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ME 410

MECHANICAL ENGINEERING SYSTEMS LABORATORY

PERFORMANCE CHARACTERISTICS OF AN

INTERNAL COMBUSTION ENGINE

Experiment No. : 4 SPRING 2012 V2

1. OBJECT

The object of this test is to show the variation of basic engine characteristics under different

engine loading conditions.

Basically, the experiment is shortly described as:

A constant speed-variable load test, performed on a compression ignition engine: The aim

of this experiment is to observe the variation of basic engine characteristics during the

gradual loading of the engine by the dynamometer while the engine speed is kept constant.

A variable speed-variable load test, performed on a compression ignition engine: The aim

of this experiment is to obtain the variation of basic engine characteristics during the loading

of the engine by the dynamometer while the engine speed is changing with load.

2. INTRODUCTION

Internal combustion engines (IC engines) are basically energy converters. They convert the

chemical energy of the fuel to mechanical energy.

There are 2 types of IC engines:

1. SPARK IGNITION ENGINES (SI engines).

2. COMPRESSION IGNITION ENGINES (CI engines).

All IC engines operate on a thermodynamic cycle which includes;

1. The induction of air or air/fuel mixture (charge).

2. The compression of the induced charge.

3. The combustion of the fuel in air towards the end of compression and during the

beginning of expansion.

4. The expansion of the products of combustion.

5. The exhaust of the products of combustion.

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This cycle is repeated over and over.

There are RECIPROCATING and ROTARY IC engines. They both operate on the above

mentioned thermodynamic cycle. The Wankel engine is the best known rotary IC engine.

The majority of IC engines are of the reciprocating type.

A reciprocating IC engine consists of;

1. Engine block.

2. Cylinder head.

3. Piston(s) and piston pin(s).

4. Connecting rod(s).

5. Crankshaft.

6. Flywheel.

7. Valves and valve mechanisms and camshaft(s)

There will be one or more cylinders in the engine block. For water cooled IC engines these

cylinders will be surrounded by an outer shell. Between the outer shell and the cylinders

there will be water passages for cooling the engine. For air cooled IC engines the cylinders

will be surrounded by fins for air cooling.

For multiple cylinder engines the cylinders will be arranged side by side in a row. They may

be grouped and groups of cylinders in a row may be arranged opposite to each other or in a

V-form or in a radial star form.

In each cylinder there will be a piston which will move back and forth from TOP DEAD

CENTER (TDC, nearest position to the cylinder head) and BOTTOM DEAD CENTER

(BDC, farthest position to the cylinder head). One full movement of the piston from TDC to

BDC or vice versa is called a STROKE.

Each piston is connected by a piston pin to a connecting rod which in turn is connected to the

related crankpin of the crankshaft. The crankshaft which is placed in the crankcase of the

engine block is supported by journal bearings.

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Fig 1 Schematic of a spark ignition engine

The back end of the crankshaft is coupled to a flywheel. The flywheel acts to absorb the

fluctuations in the speed of the crankshaft which is mainly due to uneven distribution, both

spatially and time wise, of the cyclic thermodynamic events among the cylinders.

The crankshaft of an IC engine may then be coupled to a gear box as in the case of transport

vehicles or to the shaft of a water pump or to the shaft of an electric generator or to the shaft

of a ships propeller or to the shaft of the propeller of an airplane or even to the shaft of the

propeller of a model airplane (you can hold the engine in the palm of your hand).

It is evident that IC engines are very versatile. They come in all sizes producing powers from

40 000 kW to 0.2 kW. They are easily transported and the mainly liquid fuel that they use is

easily available, relatively cheap and easily transportable. They are reliable. You can expect

them to work for long hours with the same performance and over and over again for years

with proper maintenance. They are easy to start and operate. Their transient characteristics

(acceleration, deceleration) are excellent. All in all, we can easily say that the IC engine has

been the greatest mechanical achievement of mankind, both socially and economically and it

is rapidly becoming mankind's foremost concern, ecologically.

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3. THEORY

3.1. Operating Modes of IC Engines

IC engines may operate on a 4 stroke cycle or a 2 stroke cycle. In a 4 stroke cycle the piston

has to go through 4 strokes in order to complete the above mentioned cyclic thermodynamic

processes. In the 2 stroke cycle the piston goes through only 2 strokes to complete the cycle.

