THERMAL ENGINEERING LAB MANUAL (For III Year B. Tech I Semester (R-14), Mechanical Engineering) DEPARTMENT OF MECHANICAL ENGINEERING SRI VENKATESWARA COLLEGE OF ENGINEERING AND TECHNOLOGY (AUTONOMOUS) R. V. S. NAGAR, CHITTOOR-517127. Name of the student: _____________________________ Roll Number: ______________ Branch: ______________ Name of the Laboratory: __________________________ Year & Sem: _______________ Academic Year: _______
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THERMAL ENGINEERING LAB MANUAL - · PDF fileTHERMAL ENGINEERING LAB MANUAL LIST OF EXPERIMENTS 1. ... 8. Morse test on 4-stroke, 4- cylinder petrol engine. 9. Performance test on 2-
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THERMAL ENGINEERING LAB MANUAL (For III Year B. Tech I Semester (R-14), Mechanical Engineering)
DEPARTMENT OF MECHANICAL ENGINEERING
SRI VENKATESWARA COLLEGE OF ENGINEERING AND TECHNOLOGY
(AUTONOMOUS)
R. V. S. NAGAR, CHITTOOR-517127.
Name of the student: _____________________________
Roll Number: ______________ Branch: ______________
Name of the Laboratory: __________________________
Year & Sem: _______________ Academic Year: _______
THERMAL ENGINEERING LAB MANUAL LIST OF EXPERIMENTS
1. Determination of Viscosity of lubricating oil using
i. Redwood Viscometer –I
ii. Redwood Viscometer –I
iii. Say bolt Viscometer.
2. Determination of Flash point and fire point of sample fluid using
i. Abel’s apparatus
ii. Pensky Marten’s apparatus.
3. Study of Bomb and Junker’s gas calorimeter to determine the Calorific value of fuels.
4. Study of the constructional details & working principles of two-stroke/ four stroke
petrol/diesel engine and to draw
i.Valve Timing Diagram
ii. Port Timing Diagram
5. Performance test on two stage reciprocating Air compressor.
6. Performance test and Preparation of Heat balance sheet on 4-stroke, single cylinder
diesel engine.
7. Retardation test on 4-stroke, single cylinder diesel engine
8. Morse test on 4-stroke, 4- cylinder petrol engine.
9. Performance test on 2- stroke, single cylinder petrol engine.
10. Performance test on refrigeration test rig.
11. Assembly and Disassembly of IC engines.
INDEX
S. No
Date Name of the Experiment Page No:
Signature of the
Faculty
AIM
To determine the viscosity in Redwood seconds of the given sample of oil and to
plot the variation of Redwood seconds, kinematic and dynamic viscosity with temperature. APPARATUS
o Redwood viscometer-I,
o Stopwatch,
o Thermometer (0-1100C)
o Measuring flask. (50 c.c.) THEORY
The viscosity of given oil is determined as the time of flow in Redwood seconds. The
viscosity of a fluid indicates the resistance offered to shear under laminar condition.
Dynamic viscosity of a fluid is the tangential force on unit area of either of two parallel
planes at unit distance apart when the space between the plates is filled with the fluid and
one of the plate’s moves relative to the other with unit velocity in its own plane. The unit of
dynamic viscosity is dyne-sec/cm2. Kinematic viscosity of a fluid is equal to the ratio of the
dynamic viscosity and density of the fluid. The unit of kinematic viscosity is cm2/sec. DESCRIPTION
Redwood viscometer-I consists of a water bath and oil bath, both provided with two
thermometers inside them. There is a ball valve, which is located at center of oil bath to
flow of oil through the orifice. A heater with regulator is fixed for heating purpose.
PROCEDURE
1. Clean the oil cup with a suitable solvent thoroughly and dry it using soft tissue paper.
2. Keep the ball valve in its position so as to keep the orifice closed.
RREEDD WWOOOODD VVIISSCCOOMMEETTEERR-- II
3. The water is taken into the water bath and the oil whose viscosity is to be
determined is taken into the oil cup up to the mark.
4. Note down the time taken in Redwood seconds for a collection of 50 cc . of oil
with a stopwatch at the room temperature without supply of electric supply.
5. Heat the bath and continuously stir it taking care to see that heating of the bath is
done in a careful and controlled manner.
6. When the desired temperature is reached, place the cleaned 50 c.c. Flask below
the orifice in position.
7. Remove the ball valve and simultaneously start a stopwatch. Note the time of
collection of oil up to the 50 c.c. Mark.
