Analysis of 4 Stroke 4 Cylinder Petrol Engine

FAULT DIAGNOSIS & EXPERIMENTAL ANALYSIS OF 4 STROKE, 4 CYLINDER PETROL ENGINE
CHAPTER 1
INTRODUCTION
Internal combustion (IC) engine is a power generating machines and used widely in
automotive industry. The study of internal combustion engines has become a very important
part of a mechanical engineer’s education Hence it is appropriate that we have worked on 4-
stroke 4-cylinder petrol engine test rig’. The test rig consists of Maruthi Zen petrol engine.
The performance of engine is highly depends on components efficient working; if these parts
failed, the performance is partially or completely decreased. The failure of a system depends
on the time, with varying over the life cycle of the system conditions. Engine failures result
from a conditions, effects, and situations. To understand why engines fails and remedies to
those failures, one must understand how engine components are designed and manufactured,
how they interact with other engine components. In case of this petrol engine; insufficient
compression, improper combustion are the two main causes of reduction in efficiencies. Also
there is insufficient spark occur, Failure of Ignition coil, Intake manifold & Carburetor which
highly reduce the performance of the engine. The analysis of the operation mode of this
device led to the conclusion that the failure of any subsystem leads to system failure.
The purpose of Morse test is to obtain the approximate indicated power of a Multi
cylinder engine. It consist of running the engine against the dynamometer at a particular
speed, cutting out the firing of each cylinder in turn and noting the fall in BP each time while
maintaining the speed constant. When one cylinder is cut off, power developed is reduced
and speed of engine falls. Accordingly the load on dynamometer is adjusted so as to restore
the speed of the engine. This is done to maintain FP constant, which is considered to be
independent of the load and proportional to the engine speed. The observed difference in BP
between all cylinder firing and one cylinder cut off is the IP of the cut off cylinder.
Summation of IP of the entire cylinder would then give the IP of the engine under test.
The Morse Test is performed to find the power developed in each cylinder in a multi
cylinder internal combustion engine. It basically gives the relationship between indicated
power and brake power. It is assumed that friction and pumping losses do not change and
DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 1
remains same when the cylinder is in firing condition as well as in inoperative condition.
Using these test frictional losses in the IC engine can be easily calculated. It is a simple
approach to find the mechanical efficiency of the engine.
First power developed by all the cylinders is determined experimentally. Then using
the power supply cut off to the spark plug of cylinder, powers developed by individual
cylinders are determined. Then for the remaining cylinders, power developed by engine is
determined experimentally and obtained value is subtracted from the first value and this
gives power developed in the cylinder whose spark plug was cut off. In the similar fashion,
this test is performed on all the cylinders of the engine individually.
The main intention of carrying out the Morse test in an IC engine is to provide an
easy method of calculating the frictional losses. It provides a kind of top-down approach in
calculating frictional losses easily and helps calculate mechanical efficiency. The total break
power of the engine is first calculated using a dynamometer. The process is repeated with
one cylinder off at each step. This the cylinders gives the indicated power of the first
cylinder; and so on. In this way, indicated power of all cylinders are calculated and summed
to obtain the indicated power of the engine Friction power = indicated power - total brake
power. Once friction power is obtained, the mechanical efficiency of the engine can be
calculated.

1.1. MORSE TEST SETUP
Fig : 1.1. Morse test setup
There are two main components in the Morse test setup they are
1. I C Engine
2. Hydraulic brake dynamometer
DISCRIPTION
Two main components from main parts of the test rig. Welded steel base plate,
complete with Dynamometer, Drive shaft with safety guard, engine starting battery of 12V
capacity and cooling water arrangement. Panel board positioned over the base plate
consisting of fuel system with flow measurement by burette, air flow measurement system,
temperature and speed indicator.