This seems to make the 2 stroke cycle more advantageous. However, if the engine speed is

high then the gas exchange processes are not as efficient as in the 4 stroke cycle engines and

so the 2 stroke cycle is applied more to marine type slow and large CI engines and to light SI

engines used on motorcycles and lawn mowers, etc. (since there won't be any need for the

valves and valve mechanisms). On the other hand there are 2 stroke cycle CI engines in the

power range of 200-500 kW and operating at speeds of up to approximately 2000 rpm.

In the two stroke engine, the inlet and exhaust valves are eliminated by using the piston to

cover and uncover ‘ports’ or passages in the cylinder and crankcase. Beginning the cycle

with the piston about the half-way through its compression stroke, all three ports are covered.

The upward movement of the piston compresses a fresh charge of mixture in the combustion

chamber. At the same time the pressure in the crankcase is reduced below atmospheric

pressure. Near the top of the stroke the lower edge of the piston uncovers the inlet port,

allowing the pressure of the atmosphere to fill the crankcase of the engine with fresh mixture

from the carburetor.

The mixture in the combustion chamber is ignited in the same way as in the four stroke

engine near the top of the stroke. The high pressure of the burned gases drives the piston

down the cylinder. Just below TDC the piston covers the inlet port, and further downward

movement compresses the mixture in the crankcase. Near the bottom of the stroke the top

edge of the piston uncovers the exhaust port, allowing the burned gases to flow out of the

cylinder under their own pressure.

Slightly further down, the piston uncovers the transfer port and the compressed mixture in

the crankcase flows into the cylinder above the piston. The shaped piston deflects the mixture

upwards, preventing it flowing straight across the cylinder and out through the exhaust port.

Some engines use shaped transfer ports instead of a deflecting piston. As the piston rise on its

next stroke the transfer and exhaust ports are covered and cycles of operations begins again.

3.2. Operation of IC Engines

3.2.1 Spark Ignition Engines

Spark ignition engines are mainly used in automotive vehicles such as automobiles and

motorcycles. These engines cannot be very big in size because of auto ignition (abnormal

combustion) problems of flame propagated combustion of premixed mixtures. They induce a

mixture of air and fuel during the induction process and then compress the induced charge to

a pressure of approximately 12-15 atmospheres and a temperature of 500-600 K during the

compression process and towards the end of the compression process the hot and compressed

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mixture is ignited by a spark produced by the electrical ignition system of the engine across

the points of spark plug situated in the cylinder (10-20 degrees before TDC). Then the

pressure and temperature of the gas inside the cylinder rapidly rise to a maximum of

approximately 70-80 atmospheres and a temperature of 2400-2600 K during the combustion

process. A flame, starting at the spark plug location, sweeps across the combustion chamber

(volume between the cylinder head and piston top) at mean speeds which may reach 10-20

m/s, such that the movement of the piston towards TDC and away from TDC is negligibly

low as this happens. Therefore for most practical calculations this type of combustion process

is considered to happen at constant volume.

The products of combustion then push the piston away from TDC and the expansion of these

gases during the expansion process goes on until the piston nearly arrives at BDC. At about

40-50 degrees crank angles away from BDC the exhaust valve is opened by the valve

mechanism which is synchronized to the motion of the crankshaft through the camshaft.

Even though the piston continues to travel towards BDC the pressure inside the cylinder

rapidly decreases from about 4 atmospheres when the exhaust valve opens to about 1.1 to

1.25 atmospheres, as the gases rush out of the exhaust valve into the exhaust port and from

there into the exhaust manifold and exhaust pipe.

The piston then returns towards TDC and starts pushing out the remaining gases out

forcefully during the exhaust process. This motion of the piston requires outside work which

will be supplied by one of the other pistons (which will be going through the expansion

process) or in the case of a single cylinder engine it will be supplied by the flywheel.

Towards the end of the exhaust process the inlet valve opens and mixture of air and fuel

vapor enters the cylinder even though there will still be some exhaust gases going out of the

exhaust valve which will normally be closed after TDC. This overlapping of the inlet and

exhaust valves occurs for almost all IC engines. How many degrees crankangle this overlap

should be depends on the engine type and operating speeds. Inertia effects on the gases is

important in determining the valve timing of IC engines and this timing is usually done by

testing the performance of the engine in order to arrive at optimum values.