8. During the collection of oil don’t stir the bath. Repeat the process at various
1. Stir the water continuously so that the temperature of the oil and water are equal.
2. Before collecting the oil at a temperature, check whether the oil is up to the level.
3. Always take the readings at a stable temperature.
4. Ensure proper setting of the cork to avoid leakage.
RESULT Variation of Saybolt Seconds, Absolute viscosity and Kinematic viscosity with temperature,
were observed and found to be decreasing with temperature.
AIM
To determine the flash and fire point of the given sample of oil using Abel’s
apparatus closed cup methods. APPARATUS
Abel’s apparatus, Thermo meter (0-110oC). THEORY
This method determines the closed cup flash and fire points of petroleum products
and mixtures to ascertain whether they give off inflammable vapours below a certain
temperature. FLASH POINT: It is the lowest temperatures of the oil, at which, application of test flame causes the vapour
above the sample to ignite with a distinct flash inside the cup. FIRE POINT: It is the lowest temperature of the oil, at which, application of test flame causes burning for
a period of about five seconds. DESCRIPTION
The apparatus consists of a brass cup and cover fitted with shutter mechanism, test
flame arrangement, hand stirrer, thermometer socket. The brass cup is heated by water
bath (with energy regulator), fitted with a funnel and overflow pipe. PROCEDURE
1. Clean the oil cup and fill the up to the mark with the sample oil.
2. Insert the thermometer into the oil cup through the provision to note down the oil
temperature.
3. Using the Energy regulator, control the power supply given to the heater and rate of
heating
4. The oil is heated slowly when temperature of oil rises; it is checked for the flash point
5. After determining the flash point, the heating shall be further continued. The
temperature at which time of flame application which causes burning for a period at
least 5 seconds shall be recorded as the fire point.
6. Repeat the experiment 2 or 3 times with fresh sample of the same oil
7. Take the average value of flash and fire points.
PRECAUTIONS
1. Stir the oil bath continuously to maintain the uniform temperature of sample oil.
2. The bluish halo that some time surrounds the test flame should not be confused with
true flash.
OBSERVATIONS
Sample oil Flash Point, 0 C Fire Point, 0 C
RESULT
The flash point is observed at _________ 0 C
The fire point is observed at _____________ 0 C
AIM
To determine the water equivalent of the calorimeter using the given sample of solid
or liquid fuel of known calorific value (or) To determine the calorific value of the given solid
or liquid fuel if the water equivalent of the calorimeter known.
APPARATUS
Bomb, water jacket, stirrer, calorimeter vessel, combined lid, sensitive thermometer,
analytical balance with weight box, oxygen cylinder with pressure gauge, fuse wire, cotton
thread, firing unit, regulating valve and crucible hand pellet press
PRINCIPLE OF OPERATION
A Bomb Calorimeter will measure the amount of heat generated when matter is
burnt in a sealed chamber (Bomb) in an atmosphere of pure oxygen gas. A known amount
of the sample of fuel is burnt in the sealed bomb, the air in the bomb being replaced by
pure oxygen under pressure. The sample is ignited electrically. As the sample burns heat is
produced and rises in the temperature. Since the amount of heat produced by burning the
sample must be equal to the amount of heat absorbed by the calorimeter assembly, and
rise in temperature enables the determination of heat of the combustion of the sample. If
W = Water equivalent of the calorimeter assembly in calories per degree centigrade. T
= Rise in temperature (registered by a sensitive thermometer) in
degrees centigrade.
H = Heat of combustion of material in calories per gram. M
= Mass of sample burnt in grams.
Then W T H M
If the water equivalent of the calorimeter is to be determined, a substance like Benzoic acid
has a stable calorific value can be burnt in the bomb. Assuming the calorific value of
Benzoic acid and water equivalent can be determined.
BBOOMMBB CCAALLOORRIIMMEETTEERR
CALORIFIC VALUE
Gross or higher calorific value: The total amount of heat produced when one unit
mass of fuel has been burnt completely and the products of combustion have been cooled
to room temperature.
Net or Lower Calorific Value: The net heat produced when unit mass of fuel is burnt
completely and the products are permitted to escape.
