INTERNAL COMUSTION

ENGINE
Lab Manual
3171923
Semester: 7th - Mechanical Engineering
Name: ____________________________________________
En. No: ______________________ Division: _________

Mechanical Engineering Department

SSAS Institute of Technology, Surat.
[GUJARAT TECHNOLOGICAL UNIVERSITY]
 Index
Sr
Aim Date Grade Sign
No
1. To demonstrate various engine and their
components.

2. Demonstration of Valve timing diagram.

To demonstrate about the fuel injection system

3.
for C.I. engine.

4. To demonstrate about carburetor and its types.

To carry out the performance analysis of single

5. cylinder two stroke petrol engine.

To carry out the performance analysis of multi

6. cylinder four stroke petrol engine.

To carry out the performance analysis of multi

7. cylinder diesel engine.

To carry out various performance tests: Morse

8. Test and William Line Plot.
 Shree Swami Atmanand Saraswati
Institute of Technology

Certificate

This is to certify that Mr. / Ms.

_______________________________________________________________
having enrolment number ___________________ of B.E.
Mechanical semester 7th has successfully
completed laboratory work in the subject
“Internal Combustion Engine” during the term
__________.

Date:

Place:

Sign of Faculty Sign of HOD

 Date: -
EXPERIMENT NO: -01

AIM:- TO DEMONSTRATE VARIOUS ENGINES AND THEIR

COMPONENT
Engine details
The various important parts of an I.C. engine
1. Cylinder
It is the heart of the engine in which the fuel is burnt and the power is developed.
Cylinder has to withstand very high pressure and temperature because the
combustion of fuel is carried out within the cylinder. Therefore, cylinder must be
cooled. The inside diameter is called bore. To prevent the wearing of the cylinder
block, a sleeve will be fitted tightly in the cylinder. The piston reciprocates inside
the cylinder.
2. Cylinder head
Cylinder head covers top end of cylinder. It provides space for valve mechanism,
spark plug, fuel injector etc.
3. Piston
The piston is a close fitting hollow cylindrical plunger reciprocating inside the
cylinder The power developed by the combustion of the fuel is transmitted by the
piston to the crank shaft through connecting rod.
4. Piston Rings
The piston rings are the metallic rings inserted into the circumferential grooves
provided at the top end of the piston. These rings maintain a gas-tight joint between
the piston and the cylinder while the piston is reciprocating in the cylinder.
5. Piston pin or Gudgeon pin forging process.
It is the pin joining small end of the connecting rod and piston. This is made of steel
by forging process.
6.Connecting Rod
It is the member connecting piston through piston pin and crank shaft through crank
pin. It converts the reciprocating motion of the piston into rotary motion of the
crankshaft. It is made of steel by forging process.

1
7. Crank and Crankshaft
The crank is a lever that is connected to the big end of the connecting rod by a pin
joint with its other end connected rigidly to a shaft, called crankshaft. It rotates about
the axis of the crankshaft and causes the connecting rod to oscillate.
8. Valves
Engine has both intake and exhaust type of valves which are operated by valve
operating mechanism. The valves are the device which controls the flow of the intake
and the exhaust gases to and from the engine cylinder.
9. Flywheel
It is a heavy wheel mounted on the crankshaft of the engine. It minimizes cyclic
variation in speed by storing the energy during power stroke, and same is released
during other stroke.
10. Crankcase
It is the lower part of the engine, serving as an enclosure of the crankshaft and also
as a sump for the lubricating oil.
11. Carburetor
Carburetor is used in petrol engine for proper mixing of air and petrol.
12. Fuel pump
Fuel pump is used in diesel engine for increasing pressure and controlling the
quantity of fuel supplied to the injector.
13. Fuel injector
Fuel injector is used to inject diesel fuel in the form of fine atomized spray under
pressure at the end of compression stroke.
14. Spark plug
Spark plug is used in petrol engine to produce a high intensity spark for ignition of
air fuel mixture in the cylinder.

2
 ➢ Working of four-stroke cycle petrol engine
The petrol engines work on the principle of theoretical Otto cycle, also known as
constant volume cycle
A four-stroke petrol engine. The valve operating the inlet is called inlet valve and
the valve operating the exhaust is called exhaust valve. The spark plug fitted at the
top of cylinder head initiates the ignition of the air fuel mixture.
The piston performs four strokes to complete one working cycle. The four different
stroke. strokes are: (i) Suction stroke (ii) Compression stroke (iii) Power stroke (iv)
Exhaust also shows the construction and working of a four-stroke petrol engine.
(i) Suction stroke
During this stroke, inlet valve opens and exhaust valve is closed, the pressure in the
cylinder will be atmospheric. As the piston moves from TDC to BDC, the volume in
the cylinder increases, while simultaneously the press…
At the end of this stroke, the cylinder will be filled completely with petrol and air
mixture called charge and inlet valve is closed.
(ii) Compression stroke
During this stroke both the inlet valve and exhaust valve are closed, the piston moves
from BDC to TDC. As this stroke is being performed, the petrol and air mixture
contained in the cylinder will be compressed, so pressure and temperature of mixture
increases. The process of compression by the curve 2-3. Near the end of this stroke,
the petrol and air mixture is ignited by electric spark given out by the spark plug.
The combustion of the petrol releases the hot gases which will increase the pressure
at constant volume. This constant volume combustion process is represented by the
vertical line 3-4 on the p-V diagram.
(iii) Power or Expansion stroke:
During this stroke both the inlet valve and exhaust valve are closed, the piston moves
from TDC to BDC. The high pressure and high temperature burnt gases force the
piston to perform this stroke, called power stroke. This stroke is also known as
expansion or working stroke. The engine produces mechanical work or power during
this stroke.
As the piston moves from TDC to BDC, the pressure of hot gases gradually
decreases and volume increases. This is represented by curve 4-5 on the p-V
3
diagram. Near the end of this stroke, the exhaust valve opens which will release the
burnt gases to the atmosphere. This will suddenly bring the cylinder pressure to the
atmospheric pressure. This drop of pressure constant volume is represented by
vertical line 5-2 on the p-V diagram.
(iv) Exhaust Stroke:
During this stroke, the exhaust valve opens and the inlet valve is closed. The piston
moves from BDC to TDC and during this motion piston pushes the exhaust gases
(combustion product) out of the cylinder at constant pressure. This process is shown
on p-V diagram by horizontal line 2-1 Again, the inlet valve opens and a new cycle
starts.
The engine is known as 4-stroke cycle engine, because one power stroke is achieved
in every 4-strokes of the piston or two revolutions of the crankshaft
➢ Working of two stroke diesel engine
The construction and working of a two-stroke diesel engine.
The construction of diesel engine is similar to two stroke petrol engine except the
fuel pump and fuel injector are there instead of carburetor and spark plug as in petrol
engine. The working of diesel engine is similar to two stroke petrol engine except
that only air is supplied into crank case in case of diesel engine and diesel fuel is
injected at the end of compression of air.
First Stroke:
At the beginning of the first stroke, the piston is at TDC. Piston moves from TDC to
BDC. At TDC piston is at the end of compression, so the compressed air will attain
a temperature higher than the self-ignition temperature of the diesel. The injector
injects a metered quantity of the diesel into the cylinder as a fine spray. As diesel is
injected it auto ignites. The combustion of the diesel will release the hot gases which
increases the pressure and temperature in the cylinder. The piston performs the
power stroke till it uncovers the exhaust port. The hot gases have slightly higher
pressure than the atmosphere. Due to this pressure difference burnt gases come out
from the exhaust port. The top edge of the piston uncovers the transfer port the air
flows from the crank case into the cylinder through transfer port. The fresh air
entering the cylinder, it pushes the burnt gases, so burnt gases come out from exhaust
port. This pushing out of the exhaust gases is called scavenging. This will continue