1.1.1. INSTRUMENTATION
The following instrumentation is provided.

1. Engine charging circuit ammeter
2. Manometer for air flow rate
3. Burette for fuel flow rate
4. Speed Indicator-Digital
5. Digital Temperature Indicator, Multi point indicator with thermocouples.
6. Digital Voltmeter, Ammeter
1.1.2. ENGINE STARTING
The test rig incorporates a 12V DC electrical system designed for use with typical
engine self starter system. The battery is included in the scope of supply.
1.1.3. CONTROLS
The test rig is arranged for manual control with Ignition switch for engine starting,
manual throttle control, manual control for hydraulic dynamometer loading and a manul
operated cultch actuator arrangement to drive the engine with load or without load (For No
Load testing).
1.1.4. FUEL MEASURING ARRANGEMENT
Fuel Measuring Arrangement consists of fuel tank, burette and suitable cock all
mounted on a suitable framework and panel board and supplied with fuel piping from fuel
tank to Engine.
1.1.5. AIR INTAKE MEASUREMENT AND HEAT CARRIED AWAY

BY EXHAUST GAS
Consisting of an air tank mounted on an iron stand fitted with a suitable orifice plate,
manometer, Thermocouple for measuring the exhaust gas temperature with pocket
connection with instruments suitably mounted on a panel board. Heat carried away by
cooling water Consists of suitable inlet and outlet piping with flow control valve. Rota meter
to measure the rate of flow of cooling water and Thermocouple with pocket connections for
measuring inlet and outlet water temperature.
1.1.6. ENGINE SPECIFICATIONS
Four Cylinder Four Stroke Water Cooled Vertical Petrol Engine to develop 8 HP @ 1500
RPM. (Make: "Isuzu" used)
Make: HM ISUZU
Bore: 84mm
Stroke: 82mm
Cubic capacity: 1800cc
Speed: Max.5000RPM
Power: 75HP@Max.speed
No. of cylinder: four
Firing order: 1-3-4-2
Compression ratio: 8.5:1
Max. Load: 15-20kg

1.2. IC ENGINE
Fig 1.2 : 4 stroke 4 cylinder petrol engine
Basic Engine Parts:-
1.2.1. Cylinder block:-
The cylinder block is the main supporting structure for the various components. The
cylinders of multi-cylinder engine are cast as single unit, called cylinder block. The cylinder
head mounted on the cylinder block .The cylinder head and cylinder block are provided with
water jacket for cooling.

1.2.2. Cylinder:-
As the name implies it is a cylindrical vessel or space in which the piston makes a
reciprocating motion. The varying volume created in the cylinder during the operation of the
engine is filled with the working fluid and subjected to different thermodynamics processes
such as suction, compression, combustion, expansion and exhaust .The cylinder is supported
in cylinder block.
1.2.3. Piston: -
Piston is the heart of the engine. The functions of the piston are to compress the
charge during the compression stroke and to transmit the gas force to the connecting rod and
then to the crank during power stroke.
1.2.4. Combustion chamber:-
The space enclosed in the upper part of the cylinder, by the cylinder head and the
piston top during the combustion process, is called the combustion chamber.
1.2.5. Inlet and exhaust valve:-
Valves are commonly mushroom shaped poppet type. They are provided either on the
cylinder head or on the side of the cylinder for regulating the charge coming in to the
cylinder (inlet valve) and for discharging the products of combustion from the cylinder
(exhaust valve).
1.2.6. Connecting Rod: -
The connecting rod connects the piston to the crankshaft. It can rotate at both ends so
that its angle can change as the piston moves and the crankshaft rotates.
1.2.7. Fly wheel:
The net torque imparted to crankshaft during one complete cycle of operation of the
engine fluctuates causing a change in the angular velocity of the shaft. In order to achieve a
uniform torque an inertia mass in the form of a wheel attached to the output shaft and this
wheel is called the flywheel.

1.3. HYDRAULIC BRAKE DYNAMOMETER
Fig 1.3 : Hydraulic dynamometer
The brake power of an engine is the useful power available at the crankshaft of the
engine. It is measured by running the engine against some form of absorption brake, hence
its name. For high-speed motor vehicle engines, the type of brake widely used is the Heenan
and Froude hydraulic dynamometer. It consists essentially of a rotor running in a casing
through which water flows steadily via the inlet and outlet pipes. The rotor is coupled to the
engine output shaft, and the casing is freely mounted on bearings fitted to the true union
brackets.