LCV = HCV – Latent heat of water vapour formed DESCRIPTION
i. BOMB
The bomb consists of three parts i.e. bomb body, lid and the cap. Bomb Body
and the lid are made of corrosion resistant stainless steel containing Chromium,
Nickel and Molybdenum. The bomb body is cylindrical vessel having a capacity
of 300 ml. The walls are strong enough to withstand the normal operating
pressure (30atm) to extreme high pressures (300 atm.). During burning at high
pressure the nitrogen and sulphur contents are oxidized to nitric acid and
sulphuric acid respectively. The corrosion resistant nature of the bomb material
protects it from corrosive vapors. The bomb has lid, which is provided with two
terminals. The metallic rods pass through the terminals one of which are
provided with a ring for placing the crucible with a small hook and the other with a
groove. Each rod is also provided with a ring to press the fuse wire attached to it.
The upper side of the lid also provided with a small hook rod lifting and with a
Schrader valve for filling oxygen in the bomb
ii. WATER JACKET
The water jacket is made of copper and is highly chromium plated on the inside
and outside to minimize radiative losses. The jacket is filled with water.
iii. STIRRER UNIT
A stirrer is provided which is driven directly by an electric motor. The stirrer is
immersed in the water. The water is continuously stirred during the experiment
for uniform heat distribution.
iv. COMBINED LID
This is made of Borolite sheet and is provided with a hole for to keep the stirrer
unit in fixed position and hole to insert the temperature sensor. It has also
another hole to take out the connecting wires from the terminals on the bomb lid
to firing unit.
v. HAND PELLET PRESS
It is used for pressing the powder into a pellet.
vi. CRUCIBLE
It is made of stainless steel. The fuel to be burnt is weighed in this crucible.
vii. IGNITION WIRE
It is recommended that platinum wire used but an alternative nichrome wire is
also being offered.
viii. FIRING UNIT
It consists of the firing key, provision to give power to the stirrer motor, a switch
for operating the stirrer motor, two indicating lamps. When the circuit is
completed the indicating lamp glows. After the firing key is closed on, the fuse
wire burns, the indicating lamp stops glowing indicating the burning of the fuse
wire. PROCEDURE
About 0.5 to 1 grm of finely ground benzoic acid (Preferably compressed into a
pellet) is accurately weighed and taken into crucible.
Place the bomb lid on the stand provided and stretch pieces of fuse wire across
the electrodes (metal rods) provided in the lid tie about 5 cm of sewing cotton round
the wire.
Place the crucible in position and arrange the loose end of the cotton thread to
contact the Benzoic acid pellet in the crucible.
About 10 ml of distilled water are introduced into the bomb to absorb vapors of
sulphuric acid and nitric acids formed during the combustion and lid of the bomb is
screwed
Charge the bomb slowly with oxygen from the oxygen cylinder to a pressure of 25
atm. close the value and detach the bomb from the oxygen supply.
Fill the calorimeter vessel with sufficient water to submerge the cap of the bomb to a
depth of at least 2mm leaving the terminals projecting lower the bomb carefully in
the calorimeter vessel and after ascertaining that it is gas tight, connect the
terminals to the ignition circuit.
Adjust the stirrer and place the temperature sensor and cover in position. Start the
stirring mechanism, which must be kept in continuous operation during the
experiment after stirring for 5 minutes note the temperature reading of the
calorimeter. Close the circuit momentarily to fire the charge and continue the
observations of the temperature at an interval of one minute till the rate of change of
temperature becomes constant.
Afterwards stop the stirrer and remove the power supply to the firing unit. Remove
the bomb from the calorimeter and relax the pressure by opening the value. Verify
that the combustion is complete and washout the contents of the bomb clean and
dry.
Calculate the calorific value of the fuel or water equivalent of the calorimeter.
OBSERVATIONS:
Weight of the empty crucible W1 = gm
Weight of the empty crucible + Benzoic acid pellet W2 = gm
Weight of the benzoic acid pellet W2 W1 = gm
Weight of water taken in the calorimeter W3 = gm
Temperature of the water just before firing t1 = 0 C
Temperature of the water after firing t3 = 0 C
CALCULATIONS
Heat produced by burning of benzoic acid + Heat produced by burning of fuse wire
and cotton wire etc = Heat absorbed by calorimeter.
W2 W1 Cv W3 We t2 t1
PRECAUTIONS
Sample should not exceed 1 gms .
Don’t charge with more oxygen than is necessary.
Don’t fire the bomb if gas bubbles are leaking from the bomb when it is submerged in
water.