4
till the piston covers both the exhaust and the transfer ports during next upward
stroke.
Second stroke:
In this stroke the piston moves from BDC to TDC. When it covers the transfer port
the supply of air is stop and then when it moves further up it covers the exhaust port
completely stops the scavenging. Further upward motion of the piston will compress
the air in the cylinder. After the piston reaches TDC the first stroke repeats again.

5
 Date:-
EXPERIMENT: - 02

AIM:- DEMONSTRATION OF VALVE TIMING DIAGRAM

➢ Valve timing diagram for 4-stroke petrol engine
The valve timing diagram shows the points in the cycle at which the valves are set
to open and close. As described above in the ideal cycle inlet and exhaust valves
open and close at dead centers, but in actual cycles they open or close before or after
dead centers.
Valve timing has to be adjusted according to speed of the engine. A typical valve
timing diagram for slow and high-speed petrol engine.
1) Inlet valve timing
Due to the effect of inertia and time required to attain the full opening, the inlet valve
opens some what earlier than at Top Dead Centre (TDC), so that by the time the
piston reaches TDC the inlet valve is fully open. This is necessary to insure that the
valve will be fully open down. and fresh charge starts to flow into the cylinder as
soon as the piston starts to move
If the inlet valve is closed at Bottom Dead Centre (BDC), the cylinder will receive a
charge less than its capacity and the pressure inside the cylinder would be somewhat
less than atmospheric pressure. To avoid this, the inlet valve is kept open for 40°-
50° rotation of the crank after the suction stroke for high-speed engine and 20° to
25° for low-speed engine.
The kinetic energy of the charge produces a ram effect which forces more charge
into the cylinder during this additional valve opening. Therefore, the inlet valve
closing is delayed. Higher the speed of the engine, the inlet valve closing is delayed
longer to take a advantage of ram effect.
The inlet valve for slow speed engine opens 10 before TDC and closes 20° to 25°
after BDC, while the respective values for a high-speed engine are 10 before TDC
and 40° to 50° after BDC.
(2) Exhaust valve timing
To supply more amount of fresh charge, complete clearing of exhaust from the
cylinder is required. Earlier opening of the exhaust valve before reaching to TDC
facilitates the removal of the burnt gases by virtue of the pressure at this point. The

6
kinetic energy of the fresh charge may also assist the removal of the burnt gases. But
opening the exhaust valve earlier reduces the pressure near the end of the power
stroke and thus causes some loss of useful work on this stroke. However, the overall
effect of opening the valve prior to the time the piston reaches BDC results in overall
gain in output.
The closing time of exhaust valve effects the volumetric efficiency. By closing the
exhaust valve a few degrees after TDC the inertia of the exhaust gases tends to
scavenge the cylinder by carrying out a greater mass of the gas left in the clearance
volume. This results in increased volumetric efficiency.
It is obvious from the valve timing diagram that the inlet and exhaust valves are open
at the same time. This is called valve over-lap (say about 15° in low-speed engine
and 30° in high-speed engines). This overlap must not be excessive enough to allow
the burned gases to be sucked into the intake manifold or the fresh charge to escape
through the exhaust valve.
Exhaust valve opens 25° before BDC and closes 5° after TDC for slow speed engine.
While, it opens 45° before BDC and closes 20° after TDC for high-speed engines.
(3) Ignition timing
Theoretically, it is assumed that ignition in S.I. engine occurs at TDC. But in actual
practice it is not so. There is a time lag between the spark and actual ignition.
Therefore, it is necessary to produce the spark before piston reach the TDC to obtain
proper combustion without losses. The angle through which the spark is given earlier
is known as Ignition advance or angle of advance.
Spark is provided 15° before TDC in case of slow speed engine and 30° before TDC
in high-speed engine.
➢ Valve timing diagram for 4-stroke diesel engine
The actual valve timing diagram for actual 4-stroke diesel engine is shown in Fig.
The various strokes are modified for similar reasons as explained in case of petrol
engine.