 It works on the principle of dissipating the power in fluid friction rather than in dry
friction.
 It consists of an inner rotating member or impeller coupled to the output shaft of engine,
this impeller rotates in a casing filled with fluid.
 The heat developed due to dissipation of power is carried away by a continuous supply of
working fluid, usually water.
 The output can be controlled by regulating the sluice gates which can be moved in and
out to partial or wholly obstructive flow of water between impeller and the casing.
The Dynamometer used is a Hydraulic Dynamometer capable of absorbing a max

load of 8 BHP at a speed of 1500 RPM.
The Loading device used is an AC Alternator of matching capacity to load the engine
upto 8 HP at 1500 RPM along with Resistance loading arrangement with selector switches.

CHAPTER 2
LITERATURE SURVEY
This chapter will be explaining about the literature review. With this chapter it is
clearly discussed about the previous works which are taken part concerned to the present
work. The gap in knowledge between these literatures is identified. By studying these
literatures it is very much useful in the formulation of objectives for the present work.
R.S. Benson et.al [1] discussed about “Performance And Emission Predictions
For A Multi-Cylinder Spark Ignition Engine”, A comparison is made of experimental
results and predictions of performance and emissions from a multi-cylinder spark ignition
engine over a range of air-fuel ratios and two throttle settings. The results showed that a
simplified two zone combustion model, a seven reaction scheme for nitric oxide formation, a
partial freezing model for carbon monoxide and the inclusion of chemical reactions and
variable specific heat along the path lines in the wave equations gave good agreement with
the measurements at the common pipe junction and exhaust outlet, but due to cyclic
dispersion and misdistribution of fuel between cylinders the predictions of the emissions in
the exhaust manifold adjacent to the cylinder were not so good.
The predicted air flow and indicated power agreed well with experiment.
Abdalla M et.al [2] in their work explained about “Cut-Off Control: A

Promising Method of Load Regulation in Spark Ignition Engine”, This paper presents a
theoretical and experimental study of the effect of cut-off control on engine performance.
Cut-off control is an alternative method of load regulation in spark ignition engine. During
cut-off operation, the charge is admitted at wide open throttle; hence the inlet charge passage
is to be shut down before the completion of intake stroke. Cut-off is to be attained by means
of an additional rotary valve mounted in series with the conventional inlet valve.
The study indicates that cut-off control can provide a significant improvement in fuel
economy.

Dyer T et.al [3] in their work explained about “New Experimental Techniques
for In-Cylinder Engine Studies”, A wide variety of new experimental diagnostic techniques
have been developed to more fully characterize the physical and chemical processes
occurring in an IC engine. The advent of lasers has spurred interest in the development and
application of optical techniques for nonperturbing, in situ measurements of temperature,
species concentration, velocity and turbulence. These supplement and expand the capability
of those classical techniques that are reviewed in a companion paper. The new diagnostics
are categorized according to the particular part of the engine cycle under investigation: pre-
combustion fluid motion, fuel preparation, combustion, and emission formation. Current
applications of each technique to engine experiments are surveyed and put into the
perspective of resolving critical issues facing the engine design community.
Mitsuhiro Soejima. Yutaro Wakuri. Yoshito Ejima et.al [4] in their work
explained about “Studies on the measuring method of the total friction loss of internal
combustion engines” In the given study a new test method is investigated to measure the
total friction loss of engines over the whole range of speed and load. It is based on the idea
that the friction loss close to the true one of fired and braked engines can be measured by the
run-out method because the temperature mainly influencing the friction loss is almost stable
for the short run-out test duration.
A Chow, M. L. Wyszynski et.al [5] discussed about “Thermodynamic

modeling of complete engine systems-a review” This paper gives an overview of engine
systems modeling by first and second law analysis. Complex engine systems are becoming
more commonly implemented to meet the increasing demands of fuel efficiency and
emission legislation. Future engine systems may also include both exhaust gas treatment and
fuel processing devices. This leads to complex interactions within the thermodynamics and
chemistry of power plant systems. There is therefore a need to improve the systems modeling
methods. This concerns first of all the composition tracking and the models of three-way
catalytic exhaust converters and fuel processors. The applicability of gas dynamics modeling
to chemically complex systems is also discussed. All these processes need to be modeled as
interacting parts of one system.

