust blow down has been reduced to
about one atmosphere, and the temperature has been substantially reduced by expansion
cooling.
At the end of the exhaust stroke the engine has experienced two revolutions, the piston is again
at TDC, the exhaust valve closes, the intake valve opens, and a new cycle begins. When
analyzing an Otto cycle, it is more convenient to work with specific properties by dividing by
the mass within the cylinder. Figure 5 shows the Otto cycle in P-v and T-s coordinates. It is not
uncommon to find the Otto cycle shown with processes 6-1 and 5-6 left off the figure. The
reasoning to justify this is that these two processes cancel each other thermodynamically and
are not needed in analyzing the cycle.

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Thermodynamic analysis of Air-Standard Otto Cycle at WOT:

Figure 5. Otto cycle, 6-1-2-3-4-5-6, on (a) pressure-specific volume coordinates, and

(b) temperature-entropy coordinates. Courtesy of W.W. Pulkrabek, Introduction to
Internal Combustion Engine.
Process 6-1: Constant Pressure intake of air P0.
Intake valve open and exhaust valve closed:

P1 P6 P0
w6 1 P0 (v1 v6 )
(eq. 12)

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(eq. 13)

Process 1-2: Isentropic compression stroke.

v1
v2

T2 T1

v1
P2 P1
v2

k 1

V1
V2

T1

V1
P1
V2

k 1

T1 rc

T1 rc

k 1

q1 2 0
( P2 v2 P1v1 )
R (T2 T1 )

(1 k )
(1 k )
u1 u 2 cv (T1 T2 )

w1 2
w1 2

All valves closed:

(eq. 14)
(eq. 15)
(eq. 16)
(eq. 17)
(eq. 18)

Process 2-3: Constant-volume heat input (combustion).

All valves closed:

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v3 v2 vTDC
w23 0

Q23 Qin m f QHVC mm c

Q23 (ma m f )cv (T3 T2 )
QHVC ( AF 1)cv (T3 T2 )

q23 qin cv (T3 T2 ) (u3

T3 Tmax
P3 Pmax
(eq. 19)
(eq. 20)
(eq. 21)
(eq. 22)
(eq. 23)
(eq. 24)
(eq. 25)
(eq. 26)

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Process 3-4: Isentropic power or expansion stroke

All valves closed:

q3 4 0
v
T4 T3 3
v4

k 1

v
P4 P3 3
v4

k 1

V
T3 3
V4

V
P3 3
V4

1
T3
rc

1
P3
rc

k 1

( P4 v4 P3v3 ) R(T4 T3 )

(1 k )
(1 k )
(u3 u4 ) cv (T3 T4 )

w3 4
w3 4

(eq. 27)
(eq. 28)

(eq. 29)
(eq. 30)
(eq. 31)
Process 4-5: Constant-volume heat rejection (exhaust blowdown).
Exhaust valve open and intake valve closed:

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v5 v4 v1 vBDC
w45 0
Q45 Qout mm cv (T5 T4 ) mm cv (T1 T4 )
q45 qout cv (T5 T4 ) mm cv (T1 T4 ) (u5 u4 )
(eq. 32)
(eq. 33)
(eq. 34)
(eq. 35)

Process5-6: constant-pressure exhaust stroke at P 0.

Exhaust valve open and intake valve closed:

P5 P6 P0
w56 P0 (v6 v5 ) P0 (v6 v1 )
(eq. 36)
(eq. 37)

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Figure 6. Indicated thermal efficiency as a function of compression ratio for SI engines

operating at WOT on air-standard Otto cycle (k= 1.35). Courtesy of W.W. Pulkrabek,
Introduction to Internal Combustion Engine.