RESULT
Water equivalent of calorimeter We = gm
Calorific value of sample Cv = Cal/ gm
RESULT
Water equivalent of calorimeter We = gm
Calorific value of sample Cv = Cal/gm
AIM
To find the calorific value of given gaseous fuel. APPARATUS i) Calorimeter
a) Main calorimeter body
b) Three thermometers ii) Gas flow meter
a) Main gas flow meter body
b) Inlet / outlet nozzles
c) Union net with washer for thermometers iii) Pressure governor
a) Pressure governor body
b) Balancing beam arrangement
c) Counter balance tube
d) Inlet and outlet union nuts with washers and iv) Jars 2000 ml & 50 ml
PROCEDURE 1. Pour water into the governor till water starts overflowing through the overflow passage. 2. Replace and tighten the over flow nut. 3. Insert three thermometers provided with calorimeter into the rubber corks. 4. Insert rubber corks with thermometers into their places in calorimeter. 5. Insert burner into its support rod in the bottom of the calorimeter and turn the knurled
knob so that the burner is fixed tightly. The burner must go into the center of the
calorimeter body. 6. Connect the calorimeter, the flow meter and the pressure governor as shown in figure
using rubber tubing provided. Do not connect gas supply line. Take care to see that the
water regulator of calorimeter is in OFF position.
JJUUNNKKEERR’’SS GGAASS CCAALLOORRIIMMEETTEERR
7. Turn water regulator knob on calorimeter to ON position. Allow water to flow through the
calorimeter from overhead tank/ tap. Allow water to flow for 3 to 4 min into laboratory
sink, through the calorimeter. 8. Ensure that outlet tap of governor is closed. Connect gas supply line to governor inlet.
Remove burner from calorimeter then open governor outlet tap. Allow gas to pass
through the burner. 9. Light up the burner by holding a lighted match stick near the mesh at the top. 10. Adjust the air regulator sleeve at the bottom of the burner to get a blue, non-luminous
flame. Fix the lighted burner back into position. 11. Adjust water regulator on calorimeter to get a temperature difference of 12 0 C to
15 0 C between the inlet water & outlet water as indicated by the respective
Thermometers at the top of the calorimeter. 12. Allow 20 to 30 min for outlet water temperature to become steady. 13. Measure the water flow rate with the help of measuring jar. Simultaneously, note the
flow meter reading.
14. Note down the inlet &outlet water temperatures. 15. Repeat the test with same volume of gas 3 or 4 times and take average temperatures of
inlet and outlet water. CALCULATIONS
The formula to be used to calculate the calorific value to the test gas is as follows
C V = VW
x (T2-T1)x1000 VG
Where
C.V = calorific value of gas in Kcal
m3
VG = volume of gas in liters consume during test period
Vw = volume of water in liters passed during test period
VVAALLVVEE TTIIMMIINNGG DDIIAAGGRRAAMM
VALVE TIMING DIAGRAM ON SECTIONAL MODEL OF 4-STROKE SINGLE CYLINDER
DIESEL ENGINE
AIM:-To draw the actual valve timing diagram of a four-stroke single cylinder vertical diesel
engine.
APPARATUS:-Thread, scale, sectional four stroke single cylinder diesel engine test rig.
THEORY:-
Valve timing is the regulation of the points in the cycle at which the valves are set to
open and close. While the intake and exhaust valves should open, theoretically, at dead
centers, almost all SI engines employ an intake and exhaust valves opening and closing
a few degrees before dead centers .There are two factors: Mechanical and Dynamic for
the actual valve timing to be different from the theoretical valve timing.
a) Mechanical factor:-
The valves of a reciprocating engine are operated by cam mechanism. To avoid noise
and wear, the valve should be lifted slowly. For the same reason the valve cannot be
closed abruptly else it will bounce on its seat. Then the opening and closing periods are
spread over a considerable number of crank shaft degrees. As a result the opening of
the valve must commence a head of time at which it is fully opened. The same reason
applied for the closing time and valve must close after dead centers.
b) Dynamic factor:-
Besides the mechanical factor the actual valve timing is set taking the dynamic effects
of gas flow into consideration. As the piston moves all in the suction stroke, the fresh
air is drawn into the cylinder through the inlet valve when the piston reaches the BDC
and to move towards TDC in the compression stroke, the inertia of the entering fresh air
tends to cause to continue to move in the cylinder after BDC.
The exhaust valve is set to open before BDC. By earlier opening of the exhaust valve,
the scavenging period is increased. Also earlier opening means that exhaust pressure
is higher than the atmospheric pressure, which helps in scavenging process. The
exhaust valve is closed a few degrees after TDC. The inertia of the exhaust gases
tends to scavenge the cylinder by carrying out a greater mass gas lift in Clearance
volume. For some period there is valve overlapping i.e., the kinetic energy of fresh
charge helps in forcing out at exhaust gases.