7
Fuel injection timing:
The opening of the fuel valve before TDC is necessary for better evaporation and
mixing of the fuel. As there is always lag between ignition and supply of fuel, it is
always necessary to supply the fuel little earlier.
In case of diesel engine, the overlapping provided is sufficiently large (45°)
compared with the petrol engine (13). More overlapping is not advisable in petrol
engine because the mixture of air and petrol may pass out with the exhaust gases and
it is highly uneconomical. This danger does not arise in case of diesel engine because
only air is taken during the suction stroke.
The valve timings of diesel engine have to be adjusted depending upon the speed of
the engine. The typical valve timings are as follows:
Inlet valve opens (IVO)→ 10° to 25° before TDC
Inlet valve closes (IVC)→ 30° to 50° after BDC
Fuel injection starts (FVO)→ 10° to 15° before TDC
Fuel injection stops (FVC)→ 15° to 25° after TDC
Exhaust valve opens (EVO)→ 30° to 45° before BDC
Exhaust valve closes (EVC)→ 15° to 30° after TDC
➢ Port timing diagram for 2-stroke petrol engine
The self-explanatory port timing diagram for two stroke petrol engine is shown in
Fig.
➢ Port timing diagram for 2-stroke diesel engine
The port timing diagram for two stroke diesel engine is shown in Fig. It is exactly
similar to the two-stroke petrol engine except the position of opening and closing of
fuel valve. The other difference is the charging and scavenging (taking the charge
into the cylinder and sweeping out exhaust gases to the atmosphere) period of two
stroke diesel engine (90°) is greater than the scavenging period of two-stroke petrol
engine (70°). This is because, there is no danger of loss of fuel during scavenging of
diesel engine as only air is charged.

8
 Date: -
EXPERIMENT: - 03

AIM: -TO DEMONSTRATE ABOUT THE FUEL INJECTION SYSTEM OF

C.I ENGINE
➢ Fuel supply systems for C. I. engines
In C.I. engines, the fuel is supplied at a very high pressure partly during the
compression stroke and partly during the power stroke. During the suction stroke the
air is taken in and during compression stroke it is compressed to a high pressure (35
to 80 bar) and high temperature (550 to 800°C) according to the compression ratio
used (14 to 22). The high temperature of air at the end of stroke is sufficient to ignite
the fuel.
The fuel-injection system is the most important component in the working of C.I.
engines. The pressure of fuel injected lies between 100 to 200 bar. During the process
of injection, the fuel is broken into very fine droplets. The droplets vaporize taking
the heat from the hot air and form a combustible mixture and starts burning. As the
burning starts, the vaporization of fuel is accelerated as more heat is available. As
the combustion advances, the amount of oxygen available for burning reduces and
therefore heat release rate is reduced.
➢ The main functions of the fuel supply systems for C.I. engines are:
(1) To supply the correct quantity of fuel to be injected as per the load of the engine
and increase in speed for automobile engines.
(2) The rate of injection of fuel should be controlled such that it results into desired
heat release rate during the combustion process.
(3) To supply the fuel within a precisely defined period of the cycle.
(4) To atomise the fuel into very fine particles.
(5) To ensure the uniform distribution of fuel throughout the combustion chamber.
(6) To ensure uniform distribution of metered fuel into each cylinder of a multi-
cylinder engine.
(7) The injection of fuel starts and stops sharply. There should not be any after
injection.

8
 ➢ Requirement of ideal injection system
For a proper running and good performance from the engine, the following
requirements must be met by the injection system:
(1) The fuel should be introduced into the combustion chamber within a precisely
defined period of the cycle.
(2) The metering of the amount of fuel injected per cycle should be done very
accurately. The clearances between the working parts of a fuel pump as well as the
size of the orifice are very small. The working clearance is as small as 0.001 mm
and the nozzle orifice size of even a big engine is as small as 0.625 mm in diameter.
(3) The quantities of fuel metered should vary to meet the changing load and speed
requirements.
(4) The injection rate should be such that it results in the desired heat release pattern.
(5) The injected fuel must be broken into very fine droplets, i.e., good atomisation
should be obtained.
(6) The spray-pattern must be such that it results in rapid mixing of fuel and air.
(7) The beginning and end of the injection should be sharp, i.e. there should not be
any dribbling or after injection.
(8) The timing of injection, if desired, should change as per the requirements of load
and speed.
(9) The distribution of the metered fuel, in the case of multi-cylinder engines, should
be uniform among various cylinders.
(10) Besides above requirements, the weight and the size of the fuel injection system
must be minimum. It should be cheaper to manufacture and least expensive to attend,
to adjust or repairs.
For accomplishing above requirements, the following functional elements are
required in a fuel injection system:
(1) Pumping elements: To move the fuel from the fuel tank to cylinder and piping,
etc.

9
(2) Metering elements: To measure and supply the fuel at the rate demanded by the
load and speed.
(3) Metering controls: To adjust the rate of metering elements for changes in load
and speed of the engine.
(4) Distributing elements: To divide the metered fuel equally among the cylinders.
(5) Timing controls: To adjust the start and the stop of injection.
(6) Mixing elements: To atomise and distribute the fuel within the combustion
chamber.
➢ Types of injection systems
In compression ignition engines two methods of fuel injection are used. These are:
(1) Air injection,
(2) Solid or airless injection.
Air injection system
In this system fuel is injected along with high pressure air into the combustion
chamber. The pressure of this air is about 70 bar. A multistage air compressor is
required to supply the blast of air at high pressures. A fuel pump draws fuel from the
fuel tank through a filter and discharges a definite quantity into an injector. The high
pressure air from compressor is also led to the injector valve which forces the fuel,
through the nozzle, when it is opened mechanically.
This type of system is not used now-a-days in diesel engines. The advantages and
disadvantages of this system are listed below:
Advantages:
(1)It provides good atomization and distribution of fuel.
(2) Fuel pump needs to develop less pressure.
(3) It allows to use the inferior fuels.