After studying all the literatures and understanding about the Morse test working
principle we started to work on the setup and came under some problems those are explained
in the problem statement below.
2.1. PROBLEM STATEMENT
 In Morse test setup overall performance depends on engine. But some of the engine
components are failed to perform their intended function.
e.g.:-carburetor, rectifiers, ignition coil, spark plug, starter etc… as the engine gets failed,
so the economy will be given less.
 The hydraulic brake dynamometer in the setup is working improperly along with digital
thermometer, speedometers and manometers.

CHAPTER 3
METHODOLOGY
This chapter explains about the step by step methods which carried out to accomplish this
project.
 Study of IC engines, Morse test and understanding about Morse test setup
 A literature survey on Morse test of a multi cylinder petrol engine.
 Thorough checking of the setup to find the failed components.
 Repairing or replacing and also complete service of the setup.
 Performance Measurement of the engine (Break power, Indicated power, Friction power,
Specific Fuel consumption, Brake thermal efficiency, Indicated thermal efficiency,
Mechanical efficiency).

3.1. SPARK PLUG FAILURE:
Fig 3.1 : spark plug failure
Causes of spark plug failure are given below:
3.1.1. Insufficient voltage:

As the electrons flow from the coil, a voltage difference is developed between the
center electrode and side electrode. No current can flow because of the fuel and air in the gap
is an insulator, but as the voltage rises further, it begins to change the structure of the gases
between the electrodes. Once the voltage exceeds the dielectric strength of the gases, the
gases become ionized. The ionized gas becomes a conductor and allows electrons to flow
across the gap. Spark plugs usually require voltage in excess of 20,000 volts to 'fire' properly.
Because the spark plug is inside the engine and is the only easily removable part it can be
used as an indicator to the Faults in Spark Plug. So voltage should be proper in order to
eliminate spark plug failure.

3.1.2. Fuel deposition:

Spark plug is inappropriate because of rough materials that accumulate on the side
electrode may melt to bridge the gap when the engine is suddenly put under a heavy load.
The voltage required to fire the plug is getting low so brown colour flame is not getting. The
damage in spark plug mainly occurs due to fouling and the overheating of spark plugs.
Fig 3.2 : Fuel deposition on spark plug

Deposits accumulated on the firing end may induce abnormal combustion (pre-
ignition), causing problems that include melting of the electrodes. If the edges of electrodes
are worn and rounded, sparks will not easily occur, remedies for stopping of fuel deposition
are replacement of worn or damaged valve guides or valve guide seals, allow rich fuel
mixture, replacement of d guide seals, allow rich fuel mixture, replacement of damaged spark
plug.

3.2. HOSE PIPE FAILURE
Fig 3.3 : Hose pipe failure

The hose pipe’s are damaged due to circulation for hot water & also they were old, so
we changed the hose pipes.
3.3. INSTRUMENTATION FAILURE
Fig 3.4 : Instrumentation failure

The burette tube is damaged. Speedometer and Temperature sensor are not working
properly. These are replaced with the new ones.

3.4. CAUSES OF IMPROPER A/F RATIO:
3.4.1. Intake manifold failure:

Possible modes of valves failure are wear failure, valve face recession, fatigue failure,
thermal fatigue, erosion corrosion of valves, overheating of valves, carbon deposits on valves
etc. The valve is subjected to various loads at any point of time, such as reverse loading at a
high temperature, stress concentration at the keeper groove area and under carbon deposits at
exhaust valves. The valves generally fail by fatigue. Exhaust valves operate at very high
temperatures and subjected to cyclic loading, the failure of the conical surface of valve is
mainly caused by the elastic and plastic deformation, and fatigue. Exhaust valve stem
generally fail by overheating because the temperature of the exhaust valve is about 720 ºC
3.4.2. Carburetor failure:
Fig 3.5 : Carburetor failure