WORKING PRINCIPLE:-
In a four stroke engine, the thermodynamic cycle of operations is completed in two
revolutions of the crank shaft or four strokes of the piston. During the four strokes, there are
five events to be completed, viz., suction, compression, combustion, expansion and
exhaust.
Suction stroke starts when the piston is at TDC and about to move downwards. The
inlet valve is open at this time and exhaust valve is closed. Due to the suction created by
the motion of the piston towards the BDC, air is drawn into the cylinder. When the piston
reaches the BDC the suction stroke ends and the inlet valve closes.
The air taken into the cylinder during the suction stroke is compressed by the return
stroke of the piston. During this stroke both inlet and exhaust valves are in closed position.
The air is now compressed to the clearance volume. At the end of the compression stroke
a metered quantity of fuel (diesel) is injected into the hot compressed air in fine sprays by
the fuel injector and it starts burning. During burning process the chemical energy of the
fuel is converted into heat energy.
The high pressure of the burnt gases forces the piston towards the BDC. Both the
valves are in closed position. Of the four-strokes only during this stroke, power is produced.
Both pressure and temperature decreases during expansion.
At the end of the expansion stroke the exhaust valve opens and the inlet valve remains
closed. The pressure falls to atmospheric level as a part of the burnt gases escape. The
piston starts moving from BDC to TDC and sweeps the burnt gases out from the cylinder.
The exhaust valve closes when the piston reaches TDC.
PROCEDURE:-
1. T.D.C. is identified and marked on the fly wheel with respect to one fixed point in the
engine.
2. The circumference of fly wheel is measured using thread and scale.
3. The BDC is marked on the flywheel by taking half the circumference.
4. By slowly cranking the camshaft in the direction of rotation the opening of inlet valve
is marked on the fly wheel w.r.t. fixed point when the push rod of inlet valve
becomes tight to move.
5. Mark a point on the fly wheel where the inlet valve is completely closed.
6. In the same way mark the points where the exhaust valve open and close.
7. The distance of opening of inlet valve and closing of exhaust valve from TDC and
closing of inlet valve and opening of the exhaust valve from BDC are measured
using thread and scale.
8. The angles of opening and closing of inlet and exhaust valves are calculated w.r.t.
TDC and BDC.
PRECAUTIONS:-
1. The decompression lever must be checked (Should be in disengaged position) when
conducting the test.
2. Cranking should be done carefully and slowly so that the salient points are located
carefully.
OBSERVATIONS: circumference of the fly wheel = 2R
Sl.No. Event Distance from nearest dead
center Angle
1 IVO
2 IVC
3 EVO
4 EVC
5 FI
IVO = Inlet valve open
IVC = Inlet valve close
EVO = Exhaust valve open
EVC = Exhaust valve close
FI = Fuel Injection
1 cm = (1 rev of fly wheel / circumference of fly wheel) 0
X cm = X * (360/ π D) 0
Where D= diameter of the fly wheel in cm
Model Calculations:
1. Inlet valve opens at ……. cm before TDC =….. X 30 = …..0
2. Inlet valve closes at …….
3. Exhaust valve opens at
4. Exhaust valve closes at
5. Total suction process = IVO to IVC =
6. Total compression = BDC to TDC =
7. Total expansion = TDC to EVO =
8. Total exhaust = EVO to EVC =
RESULT:-
1. Total suction process :
2. Total compression process :
3. Total expansion process :
4. Total exhaust process :
5. Fuel Injection at :
PPOORRTT TTIIMMIINNGG DDIIAAGGRRAAMM
PORT TIMING DIAGRAM ON SECTIONAL MODEL OF 2-STROKE SINGLE CYLINDER
PETROL ENGINE
AIM: To draw the actual port timing diagram of a two stroke single cylinder petrol engine.
APPARATUS: Thread, scale, sectional single cylinder two stroke petrol engine test rig.
THEORY:
Port timing is the determination of points in the cycle at which the ports are set to open
and close. In the ideal cycle inlet, exhaust and transfer port opens and closes at dead
centers, but there is a difference between actual and ideal cycle.
WORKING PRINCIPLE:-
In two-stroke engine the cycle is completed in one revolution of the
crankshaft. The main difference between two-stroke and four stroke engines is in the
method of filling the fresh charge and removing the burnt gases from the cylinder. In the
four-stroke engine these operations are performed by the engine piston during the suction
and exhaust strokes respectively. In a two-stroke engine, the filling process is
accomplished by the charge compressed in crankcase or by a blower. The induction of the
compressed charge moves out of the product of combustion through exhaust ports.