3.2.2 Compression Ignition Engines

Compression ignition engines have a much broader field of application. It's possible to

produce approximately 2000 kW per cylinder as well as 0.2 kW per cylinder with this type of

engine. Since they can operate at much higher powers than SI engines they are more suitable

for commercial applications. These engines induce only air (except the dual fuel engines)

during the induction process. For naturally aspirated engines, the air is compressed to

approximately 40 atmospheres and 900 K during the compression process. Liquid fuel is

injected into the cylinder towards the end of compression (10-20 degrees before TDC) and

the fuel spray atomizes into small droplets, evaporates and mixes with hot air, forms pockets

of local combustible mixtures and then auto ignites after having gone through a series of

preliminary (slow rate) reactions in these pockets. Once combustion starts, the remaining fuel

rapidly evaporates and enters the combustion reaction. During all this the injection of fuel is

still continuing. After the initially fast spontaneous burning of the fuel which entered first

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into the combustion chamber the continued injection of fuel results in a diffusive type of

burning, since this fuel has to diffuse through the products of combustion in order to meet

with the oxygen molecules. This kind of combustion of course takes more time than the

flame propagation in SI engines. Therefore CI engines cannot normally operate as fast as SI

engines. On the other hand they can have cylinder bores up to approximately one meter

whereas SI engine cylinder bores are normally limited to 0.15 m The expansion and exhaust

processes of 4 stroke cycle CI engines are exactly the same as in 4 stroke cycle SI engines.

3.3 Testing of IC Engines

In real life, vehicles always operate against a resistance. This resistance may be made of

rolling friction, slope, air and inertia resistance. The dynamometer loading simulates the total

of these resistances. Therefore the steady state performance of IC engines is tested on

dynamometers. The dynamic testing of engines mounted on vehicles is done on chassis

dynamometers. The dynamometers used for engine testing may be hydraulic or electrical.

3.3.1 Hydraulic Dynamometers

Basically there are two types of hydraulic dynamometers; friction and agitator types. The

basic working principle of the dynamometer is that the coupling force arises from the change

in momentum of water as it is transported from the rotor vanes and back. The engine power

is absorbed by the water which circulates through the dynamometer.

3.3.2 Electric Dynamometers

This is essentially an electric generator used for loading the engine. The output of the

generator must be measured by electric instruments and corrected in magnitude for generator

efficiency. Since the generator efficiencies depend on loading, speed and temperature, the

results obtained will not be very precise. However the generator may be cradled and the

torque exerted by the stator frame may directly be measured. This torque arises from the

magnetic coupling between the armature and stator and is equal to the engine brake torque.

DC or AC type electric generators of may be used in these dynamometers. AC type electric

dynamometers have better dynamic response characteristics and are used in cycle simulation

tests.

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4. EXPERIMENTAL SET-UP

4.1. Engine Testing System:

1) Engine:

PROPERTY 4-STROKE DIESEL ENGINE

Make FIAT

Type 4 stroke Diesel, 4 valves per cylinder

Turbocharged and intercooled

Swept Volume 1248 cc

Compression Ratio 17.6:1

Maximum Torque 200 Nm @ 1750 rpm

Maximum Power 90HP @ 4000 rpm

2) Dynamometer:

AVL DynoPerform 160 eddy current dynamometer is used to measure engine torque. The

dynamometer can be used for the engines up to 160kW of power output and can operate up

to engine speeds of up to 10000 rpm. The tested engine can run at maximum engine speed of

5000 rpm and has maximum power output of 90 HP, which lies within the measurement

range of the dynamometer. The dynamometer has loading unit control unit as its components.

Loading unit applies breaking force on the engine and measures its speed simultaneously.

Breaking force is generated by applying magnetic field on the rotating discs that are parts of

the shaft. A magnetic sensor generates engine speed data as frequency. Control unit measures

and processes the engine speed data and sends electric current to the loading unit. This unit is

also the user interface of the system, where desired input are given by either its adjustment

knobs or from a computer as input signals. During the experiment, dynamometer is

controlled from the software.

3) Instrumentation Unit:

This unit consists of a computer controlled data acquisition system. The system can monitor

16 analog and 16 digital input signals. Also 16 digital output signals can be exported for

controlling solenoid valves thru relays.