10
Disadvantages:
(1) It requires a high-pressure multi-stage compressor. The large number of parts,
the inter-cooler, etc. make the system complicated and expensive.
(2) The power output and mechanical efficiency of the engine is reduced greatly, as
considerable amount of power is required to run the compressor.
(3) Air compressor needs extra maintenance.
➢ Solid injection or Airless injection system
In solid injection system, fuel is directly injected into cylinder without the aid of
compressed air. That is why this system is called solid or air less mechanical system.
In this system, the fuel is supplied at a very high pressure (about 200 bar) from the
fuel pump to the fuel injector from where it is injected to the combustion chamber
with the help of an injector. The main parts of this system are fuel pump and fuel
injector. The solid injection systems, are available in three types as:
(1) Common rail system.
(2) Individual pump and injector or jerk pump system,
(3) Distributor injection system.
(1) Common rail injection system
In this system, a single fuel pump supplies high pressure diesel oil to common rail
or header (accumulator).The pump plunger is actuated by cam through camshaft
which is directly coupled with engine shaft. The plunger of fuel pump moving
Increases pressure of diesel oil. The high pressure diesel oil in the common rail
forces the fuel to each of the nozzles (injectors) located in the cylinders. A spring
loaded high pressure relief valve maintains a constant pressure in the system and it
returns the excess diesel to the fuel tank. The diesel oil is sprayed into the cylinders
through a injector (nozzle) whose opening and closing with proper timing is
controlled by a spring loaded needle valve. The upward and downward motion of
needle is controlled by motion of cam. When the cam during in action period, the
push rod moves upward and this motion is transmitted to the needle through rocker
arm. When the valve lifts, the high pressure diesel oil is injected into cylinder

11
through nozzle, The amount of fuel entering the cylinder is regulated by varying
length of push rod stroke by control wedge.
Advantages:
(1) It can control the fuel supply according to load and speed of the engine.
(2) Only one pump is required for multi-cylinder engine.
(3) The arrangement of the system is very simple and maintenance cost is less.
(4) Variation in pump supply pressure will affect all the cylinders uniformly.
Disadvantages:
(1) There is a tendency to develop leaks in the injection valve.
(2) Very accurate design and workmanship are required.
(2) Individual pump and injector or Jerk pump system
In this system, individual fuel pump is provided for each nozzle (injector). The
metering of fuel quantity and control of injection timing are done by each pump for
corresponding nozzle. The needle valve in the nozzle is actuated by fuel oil pressure.
The amount of fuel entering the cylinders is regulated by changing position of
control rack.
(3) Distributor injection system
In this system single fuel pump is used to meter, pressurize the fuel and times the
injection. Then fuel is supplied to the central distributor block. From distributor
block the fuel is distributed to each cylinder in correct firing order by cam operated
poppet valves which open to admit fuel to nozzles. The amount of fuel entering the
cylinders is regulated by changing position of control rack. The number of injection
strokes per cycle for the pump is equal to the number of cylinders.
Since there is only one metering element, a uniform distribution is automatically
ensured. Not only that, the cost of the fuel injection system also reduces to a value
less than two-thirds of that for individual pump system.

12
 Date:-
EXPERIMENT: - 04

AIM: - TO DEMOSTRATE ABOUT CARBURETOR AND ITS TYPES

➢ Simple carburetor
Consider a simple carburetor as shown in the Fig. which will give nearly constant
A/F mixture. It consists of float, float chamber needle valve and fuel nozzle, etc.
During suction stroke air at inlet (air filter) having atmospheric pressure and in
cylinder vacuum is there. Vacuum created in intake manifold. In air filter air is at
atmospheric pressure and in intake manifold vacuum is there. Due to this pressure
difference air sucks from air filter to ventury tube of carburetor through chock valve.
When air flow through ventury, its velocity increases and pressure decrease due to
reduce cross section at ventury. Pressure in the float chamber is atmospheric and
pressure at ventury is low, therefore, fuel will transfer to fuel nozzle which is located
at height of z above level of fuel in float chamber. This lip height z is provided in
order to prevent the leakage of fuel when engine is not working. In float chamber,
the level of fuel is always maintained constant by float and needle valve. As fuel
level decreases, foot moves down so inlet passage opens by needle valve and fuel
comes in float chamber. When float chamber full with fuel, float will stop the supply
of fuel.
The diameter of fuel nozzle and ventury tube is so designed that it provides nearly
stoichiometric mixture at different position of throttle valve. In normal working,
chock valve is fully open but during starting, chock valve is partially close which
restrict the air flow. So during starting rich mixture available by controlling the air
supply. Throttle valve control the supply of mixture at various load condition. So
quantity of mixture can be varied by throttle valve for different load condition. That's
why petrol engines are known as quantity governing engines.
➢ Analysis of simple carburetor (Theory of simply carburetor)
During suction stroke, air sucks in carburetor at section 1-1 as shown in Fig. As air
passes to ventury During suction stroke, inlet valve open and due to low pressure
created during this (section 2-2) its velocity increases and pressure decreases. This
pressure difference at ventury can be measured by U-tube manometer. Due to this
low pressure fuel will come at nozzle tip from float chamber.

13
In S.U carburetor pressure difference (∆𝑝) remain constant but Af, and Aa, will varies
to change mf, and ma. So this carburetor is known as "Constant vacuum" type
carburetor.
➢ Solex Carburetor
In solex carburetor as shown in Fig. has a additional features compared to the simple
carburetor.
i) Starting: To get rich mixture during starting bi-starter disc used which is operated
manuall by starter lever. Bi starter disc consists of different size hole as shown in
Fig. At time starting, starter lever pull which will rotate the Bi starter disc so large
size of hole open through which more amount of additional fuel supply directly
below the throttle valve. By this action rich mixture available during starting. As
engine is warm up, slowly starter lever push bachole size of Bi starter disc reduces,
which will reduce quantity of additional fuel.
(ii) Normal working: Normal working is similar as that of simple carburetor.
Metered fuel supply from the main jet inside a ventury tube and air enters from the
top. passes through ventury, where it mix with fuel and according to the position of
throttle valve, quantity of mixture is supplied to the engine.
(iii) Idling and low load: During idling, rich mixture is required and this
requirement will be fulfilled by pilot jet. As throttle valve is nearly close, extra fuel
will be inducted from pilot jet. Some additional air is also added from pilot air bleed
orifice due to suction at idle port. Idling screw control the amount of fuel entered
during idling. As speed increases by opening the throttle, pressure below the throttle
valve decreases so additional fuel supply through idle port stops.
(iv) Acceleration: During acceleration it is required to inject additional fuel. An
acceleration pump is provided for this purpose. Pump lever will operate the
acceleration pump which injects additional fuel inside the ventury tube with help of
acceleration pump injector.
➢ Carter carburetor
Carter carburetor is shown in Fig. has an additional feature compared to simple
carburetor are as follows:

14
(i) Starting: Rich mixture provided by reducing air flow with help of chock valve
similar to as that of simple carburetor.
(ii) Normal working: Normal working is also similar as that of simple ca carburetor,
for better mixing of air and fuel 3-stage ventury provided as shown in the figure
namely primary, secondary and main ventury. By 3-stage ventury better atomization
and mixing results in smooth and steady operation at all operating range of speed.
(iii) Idling and low load: The mechanism to provide rich mixture during idling in
this carburetor is similar as that of solex carburetor. During idling, throttle valve is
nearly close so engine suction is mainly applied at idle port which will draw extra
fuel and air through idle jet and bypass air respectively. As speed increases from
idling, fuel is also supplied from main jet.
(iv) Acceleration: During acceleration extra fuel (rich mixture) is required. A
plunger type pump (connected with float chamber) will supply this extra fuel during
acceleration. As accelerator pedal (connected with throttle valve as well as plunger
of pump) pressed, it will perform two functions as (i) Open throttle valve and (ii) to
push the plunger in accelerator pump. As plunger presses inward, the additional fuel
is injected inside the ventury tube and rich mixture available. As plunger released, it
sucks fuel from float chamber for next operation.
➢ Zenith Carburetor
Zenith carburetor is widely used in many automobiles. It consists of conventional
parts like float, float chamber, chock valve, throttle valve, ventury etc., as shown in
Fig.
Starting jet provides extra fuel (rich mixture) so that engine can easily start. In simple
carburetor, a as speed increases, more amount of fuel is drawn from single (main)
jet so richer mixture available at higher speed but for wide range of speed, constant
A/F mixture is required which is fulfilled by compensating jet in this carburetor.

➢ S.U Carburetor
S. U. carburetor is a constant vacuum carburetor. In this carburetor ventury area vary
with respect to speed which maintain constant pressure, while in other carburetor
ventury area is constant so Ap varies with respect to speed. In this carburetor float,
15
float chamber, throttle valve, starting jet are as usual. A tapered pin is connected to
the variable chock as shown in Fig. 3.17 will vary the flow of fuel by moving upward
or downward. Lower portion of variable chock is maintained at approximately
atmospheric pressure and upper portion is below atmospheric (vacuum) p, which
varies according to the speed of engine. Therefore, force (F) acting on the variable
chock to move up or down is given by
F= A(Pa-Pc)
The area (A) and atmospheric pressure (pa) remains constant and pe will vary
according to the suction pressure which will change as per the speed of engine. As
speed increases, variable chock lifted up which will increase the air flow (m a). Also
upward motion of chock increases the fuel flow (mf,) due to tapered pin which
increase fuel flow passage.

16
 Date: -
EXPERIMENT: - 05

TO CARRY OUT THE PERFORMANCE ANALYSIS OF SINGLE

CYLINDER TWOSTROKE PETROL ENGINE

AIM: To conduct performance test on two stroke single cylinder SI Engine and to
determine BP, Brake Specific Fuel Consumption and Brake Thermal Efficiency.

APPARATUS: Two stroke petrol engine, dynamometer test ring, tachometer, stop
watch.

THEORY:

In two stroke engines, the cycle is completed in two strokes, one revolution of
crankshaft as against two revolutions of the four-stroke.

The difference between two stroke and four stroke engines is in the methods of
filling the cylinder with the fresh charge and removing the burned gases from the
cylinder. In a four- stroke engine, these operations are performed by the piston
during the suction and exhaust strokes respectively.

In a two-stroke engine, suction is accomplished by air compressed in crankcase or

by a blower. The induction of compressed air removes the products of combustion
through exhaust ports. Therefore, no piston strokes are required for these two
operations.

Only two piston strokes are required to complete the cycle, one for compressing
the fresh Charge and the other expansion or power stroke.

DESCRIPTION:

Single Cylinder, Two Stroke Petrol Engine Test Rig with Eddy Current
Dynamometer mainly consists of:

1. Loading Arrangement (Eddy Current Dynamometer):

It consists of a stator on which, are fitted a number of electromagnets and a rotor

disc made of copper or steel and coupled to the output shaft of the engine. When
the rotor rotates, eddy currents are produced in the stator due the magnetic flux set
up by the passes of field current in the electromagnets. These eddy currents oppose
the rotor motion, thus loading the engine.

17
2. Fuel Input Measuring Arrangement:

It consists of self-mounting type fuel tank, suitably mounted on a stand. Fuel goes
from the reservoir to engine through a burette. The burette facilitates
measurement of fuel consumption for a definite period with the help of a
stopwatch.

3. Air Intake Measuring Arrangement:

It consists of an orifice, a diaphragm base manifold and a U-tube manometer

(Water filled). With the help of orifice and manometer, the volume of the air
sucked can be calculated.

4. Arrangement for Measuring the Heat carried away by Exhaust Gases:

It consists of exhaust gas calorimeter to measure the heat carried away by exhaust
gases. Exhaust gas calorimeter consists of a central tube and an outer jacket. The
volume of water circulation is measured with the help of water meter and
stopwatch. Thermocouples are provided to get the inlet and outlet temperature of
exhaust gases and water circulated.