Therefore, no piston strokes are required for these two operations. Two strokes are
sufficient to complete the cycle, one for compressing the fresh charge and the other for
expansion or power stroke.
The air or charge is inducted into the crankcase through the spring loaded
inlet port when the pressure in the crankcase is reduced due to the upward motion of the
piston during compression stroke. After compression and ignition, expansion takes place in
the usual way.
During the expansion stroke the charge in the crankcase is compressed. Near
the end of the expansion stroke, the piston uncovers the exhaust ports and the cyl inder
pressure drops to atmospheric pressure as the combustion products leave the cylinder.
Further movement of the piston uncovers the transfer port, permitting the slightly
compressed charge in the crankcase to enter the engine cylinder.
PROCEDURE:
1. The circumference of the flywheel is measured using thread and scale.
2. T.D.C. is identified and marked on the flywheel with respect to one fixed point in the
engine.
3. The B.D.C. is measured on the fly wheel by taking half of the circumference.
4. Mark various points on the flywheel relative to the opening and closing of ports.
OBSERVATIONS:-
S.NO Event Distance From Nearest
dead center Crank angle
1. IPO
2. IPC
3. TPO
4. TPC
5. EPO
6. EPC
I.P.O = Inlet port open
I.P.C = Inlet port close
T.P.O = Transfer port open
T.P.C = Transfer port close
E.P.O = Exhaust port open
E.P.C = Exhaust port close
1 cm = (1 rev of fly wheel / circumference of fly wheel) 0
X cm = X * (360/ ∏ D) 0
Model Calculations:
1. Transfer port opens at ….. cm before BDC = …… 0 before BDC.
Torque, T= Moment of inertia ×Angular acceleration
TT==II××dt
dw
Moment of inertia of rotating parts is constant throughout the test
T=mk2 ×dt
dw (I = mk2 )
dw= dtI
T (eq1)
Now integrating the equation 1 between the limits ω1 aanndd ωω22
2
1
w
wdw= dt
I
Tt
t
2
1
2
1
w
ww == 12 ttI
T
Let, TF be the frictional torque and TL be the load torque . At no load condition both frictional and load torques will act. Hence at no load condition
ω2 – ω1= 02 tI
TF (eq 2)
Where TF = frictional torque Similarly for load condition
aa ssuuiittaabbllee ppaanneell bbooaarrdd.. FFuueell ccoonnssuummppttiioonn iiss mmeeaassuurreedd wwiitthh aa bbuurreettttee aanndd aa 33--wwaayy ccoorrkk
PERFORMANCE TEST ON 2- STROKE, SINGLE CYLINDER PETROL ENGINE TEST RIG
AIM: To conduct a load test on a single cylinder, 2- Stroke petrol engine and study its
performance under various loads.
EQUIPMENT / APPARATUS:
1. 2-Stroke, Single Cylinder Petrol Engine with Resistance load bank
2. Tachometer
3. Stop Watch
SPECIFICATIONS: Make : Bajaj
Stroke : 57mm
Bore : 57mm
Rated R.P.M : 3000rpm
Output : 3 hp
Fuel : Petrol
Specific Gravity of petrol : 0.716
Calorific Value of petrol : 47100 KJ/Kg
Lubrication : 3% mixture of self mixing oil and
petrol
DESCRIPTION:
This Petrol engine is an air cooled, single cylinder, Vertical, 2-stroke engine. The
engine is kick started. The petrol engine is coupled to a Resistance load dynamometer to
absorb the power produced. The dynamometer is provided with load controller switches for
varying the load. Fuel consumption is measured with a burette and a stop watch. A three-
way cork, which regulates the flow of petrol from the tank to the engine.
PROCEDURE:
1. Open the three way cork so that fuel flows to the engine directly from the tank.
2. Start the engine and allow running on no load condition for few minutes.
3. Load the engine, by switching on the resistance from the load bank.
4. Note the following readings
a) Speed.
b) Voltage and Current.
c) Time taken for 10 cc of petrol consumption.
5. Repeat the above procedure at different loads.
6. Stop the engine after removing load on the engine
PRECAUTIONS
1. Use only petrol mixed with 2T oil – use higher oil /petrol ratio to compensate for the lack of cooling air ( air flow over the engine while moving ) in the stationary test rig