This unit houses all the instruments necessary for measuring all the engine performance

parameters. It contains:

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Air flowmeter:

Mass Air Flow meter is a device that measures the mass flow rate of intake air charge. Test

engine is equipped with a Bosch HFM 6 type mass air flow meter, and its output is connected

to the data acquisition system. This device provides air flow rate data as frequency that varies

between 2 kHz and 10 kHz, where the engine uses its range up to 6 kHz. In this range,

frequency output is a linear function of air flow rate.

Fuel flow system:

The high pressure fuel pump of the engine was dismantled from the fuel tank and placed on

top of a cylindrical container (Fig 3)

Fig 3 Fuel Flow System

Two H21A1 opto-couplers were mounted on a rectangular board and mounted on top of the

fuel pump casing.

As the engine operated the fuel level in the cylindrical container fell and the slot on the flag

passed through the upper opto-coupler and this signal was processed by the logic circuit and

a digital signal was sent to the data acquisition system which started a timer counting the

elapsed time in milliseconds. As the fuel level decreased the slot passed through the lower

opto-coupler and another signal was sent which was processed by the logic circuit and a

digital signal was sent to the data acquisition system which stopped the timer. The fuel

amount between the two opto-couplers was measured by a calibration test. This fixed volume

was divided by the measured time and the fuel flow rate was measured. The logic circuit also

sent a signal to a relay for opening the solenoid valve between the main fuel tank and the

cylindrical tank. This signal was cut off when the slot passed thru the upper opto-coupler and

the measurement cycle started again. All the components of this system was custom built and

were purchased locally.

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5. EXPERIMENTS:

5.1. Constant Speed Variable Load Test

Physical interpretation of this experiment may be a vehicle which is climbing up an inclined

plane which represents a simple gradient resistance opposed against the engine. If the driver

wants to keep his initial speed constant, because it would logically drop as the vehicle climbs

up the inclined plane, he has to press the gas pedal more which means that more fuel will

have to be sent into the combustion chamber of the engine.

Also all electric generators must operate at fixed speeds in order to maintain fixed voltage

outputs. Therefore diesel engines used to power electric generators must maintain constant

speed at variable loads.

After the fixed test speed is determined, the test will start at no load condition. At each

loading of the engine, representing in fact another inclined plane, the fuel feed device will

have to be adjusted to permit constant speed operation. the opening of the throttle permits the

passage of more fuel. At each loading necessary measurements will be performed to derive

important engine characteristics.

5.2. Variable Speed- Variable Load Test

The basic difference of this experiment from the first one is that the throttle of the engine is

fully open during the whole test. Therefore as the load is increased, the throttle cannot be

opened wider to maintain the same constant speed since it is already fully open. As a result of

this, the engine speed will gradually drop as it is loaded.

This case may also be visualized in real life. Consider a car going with maximum speed on a

flat road. Here maximum speed corresponds to the fully pressed gas pedal, therefore fully

opened throttle. When it starts to climb up an inclined plane, its speed will begin to drop

since the driver cannot press the gas pedal more which is already fully pressed. So this test

will begin at fully opened throttle position at nearly no-load condition. Then the load will be

increased gradually.

Note that in this experiment you are going to perform the variable Speed- variable Load

Test.

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5.3 Test Procedure

1. Check that Eddy Current Dynamometer is operational (ask the technician)

2. Start the computer program << ME410 >

3. Choose the data acquisition card: PCI-1716 BoardID=0 I/O=e400H

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4. Select the test type as << ME 410 Test >>

5. Open a new file

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6. Input your file name as <<Group_XX_Day_Month_Year >>where XX is your group

7. Write the test information from the instruction sheet, then press enter button from the

keyboard and then click "Yeni deneye başla" on the user interface.

8. Read ambient pressure and humidity values and enter Port and Φ values on the user

interface. The atmospheric pressure is read from http://meteo.physics.metu.edu.tr/tug/

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9. Start the experiment by clicking << Başla >>

10. Inform the technician that the set-up is prepared to start the engine.

11. After the engine starts, adjust the dynomometer to 2000 rpm.

12. Increase the throttle to the level designated by the assistant.

13. Set the dynamometer speed to 2000 rpm again.

14. Wait until the<<VERİLERİ TOPLA>>button is enabled.

15. Press the <<VERİLERİTOPLA>>

16. Increase the dynamometer speed by 500 rpm.

17. Press << Deney Verilerini Göster >> from the main menu and write the necessary data.

18. Repeat steps 15 to 17 until the dynamometer reading is around 4000 rpm

19. Write the data and report.

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6. FORMULATIONS

6.1. Brake Power:

The mechanical brake power of the engine will be a product of the torque on the crankshaft

and the rotational speed of the crankshaft.