Engine backfiring and overheating are the common symptoms of a potential problem
with the carburetor. A carburetor uses intake vacuum to supply fuel to the engine. As air is
pulled down through the throat of the carburetor by intake vacuum, fuel is siphoned from the

carburetors fuel bowl and mixed with the incoming air to form a combustible mixture. If any
problem arise in the above operation will affect air fuel ratio. Remedies are overcoming of
above problems.
3.4.3. Air filter failure:

Most of times filter is clogged with dust and grime so it affects fresh air & results into
pollutants. Leakage in pipes affects volumetric efficiency. Remedies are replacement or
cleaning of filter. All above discussed failures results in reduction of break thermal efficiency
& volumetric efficiency, Mechanical efficiency of these 4-stroke, 4- cylinder petrol engine
test rig. After analyzing fault we have done changes accordingly in present test rig & perform
the same tests to check whether the efficiencies are improved or not.

CHAPTER 4
THEORY AND WORKING PRINCIPLE OF
MORSE TEST
To determine the engine performance various parameters are considered such as

Break power, Indicated power, Friction power, Mass flow rate, Brake thermal efficiency,
Indicated thermal efficiency, etc...
For this various tests perform on engine are as follows:
 Willan's line method
 Morse test
 Motoring test
WILLAN'S LINE METHOD
In this method, gross fuel consumption vs. bp at a constant speed is plotted and the graph is
extrapolated back to zero fuel consumption as illustrated in graph below. The point where
this graph cuts the bp axis in an indication of the friction power of the engine at that speed.
This negative work represents the combined loss due to mechanical friction, pumping and
blow by.

The test is applicable only to compression ignition engines.
Fig 4.1 : Willan’s line method
The main drawback of this method is the long distance to be extrapolated from data
measured between 5 and 40% load towards the zero line of fuel input.
 The directional margin of error is rather wide because of the graph which may not be
a straight line many times.
 The changing slope along the curve indicates part efficiencies of increments of fuel.
The pronounced change in the slope of this line near full load reflects the limiting
influence of the air-fuel ratio and of the quality of combustion.
 Similarly, there is a slight curvature at light loads. This is perhaps due to difficulty in
injecting accurately and consistently very small quantities of fuel per cycle.
 Therefore, it is essential that great care should be taken at light loads to establish the
true nature of the curve.
 The Willan’s line for a swirl-chamber CI engine is straighter than that for a direct
injection type engine.
 The accuracy obtained in this method is good and compares favourably with other
methods if extrapolation is carefully done.