Thermal efficiency of Otto cycle:

( t ) OTTO

| q |
| wnet |
1 out
| qin |
| qin |

cv (T4 T1 )

cv (T3 T2 )

(T4 T1 )

(T3 T2 )

(eq. 38)

Only cycle temperatures need to be known to determine thermal efficiency. This

can be simplified further by applying ideal gas relationships for the isentropic
compression and expansion strokes and recognizing that v 1=v4 and v2=v3:

T2 v1

T
v
1 2

k 1

v
4
v3

k 1

T3

T
4

(eq. 39)

Rearranging the temperature terms gives:

T4 T3

T1 T2

(eq. 40)

Equation 38 can be rearranged to:

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 T4

1

T1 T1

T2 T3

(t )OTTO 1

(eq. 41)

Using equation 41 gives:

T1

T2

(t ) OTTO 1

(eq. 42)

Combining this with eq. 39:

(t )OTTO 1

v1
v2

With

v1

rc
v
2

(t )OTTO

k 1

(eq. 43)

, the compression ratio:

1
1

rc

k 1

(eq. 44)

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Only the compression ratio is needed to determine the thermal efficiency of the Otto Cycle at
WOT. As the compression ration goes up, thermal efficiency goes up as seen in Fig. 6. This
efficiency is the indicated thermal efficiency, as the heat transfer values are those to and from
the air within the combustion chamber.
If the engine is successful, then Wout (The area under the top curve) is larger than Win
(the area under the lower curve). The enclose area represent the net work obtained from the
cycle as seen in Figure 7.

Figure 7. P-V Diagram

Courtesy of Clifford Sagarino & Eros Jabines

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The Mean Effective Pressure (MEP) is the average pressure such that
W(net) = Enclosed Area = (MEP)( A )(L)
(eq.45)
W(net) = MEP x Swept Volume

(eq. 46)

This is true for all cycles and for real engines. A corresponding net amount of heat
must have been transferred into the cycle as seen in Figure 8.

Figure 8. T-s Diagram

Courtesy of Clifford Sagarino & Eros Jabines

Applying

the

first law, it follows: Qnet = Wnet.

It also follows that since the heat transfer is equal to the area under a T S graph, then the area
enclosed by the cycle on the T S diagram is equal to the Qnet and this is true for all cycles.

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A method for cylinder cutout in an internal combustion engine, with the engine having
charge exchange valves on a portion of its cylinders. The charge exchange valves can be cut out
as well as a switchable fuel supply, both of which can be switched from a cut-out or cut-off
state to a cut-in state and vice versa. In order to provide a method for cylinder cutout that
permits a safe transition from operation in which they are not cut out to one in which they are
cut out, and by which the effects of cylinder cutout on fuel consumption and exhaust behavior
are minimized, the fuel supply and the charge exchange valves may be cut out separately or in
parallel. Before cylinder cutout, both the time required to cut out the charge exchange valves
and the time required to cut off the fuel supply are calculated. Then these two times are
compared and a waiting time is determined for the shorter process. When the next reference
mark on the internal combustion engine is reached, both processes can proceed independently.
The longer process is started immediately and the shorter process starts after the waiting time
determined previously has expired.

During the cut-out the engine speed is decrease, so the load should be lessen to attain
again the desired speed, so the reduction in BP is approximately the IP of the cylinder because
the working cylinders have to overcome the friction pumping losses of the idle cylinder as well
as their own; thus the reduction in BP must be the IP of the idle engine. The indicated power is;
IP =

AB

(eq. 47)

Where A is BP1 when all cylinders are working and B is BP2 when one cylinders is not working.
Therefore;

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The IP of all cylinder = ( A B 1)+(A B2)+( A B 3)+( A B 4)

(eq. 48)

Friction Power (FP) also can be calculated as;

FP = IPBP
(eq. 49)
Where IP is the Indicated Power in kW and BP is Brake Power in kW.
And the mechanical efficiency of the engine is;
mech =

BP
IP

(100)

(eq. 50)

Engines are power producing systems. In order to determine their capacities and
suitability for applications, it is necessary to measure their levels of performance in meeting
various requirements. For the measurement of performance of the engine the fuel consumption
of the engine should be taken. In this the time taken for a known of fuel consumption is
measure and the fuel consumption rate can be calculated. The fuel consumption rate can be
calculated as:
V fuel taken
TFC = (S.Gfuel )( water )( time of fuel consumption

(eq. 51)

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Where SGfuel is 0.72, water is 1000

kg
3
m , Vfuel taken in mL and Time of fuel consumption in s.

The specific fuel consumption (SFC) is the amount of the fuel consumed per unit of
power developed per hour. It is a clear indication of the efficiency with which the engine
develops power from the fuel.
TFC
SFC = BP
(eq. 52)
Where TFC is the fuel consumption in

kg
hr

and BP is the brake power in kW.