nTNb .2

where

Nb = Brake power (Watt)

T = Torque (N-m)

= Engine Speed (rad/sec)

n = engine speed (rev/sec)

1kW = 1.36 HP

6.2. Corrected Brake Power:

Test results must always be referred to a known datum so that comparisons between different

engines may readily be made or the effect of modifications easily seen. All measurements

taken should ideally be corrected to standard atmospheric conditions. To find the corrected

brake horsepower, multiply the measured value by the following correction factor:

The correction factor for diesel engines for deviating atmospheric conditions can be

calculated as (Instead of the Cb value in section 6.2 of the lab sheet):

m

a

f

b fC )(

where fa: atmospheric factor for turbocharged diesel engines with cooling of the intake air

and calculated as:

2.1

298

7.099

a

T

sPa

f

Ta : Absolute temperature of the intake air expressed in Kelvin

Ps : Dry atmospheric pressure expressed in kilopascals calculated as

.TNb

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Ps = Patm- .Pv

Patm : Atmospheric pressure expressed in kilopascals

Pv: Saturated water vapor pressure expressed in kilopascals

: Relative humidity expressed in percent

fm: dimensionless engine factor as shown in figure 4

Fig 4 Engine factor fm, as a function of corrected fuel delivery parameter qc [mg/l/cycle]

where

qc = q/r

rpmnliterV

s

gm

qs

fuel

120000

As can be seen from Figure 4, engine factor is a constant value for corrected fuel flow rates

higher than 65 mg/l/cycle and lower than 37.2 mg/l/cycle.

r : dimensionless static pressure ratio of compressor at the outlet of charge air cooler to the

ambient pressure (r=1 for naturally aspirated engines). The data is collected during the

experiment (Pmanifold/Pamb)

6.3. Corrected Engine Torque:

Engine torque is the twisting or turning effort that the engine applies through the crankshaft.

Engine torque can be found from the following relation:

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bc

c

NT

Where

Tc = Engine torque ( N-m )

Nbc = Corrected engine brake power (watt)

= Engine angular speed ( rad/sec)

6.4. Actual Air Flowrate :

The air mass flow rate should be corrected for the temperature and pressure of the laboratory

to obtain the actual value. To correct for any other temperature and pressure multiply the air

mass flow rate by the following correction factor :

Pamb := Pmbar/10

FP := 0.0019*Pamb_mmHg-0.4477

FT := 7e-6*Tamb2-0.003*Tamb+1.044 (here theunit of Tamb is Kelvin)

w := 0.622*(RevHum/100)*1.3e-3/(Pamb-(RevHum/100)*1.3 e-3)

FH := (0.73-w)/0.73

MassCorrFactor := FP x FT x FH

CorrectedAirFlow Rate = MeasuredAirFlow Rate x MassCorrFactor

Volumetric efficiency calculations will use corrected air flow rate

where

Pmbar : ambient pressure in mbars

Tamb : the ambient temperature in K.

RevHum : Relative humidity as percentage

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6.5. Brake Thermal Efficiency:

The thermal efficiency of an IC engine is the relationship between the power output delivered

at the crank shaft and the energy available in the fuel to produce this power output:

Lf

bcb

QG

N

where

Nbc = Corrected brake power ( kW)

Gf = Rate of fuel consumption ( kg/sec)

QL = lower heating value of the fuel (kJ/kg)

= 44000 kJ/kg for gasoline fuel

= 41400 kJ/kg for diesel fuel

Also density of fuel which will be used for fuel flow rate can be assumed as:

f = 740 kg/m3 for gasoline fuel

f = 820 kg/m3 for diesel fuel

6.6. Brake Specific Fuel Consumption:

The brake specific fuel consumption is a measure of efficiency which indicates the amount of

fuel that an engine consumes for the work it produces.

bc

f

bN

Gg

where

gb = Brake specific fuel consumption ( g/HP-h )

Gf = Rate of fuel consumption (g/h )

Nbc = Corrected engine brake horsepower ( HP )

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6.7. Brake Mean Effective Pressure ( bmep ) :