Motoring Test
 In the motoring test, the engine is first run up to the desired speed by its own power
and allowed to remain at the given speed and load conditions for some time so that
oil, water, and engine component temperatures reach stable conditions.
 The power of the engine during this period is absorbed by a swinging field type
electric dynamometer, which is most suitable for this test.
 The fuel supply is then cut-off and by suitable electric-switching devices the
dynamometer is converted to run as a motor to drive for ‘motor’ the engine at the
same speed at which it was previously running.
 The power supply to the motor is measured which is a measure of the fhp of the
engine. During the motoring test the water supply is also cut-off so that the actual
operating temperatures are maintained.
 This method, though determines the fp at temperature conditions very near to the
actual operating temperatures at the test speed and load, does, not give the true losses
occurring under firing conditions due to the following reasons.
4.1. MORSE TEST
The basic task in the design and development of IC Engines is to reduce the cost of
production and improve the efficiency and power output. In order to achieve the above task,
the engineer has to compare the engine developed by him with other engines in terms of its
output and efficiency. Hence he has to test the engine and make measurements of relevant
parameters that reflect the performance of the engine.
Morse test can be used only for multi – cylinder IC engines. The Morse test consists
of obtaining indicated power of the engine without any elaborate equipment. The test consists
of making, in turn, each cylinder of the engine inoperative and noting the reduction in brake
power developed. In a petrol engine (gasoline engine), each cylinder is rendered inoperative
by “shorting” the spark plug of the cylinder to be made inoperative. In a Petrol engine, a
particular cylinder is made inoperative by cutting off the supply of fuel. It is assumed that
pumping and friction are the same when the cylinder is inoperative as well as during firing.
In this test, the engine is first run at the required speed and the brake power is
measured. Next, one cylinder is cut off by short circuiting the spark plug if it is a petrol
engine or by cutting of the fuel supply if it is a Petrol engine. Since one of the cylinders is cut
of from producing power, the speed of the engine will change. The engine speed is brought
to its original value by reducing the load on the engine. This will ensure that the frictional
power is the same.
4.1.1 NEED OF MORSE TEST
The I.P. and the mechanical efficiency of a multi-cylinder auto engine is found out in
a very short time by this test. During the test the engine is run at a constant speed and at same
throttle opening. First the B.P. of the engine with all cylinders operative is measured by
means of dynamometer. Next, the B.P. of the engine is measured with each cylinder rendered
inoperative one by one by shorting the spark plug in case of petrol engine or by cutting off
the fuel supply in case of Petrol engine. When any cylinder is rendered inoperative, the speed
abruptly goes down. Before taking any reading, the initial speed must be restored by
adjusting the load. It is assumed that the F.P. of the inoperative cylinder remains the same as
it were when the cylinder was operative.
4.2. WORKING PRINCIPLE OF MORSE TEST
The Morse test is a test conducted to determine the power developed in each cylinder
in a Multi-cylinder IC engine. First the power developed by all the cylinders together is
determined experimentally. Then the power of the individual cylinders are determined by
cutting off the power supply to the spark plug of the cylinder under test then the power
developed by the engine with the remaining cylinders is determined experimentally and this
value is subtracted from the first value, and this gives you the power developed in the
cylinder, whose spark plug was cutoff. Similarly this test is carried out on all the cylinders
of the engine individually
A medium capacity 4-stroke vertical water-cooled Petrol engine is selected. The

engine is coupled with a hydraulic dynamometer. This consists of two half castings and a
rotor assembly of rotor shaft and coupling running on ball bearings. The casing is balanced

by a spring-mass damper system. The principle of operation of the unit is similar to the fluid
coupling. The reaction at the casing is measured by a mechanism consisting of lever arm and
spring balance
Fig. 4.2 : Working Principle of Morse Test Engine.
4.3. FORMULAS USED IN MORSE TEST
Break power (BP) = __2πNT__

60 x 1000
Where,
R=Load arm length=...........
W=Load shown by load cell ,kg
N=speed in RPM

Indicated power for each cylinder
IP1=BP-BP1
IP2=BP-BP2
IP3=BP-BP3
IP4=BP-BP4
Total Indicated Power
IPtotal=IP1+IP2+IP3+IP4
Frictional Power
FP= IPtotal-BP
Fuel consumed in kg/hr
Specific Fuel Consumption =
BP
Indicated thermal efficiency = IPTotal*3600*100

60 x 1000
BP
Brake Thermal Efficiency =
Mf * CV
BP*100
Mechanical efficiency = IP

CHAPTER 5
RESULTS AND DISCUSSION

Observation and Tabulation :
Room temp. T1 = 33oc
Orifice dia. do = 40mm
C.D.of orifice = 0.62
Cylinder bore D = 84mm
Piston stroke L = 82mm
Density of water = 1000kg/m3
Density of air = 1.2kg/m3
Density of petrol = 750kg/m3
Acceleration due to gravity = 9.81m/sec2
Calorific value of petrol CV = 44000kJ/kg
5.1. Tabular coloumn :
SL Engine Manometer Time in sec Load Temp. in 0c

NO. Speed in reading in kg
RPM
h1 h2 20cc Fuel t1 T1 T2 T3 T4
1 2000 -8 40 5.7 3 27 24 250 179

2 2000 -5 36 4.7 2.5 24 16 276 194
3 2000 -6 39 6.5 2 25 17 284 198
4 2000 -7 39 5.4 1.5 29 11 294 199
5 2000 -4 35 4.8 1 28 14 307 208