PRECAUTIONS:

1. The engine should be checked for no load condition.

2. The level of fuel in the fuel tank should be checked.

PROCEDURE:

1. Fill the petrol tank and manometer.

2. Fill the burette by opening the valve provided.

3. Supply the petrol to the engine by opening the valve.

4. Switch on the main supply to the panel.

5. Connect water supply to the engine and connect the pipes from calorimeter
water outlet to drain.

6. Open the valve.

18
7. Set the flow rate for calorimeter cooling water by valve.

8. Note down the reading of temperature sensors.

9. Adjust the zero load by control panel of eddy current dynamometer.

10. Push the toggle switch to ON position.

11. Start the engine with help of kick.

12. After starting the engine, press the clutch and put the engine in gear.

13. Slowly release the clutch and at same time accelerate the engine by rotating
accelerator and let it run for 5 min at no load condition.

14. Apply load on engine with control panel of eddy current dynamometer.

15. Wait for 10 minutes so that temperatures can stabilize.

16. Note the reading of dial balance.

17. Note down the rpm, manometer reading and temperatures.

18. Close the valve and note down the time to consume 10-20 ml of petrol with
stop watch.

19. Open the valve.

20. Measure the flow rate of water through calorimeter with the help of water
meter and

stop watch.

21. Repeat the experiment for different load and rpm.

OBSERVATIONS:

1. Specific gravity of fuel = 0.75

2. Calorific value of fuel = 44000 KJ/Kg

3. Diameter of Orifice = 22 mm

4. Density of air (p-air) = 1.207 kg/m3

19
5. Specific heat of water = 4.2 KJ/Kg.K

6. Specific heat of exhaust gas = 1.05 KJ/Kg.K

7. Water ambient temperature =____"C

8. Air ambient temperature =_____"C

OBSERVATION TABLE: -

Burette
Sr. N Manometer Volt Current reading Temperature at
No (rpm) reading (V) (I) for fuel different point
(Amp.) flow rate
h1 h2 x T T1 T2 T3 T4
(cm) (cm) (ml) (sec) (℃) (℃) (℃) (℃)
1
2
3
4
5

Where,
T1 = Cooling water inlet to calorimeter T3 = Exhaust gas inlet to calorimeter

T2 = Cooling water outlet from calorimeter T4 = Exhaust gas outlet from calorimeter

SAMPLE CALCULATION:

1. Brake Power:
VxI
BP = kW where, ƞg = efficiency of generator-dynamometer = 83%
1000 x ƞg

20
2. Total Fuel Consumption:
Final Reading−Intial Reading Specific Gravity kg
TFC = x
Time 1000 sec

3. Break Specific Fuel Consumption:

TFC kg
BSFC = x 3600
BP kW .h

4. Break Thermal Efficiency:

BP kJ
Ƞbth = x 100 % where, BP is in kW & CV is in
TFC x CV kg

21
5. Mechanical Efficiency: (Assuming Friction Power = 1 kW)
BP
Ƞm = x 100 %
IP

RESULT TABLE:

Specific Fuel Consumption

Total consumption rate

Break Power

Mechanical
Sr. N Volt Current

Efficiency

Efficiency
Thermal
(BSFC)
Break

Break
(kW)
No. (RPM) (V) (I)
(mf)

(%)

(%)
(Amp.)

22
 Date: -
EXPERIMENT NO: - 06

TO CARRY OUT THE PERFORMANCE ANALYSIS OF SINGLE

CYLINDER FOUR STROKE PETROL ENGINE
AIM: To conduct performance test on four stroke petrol engine and to determine
Brake power (BP), Brake specific fuel consumption (BSFC) and Brake thermal
efficiency at constant speed.
APPARATUS: Four stroke petrol engine, dynamometer test ring, tachometer,
calibrated burette arrangement, stop watch.
THEORY:
The most commonly used source of power for motor vehicles, introduced by the
German engineers Gottlieb Daimler and Karl Benz in 1885. The petrol engine is a
complex piece of machinery made up of about 150 moving parts. It is a reciprocating
piston engine, in which a piston moves up and down in cylinder. A mixture of petrol
and air is introduced to the space above the pistons and ignited.
The gases generate power and force the piston down. The engine- operating cycle is
repeated after every four strokes (upward or downward movement) of the piston,
this being known as the four-stroke cycle. The mot ion of the piston rotates a
crankshaft, at the end of which a heavy flywheel is connected.
From the flywheel, the power is transferred to the vehicle's driving wheels via the
transmission system of clutch, gearbox, and final drive.
DESCRIPTION:
Single Cylinder, Four Stroke petrol Engine Test Rig with Electric brake
Dynamometer mainly consists of:
1. Loading Arrangement (Electrical Dynamometer):
Electrical brake dynamometer is provided to apply the load on the engine for
measurement of the brake power.
2. Fuel Input Measuring Arrangement:
It consists of self-mounting type fuel tank, suitably mounted on a stand. Fuel goes
from the reservoir to engine through a burette. The burette facilitates measurement
of fuel consumption for a definite period with the help of a stopwatch.

23
3. Air Intake Measuring Arrangement:
It consists of an orifice, a diaphragm base manifold and a U-tube manometer (Water
filled). With the help of orifice and manometer, the volume of the air sucked can be
calculated.

4. Arrangement for Measuring the Heat carried away by Exhaust Gases:

It consists of exhaust gas calorimeter to measure the heat carried away by exhaust
gases. Exhaust gas calorimeter consists of a central tube and an outer jacket. The
volume of water circulation is measured with the help of water meter and stopwatch.
Thermocouples are provided to get the inlet and outlet temperature of exhaust gases
and water circulated.
PRECAUTIONS:
1. The engine should be checked for no load condition.
2. The level of fuel in the fuel tank should be checked.
3. Blower fan is required to cool the engine in operation because it is stationary and
air-cooled engine.
PROCEDURE:
1. Fill the petrol tank and manometer.
2. Fill the burette by opening the valve provided.
3. Supply the petrol to the engine by opening the valve.
4. Switch on the main supply to the panel.
5. Connect water supply to the engine and connect the pipes from calorimeter water
outlet to drain.
6. Open the valve.
7. Set the flow rate for calorimeter cooling water by valve.
8. Adjust the zero load by control panel of eddy current dynamometer.
9. Push the toggle switch to ON position.
10. Start the engine with help of kick start.