Although it is a measure of an engine's ability to do work, torque cannot be used to compare

different engines, since it depends on engine size. A more useful relative engine performance

measure is obtained by dividing the work per cycle by the cylinder volume displaced per

cycle. The parameter obtained thus is called brake mean effective pressure and is defined

shortly as the average pressure that the gas exerts on the piston through one complete

operation cycle. The brake mean effective pressure can be found from the following formula:

s

bc

iVj

n

Nbmep

)2(

where

bmep = Brake Mean Effective Pressure ( kPa)

Nbc = Corrected brake power ( kW )

n = Engine speed (rps)

j = Number of strokes

i = number of cylinders

Vs = Swept volume of a single cylinder( m3)

6.8. Actual Air-Fuel Ratio:

The actual air-fuel ratio is calculated from values of air and fuel mass flows obtained from

the airflow manometer reading and the time to consume, say, 8 ml. of fuel.

6.9. Volumetric Efficiency:

Volumetric efficiency is the ratio between the amount of air-fuel mixture that actually enters

the cylinder and the amount that could enter under ideal standard atmospheric conditions.

f

air

actual G

m

F

A

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airth

airv

m

m

.

Where v = Volumetric Efficiency (%)

mair = Actual Air Flow Rate ( kg/s)

mth.air = Theoretical Air Flow Rate (kg/s)

The amount of theoretical air that could enter into a cylinder can be found from;

stdsairth Vij

nm

2.

stdair

stdstd

TR

P

Where mth.air = Amount of theoretical air that could enter a cylinder under ideal standard

atmospheric conditions. (kg/s)

std = Standard air density (kg/m3)

Vs = Swept volume of a single cylinder ( m3 )

Pstd = Standard atmospheric pressure = 101.325 kPa

Tstd= Standard atmospheric temperature = 293 K.

D = Cylinder bore (m)

S = Piston Stroke (m)

The only problem left to you is to convert the theoretical air mass (kg) into a theoretical air

flow rate (kg/s).

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6.10 Excess Air Coefficient :

ltheoretica

actual

FA

FA

)/(

)/(

Where = Excess air coefficient

(A/F)actual = Actual air - fuel ratio (kgair /kgfuel)

(A/F)theoretical = Theoretical air - fuel ratio (kgair/kgfuel)

Theoretical air-fuel ratio can be taken as 14.6 for gasoline fuel and 14.4 for diesel fuel.

7. REPORT PRESENTATION:

Presentation of your report is very important.

Title page should include:

Course Code and name.

Experiment number and name.

Student surname, name.

Laboratory group. Experiment date

Lab. supervisor name

Object of the test should be briefly explained (IN YOUR OWN WORDS) Data,

collected during test, should be tabulated.

A sample calculation will be performed for a selected load condition

All results will be presented in a tabulated form.

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Graphs: Selected graphs from the following will be drawn.

a) Corrected brake horse power

b) Corrected torque

c) Brake mean effective pressure

d) Brake specific fuel consumption

e) Brake thermal efficiency

f) Volumetric efficiency

g) Actual air-fuel ratio

h) Excess air coefficient

While plotting above graphs on a millimetric paper you are supposed to draw the trend lines

of the above properties versus engine speed.

Discussion & Conclusions: (Graphical outputs will be your domain for this section.

Graphs and reasons for observed performance characteristics will be explained.

Also discuss the possible sources of errors that may be encountered in the experiment.

IMPORTANT

You are supposed to read this write-up sheet carefully before coming to the

laboratory. There may be a quiz either at the beginning or during the lab session.

(Maybe both). One of the quizzes will be related to the procedure of the experiment

(Equipment used, theory etc). The other will be directly related to the report writing

procedure (Calculations, graphs etc). So each of you should be active during the

report writing session.

Bring the thermodynamic property tables otherwise you will have to guess the water

properties.

During report-writing period you are allowed to use this write-up sheet, A-4 size

paper, calculator, millimetric paper and thermodynamics book (or just water tables).

Any other documents will be referred as cheating.

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Date :

Engine Analysis Data Sheet

Barometric pressure:...................... Relative Humidity:.............%

Temperature:………………

Throttle position :………………..(%)

Heating value of fuel:………………..(MJ/kg)

Item Unit 1 2 3 4 5 6

Engine Speed

Engine Torque

Fuel Flow Rate

Air Flow Rate

Pmanifold