Lastly, brake thermal efficiency is the brake power of the engine over the heat/supplied/
sec.

bth =

BP
(Calorific Value of fuel)(TFC )

(
eq. 53)

Where BP is brake power in kW and calorific value is 44400

kJ
kg

and TFC is the fuel

consumption.

IV.

Procedure

Daryl D. Epe, Paul Joseph C. Lagumbay, Michelle Yvone

J. Pasquil
DMME USC-TC, Talamban Cebu Phil.
26

1) Open all and the windows (Figure 9) and place two electric fans (Figure 10) near the
exhaust manifold to avoid any health hazards.
2) Fill the water tank/ water storage (Figure 11) with water by opening the valve.
3) Connect the battery clamps to their respective polarity found on the battery (Figure 12).
(Blue is for the negative polarity and red is for the positive polarity)
4) Pour in an ample amount of gasoline to the beaker (Figure 13) and transfer it to the
engine fuel storage (Figure 14).
5) Crank the engine to lessen internal friction (Figure 15).
6) Start the engine and run for it for a few minutes to reach a steady state condition (Figure
16).
7) Once the engine reaches a steady state condition, put a load on the engine by supplying
water into the hydraulic dynamometer (Figure 17).
8) When the load is applied, set the desired engine speed to be tested.
9) After the engine speed is constant, record it and take the time taken for consuming a
known volume of fuel.
10) Record the exhaust temperature and the force applied on the hydraulic dynamometer
(Figure 18).
11) Tabulate the data gathered and this will be for the none cut-out method.
12) After this process, take out one spark plug connection (Figure 19) of the engine for the
cut-out method. Record the engine speed, force, exhaust temperature and the fuel
consumption. Reconnect the spark plug and wait for a few second for the engine to
regain its steady condition.
13) Repeat the previous step by taking out a different spark plug, one at a time, until the 4th
cylinder is tested.
14) Repeat the experiment at a different engine speed.
15) After finishing the experiment, calculate the indicated power (IP), brake power (BP),
mechanical efficiency (mech), brake thermal efficiency (bth), fuel consumption (TFC),
specific fuel consumption (SFC)
16) Graph the Power VS Cylinder, Efficiency VS Cylinder, Fuel Consumption VS Cylinder,
Specific Fuel Consumption VS Cylinder, Exhaust Temperature VS Cylinder, Total

Daryl D. Epe, Paul Joseph C. Lagumbay, Michelle Yvone

J. Pasquil
DMME USC-TC, Talamban Cebu Phil.
27

Indicated Power VS Speed, Brake Power VS Speed and Mechanical Efficiency VS

Speed.

Figure 9. Open all windows

Figure 10. Place two electric fans

near the exhaust manifold

Daryl D. Epe, Paul Joseph C. Lagumbay, Michelle Yvone

J. Pasquil
DMME USC-TC, Talamban Cebu Phil.
28

Figure 11. Supplying water in the tank

Figure 12. Attaching the battery clamps to

the battery with correct polarity.

Figure 14. Gasoline is poured into the

Figure 13. Gasoline is poured into the
beaker

Gasoline storage

Figure 16. Starting the engine

Figure 15. Cranking the engine

Figure 17. Adding load to the dynamometer

Figure 18. Measuring exhaust temperature

Figure 19. Cylinder Cut - out

V.

Suggested Tabulation of Results

Table: Measurement and Calculated Values for Each Trial

Cylin
der

Tim Exha
e
ust(0
(sec C)
)

Torqu
e
(N-m)

Brake
Power(k
W)

Indicate
d
Power(k
W)

TF
C
(g/
s)

Mechanic BSFC(kg/k
al
Wh)
efficiency
(%)

NONE
1
2
3
4

VI.

References
Heywood, John B. Internal Combustion Engine Fundamentals.
Massachusettes Institute of Technology
Pulkrabek, Willard W., Engineering Fundamentals of the Internal Combustion
Engine. University of Wisconsin, Platteville
Stone, Richard Introduction to Internal Combustion Engines, Second Edition.

Brunel University