24
11. Slowly release the clutch and at same time accelerate the engine by rotating
accelerator and let it run for 5 min at no load condition.
12. Apply load on engine with mechanical dynamometer (heater plates are
provided).
13. Wait for 10 minutes so that temperatures can stabilize.
14. Note the reading of dial balance.
15. Note down the rpm, manometer reading and temperatures.
16. Close the valve and note down the time to consume 10-20 ml of petrol with stop
watch.
17. Measure the flow rate of water through calorimeter with the help of water meter
and stop watch.
18. Note down the reading of sensor T1/T2/T3/T4.
19. Repeat the experiment for different load and rpm.
OBSERVATIONS:
1. Specific gravity of fuel = 0.75
2. Calorific value of fuel = 44000 KJ/Kg
3. Diameter of Orifice = 14 mm
4. Coefficient of discharge of orifice meter (Ca) = 0.64
5. Density of air (p-air) = 1.207 kg/m³
6. Specific heat of water = 4.2 KJ/Kg.K
7. Specific heat of exhaust gas = 1.05 KJ/Kg.K
8. Water ambient temperature= _____°C
9. Air ambient temperature=_____°C
10. Stroke Length = 56 mm
11. Piston Diameter = 67 mm

25
OBSERVATION TABLE:
Water flow rate to engine jacket for cooling and calorimeter is 0.0366 liters per
second. (27.32 seconds for 1 liters)
OBSERVATION TABLE: -

Burette
Sr. N Manometer Break reading for Temperature at different
No (rpm) Reading Power fuel flow point
(kW) rate
h1 h2 x T T1 T2 T3 T4
(cm) (cm) (ml) (sec) (℃) (℃) (℃) (℃)
1
2
3
4
5
Where,
T1 = Cooling water inlet to calorimeter T3 = Exhaust gas inlet to calorimeter
T2 =Cooling water outlet from calorimeter T4 = Exhaust gas outlet from calorimeter
SAMPLE CALCULATION:
1. Total Fuel Consumption:
Final Reading−Intial Reading Specific Gravity kg
TFC = x
Time 1000 sec

26
2. Break Specific Fuel Consumption:
TFC kg
BSFC = x 3600
BP kW .h

3. Break Thermal Efficiency:

BP kJ
Ƞbth = x 100 % where, BP is in kW & CV is in
TFC x CV kg

4. Mechanical Efficiency: (Assuming Friction Power = 0.7 kW)

BP
Ƞm = x 100 %
IP

27
 Sr.
No.
N
(RPM)
RESULT TABLE:

Break Power
(kW)

Total consumption rate

(mf)

Break
Specific Fuel Consumption
(BSFC)

Break
Thermal
Efficiency
(%)

28
Mechanical
Efficiency
(%)
 Date: -
EXPERIMENT NO: - 07

TO CARRY OUT THE PERFORMANCE ANALYSIS OF SINGLE

CYLINDER FOUR STROKE DIESEL ENGINE
AIM: To conduct performance test on four stroke diesel engine and to determine
Brake power (BP), Brake specific fuel consumption (BSFC) and Brake thermal
efficiency at constant speed.
APPARATUS: Four stroke diesel engine, dynamometer test ring, tachometer,
calibrated burette arrangement, stop watch.
THEORY:
A Diesel engine is almost the same as a petrol engine but it burns a different type of
fuel. Diesel is named after its inventor Rudolf Diesel, a German who first developed
this type of fuel in the early 1900's. Diesel engines have mainly been used in Lorries
and buses because of their increased power and their reliability. They tend to be noisy
and smelly compared to a petrol engine but are more economical to run.
In a diesel engine the compression stroke only compresses air and not fuel. In the
ignition stroke the compressed air present with a very high pressure and then fuel is
injected into the engine cylinder with the help of an injector, resulting in generating
enormous heat, which then ignites the fuel that is injected into the combustion
chamber at that precise moment of maximum pressure.
There is no need for a spark plug in a diesel engine. The compressed air is hot enough
to cause the fuel to explode. This is because a diesel engine has a far higher
"compression ratio" than does a petrol engine.
DESCRIPTION:
Single Cylinder, Four Stroke Diesel Engine Test Rig with Rope brake Dynamometer
mainly consists of:
1. Loading Arrangement (Mechanical Dynamometer):
Rope brake dynamometer is provided to apply the mechanical load on the engine for
measurement of the brake power.
2. Fuel Input Measuring Arrangement:
It consists of self-mounting type fuel tank, suitably mounted on a stand. Fuel goes
from the reservoir to engine through a burette. The burette facilitates measurement
of fuel consumption for a definite period with the help of a stopwatch.

29
3. Air Intake Measuring Arrangement:
It consists of an orifice, a diaphragm base manifold and a U-tube manometer (Water
filled). With the help of orifice and manometer, the volume of the air sucked can be
calculated.
4. Arrangement for measuring the heat carried by cooling water from engine
cooling jacket:
Suitable pipefitting is provided for circulating the cooling water into the engine
water jacket.
For measuring the rate of flow of cooling water, a water meter is provided. With
these entire arrangements, one can find the heat carried away by cooling water. The
temperature of inlet and outlet water can be directly read from the Digital
Temperature Indicator.
5. Arrangement for Measuring the Heat carried away by Exhaust Gases:
It consists of exhaust gas calorimeter to measure the heat carried away by exhaust
gases. Exhaust gas calorimeter consists of a central tube and an outer jacket. The
volume of water circulation is measured with the help of water meter and stopwatch.
Thermocouples are provided to get the inlet and outlet temperature of exhaust gases
and water circulated.
PRECAUTIONS:
1. The engine should be checked for no load condition.
2. The level of fuel in the fuel tank should be checked.
3. The cooling water inlet for drum should be opened when loading.
PROCEDURE:
1. Fill the diesel tank and manometer.
2. Fill the burette by opening the valve provided.
3. Supply the diesel to the engine by opening the valve.
4. Switch on the main supply to the panel.
5. Connect water supply to the engine and connect the pipes from calorimeter water
outlet to drain.

30
6. Open the valve.
7. Set the flow rate for calorimeter cooling water by valve.
8. Adjust the zero load on mechanical dynamometer.
9. Push the toggle switch to ON position.
10. Start the engine with help of handle.
11. Slowly release the clutch and at same time accelerate the engine by rotating
accelerator and let it run for 5 min at no load condition.
12. Apply load on engine with mechanical dynamometer.
13. Wait for 10 minutes so that temperatures can stabilize.
14. Note the reading of dial balance.
15. Note down the rpm, manometer reading and temperatures.
16. Close the valve and note down the time to consume 10-20 ml of diesel with stop
watch.
17. Measure the flow rate of water through calorimeter and cooling water jacket with
the
help of water meter and stop watch.
18. Note down the reading of sensor T1/T2/T3/T4/T5/T6.
19. Repeat the experiment for different load and rpm.
OBSERVATIONS:
1. Specific gravity of fuel = 0.76
2. Calorific value of fuel = 42500 KJ/Kg
3. Diameter of Orifice = 14 mm
4. Coefficient of discharge of orifice meter (Cd) = 0.80
5. Density of air (p-air) = 1.207 kg/m3
6. Specific heat of water = 4.2 KJ/Kg.K
7. Specific heat of exhaust gas = 1.05 KJ/Kg.K

31
8. Water ambient temperature= ____ "C
9. Air ambient temperature = ____"C
10. Stroke Length = 87.5 mm
11. Piston Diameter = 81.5 mm
12. Flywheel radius (R) = 0.17 m
OBSERVATION TABLE:
Water flow rate to engine jacket for cooling and calorimeter is 0.0366 liters per
second. (27.32 seconds for 1 liters)

Burette
Sr. N Manometer Load reading Temperature at different point
No (rpm) reading (kg) for fuel
flow rate
h1 h2 x T T1 T2 T3 T4 T5 T6
(cm) (cm) (ml) (sec) (℃) (℃) (℃) (℃) (℃) (℃)

1
2
3
4
5

Where,
T1 = Colling water inlet to engine T2 = Colling water outlet from engine
T3 = Colling water inlet to calorimeter T4 = Colling water outlet from calorimeter
T5 = Exhaust gas inlet to calorimeter T6 = Exhaust gas outlet from calorimeter

32
SAMPLE CALCULATION:
1. Brake Power:
2πNT
BP = kW where, T = F x R = Load (kg) x g x R
60000

2. Total Fuel Consumption:

Final Reading−Intial Reading Specific Gravity kg
TFC = x
Time 1000 sec

3. Break Specific Fuel Consumption:

TFC kg
BSFC = x 3600
BP kW .h

33
4. Break Thermal Efficiency:
BP kJ
Ƞbth = x 100 % where, BP is in kW & CV is in
TFC x CV kg

5. Mechanical Efficiency: (Assuming Friction Power = 1.32 kW)

BP
Ƞm = x 100 %
IP

RESULT TABLE:
Specific Fuel Consumption
Total consumption rate

Break Power

Sr. N Load Mechanical

Efficiency

Efficiency
Thermal
(BSFC)
Break

Break
(kW)
(mf)

No. (RPM) (kg)

(%)

(%)

34
 Date: -
EXPERIMENT NO: - 08

TO CARRY OUT MORSE TEST ON FOUR STROKE MULTICYLINDER

PETROL ENGINE
AIM: To conduct Morse test on four stroke four-cylinder SI engine and to determine
BP, IP and Mechanical efficiency.
APPARATUS: Four stroke four-cylinder petrol engine, dynamometer test ring,
tachometer, Stop watch.
PROCEDURE:
1. Before starting the engine, check the fuel supply, lubrication and cooling system.
2. Set the dynamometer to zero load and run the engine till the working temperature
and steady state condition.
3. Adjust the dynamometer to part load condition. Note down the fuel Consumption
rate, engine speed and dynamometer load for BP Calculation.
4. Now cut off one cylinder load to restore
5. Reduce the dynamometer load to restore the engine speed as at step Note down
the fuel consumption rate, engine speed and dynamometer load for BP calculation.
6. Connect the cut off cylinder and run the engine on all cylinders for a short time.
This is required to attain steady state condition.
7. Repeat the experiment for other three cylinders turn by turn.
8. Bring dynamometer load to zero and stop the engine.
9. Do the necessary calculation.

35
OBSERVATION TABLE: ENGINE SPEED: ________RPM

Sr. Condition Dynamometer Power output IP of Cut Off

No. Load (kg) BP (kW) Cylinder (kW)
1 All cylinders
working
st
2 1 cylinder cut-off
3 2nd cylinder cut-off
4 3rd cylinder cut-off
5 4th cylinder cut-off

CALCULATION: -
1. Brake Power:

2𝜋𝑁𝑇
BP = X = 𝑘𝑊 Where, T = F x R = Load (kg) x g x R (R = 0.2 m)
60000

X1 =
X2 =
X3 =
X4 =
2. Indicated Power (IP):
For 1st cylinder (IP)1 = X-X1 =
For 2nd cylinder (IP)2 = X-X2 =
For 3rd cylinder (IP)3 = X-X3 =
For 4th cylinder (IP)4 = X-X4 =
Total IP of engine = Summation of power produced by all cylinders.

36
3. Mechanical Efficiency: ƞ

𝐵𝑃
Ƞm = 𝑋 100 %
𝐼𝑃

FP = IP – BP

37