Calculations :
When all the cylinders running ,
πd2
Area of orifice , A =
4
π∗0.042
=
4
= 1.256*10-3 m2
ρw
Manometer head , Ha = (H2-H1)*10-2*
ρa
1000
= 0.048*10-2*
1.2
= 0.4 m
Mass flow rate of air = A*CD*3600*ρa*√2𝑔𝐻a
Ma = 1.25*10-3*0.62*3600*1.2*√2 ∗ 9.81 ∗ 0.4
= 9.37 Kg/h
2∗9.81∗𝜋∗𝑁∗𝑅∗𝑊
Brake power , BP =
60000
2∗9.81∗𝜋∗2000∗0.82∗3∗9.81
=
60000
= 49.58 KW
20∗10−6 ∗750∗3600
Fuel consumption , Mf =
time for 20cc fuel consumption
20∗10−6∗750∗3600
=
5.7
= 9.47 Kg/h

Mf
Break specific fuel consumption , BSFC =
BP
9.47
=
49.58
= 0.19 Kg/kw-h
Ma
Air fuel ratio , A/F =
Mf
9.37
=
9.47
A/F = 0.98
4∗π∗D2 ∗L∗N∗60∗ρa
Swept volume , Vs =
4∗2
4∗π∗0.0842 ∗0.082∗2000∗60∗1.2
=
4∗2
Vs = 13.08 Kg/hr
BP∗3600
Break thermal eff. ηb = ∗ 100
CV∗Mf
49.58∗3600
ηb = ∗ 100
44000∗9.47
ηb = 42.83%
𝑀𝑎
Volumetric eff. ηv = ∗ 100
𝑉𝑠
9.37
ηv = *100
13.08
ηv = 71.63%

WHEN FIRST CYLINDER CUT OFF,
Manometer head , Ha = 0.34 m
Mass flow rate of air = 8.64 Kg/hr
Brake power , BP = 41.319 KW
Fuel consumption , Mf = 11.48 Kg/hr
Break specific fuel consumption , BSFC = 0.27 Kg/kw-hr
Air fuel ratio , A/F = 0.75
Swept volume , Vs = 13.08 Kg/hr
Break thermal eff. ηb = 29.44 %
Volumetric eff. ηv = 66.05 %
WHEN SECOND CYLINDER CUT OFF,

WHEN THIRD CYLINDER CUT OFF,
Fuel consumption , Mf = 10 Kg/hr
WHEN FOURTH CYLINDER CUT OFF,

Now to find IP,
IP1 = BP – BP1 = 49.58-41.31 = 8.27 KW
IP2 = BP – BP2 = 49.58 – 33.05 = 16.53 KW
IP3 = BP – BP3 = 49.58 – 28.79 = 20.79 KW
IP4 = BP – BP4 = 49.58 – 18.52 =31.06 KW
IP = IP1 + IP2 + IP3 + IP4
IP = 8.27+16.57+20.79+31.06
IP = 76.65 KW
IP∗3600
Indicated thermal eff. ηith = *100
CV∗Mf
76.65∗3600
ηith = *100
44000∗9.47
ηith = 66.22 %
BP
Mechanical eff. ηm = *100
IP
49.58
ηm = *100
76.65
ηm = 64.68 %

5.2. Result of performance test:

For 1st trail of 3kg,
SL. Speed Load BP Fuel Air BSFC Efficiency

NO. N W kg (kw) consum. fuel (kg/kw- ηIT ηBT ηME ηVE
RPM Mf ratio hr) in % in % in % in %
(kg/h) A/F
1 2000 3 49.58 9.47 0.98 0.19 66.22 42.83 64.68 71.63
2 2000 2.5 41.31 11.48 0.75 0.27 5.89 29.44 20.01 66.05
3 2000 2 33.05 8.29 1.09 0.25 16.31 32.62 50.01 69.41
4 2000 1.5 28.79 10 0.91 0.40 17.01 20.28 69.78 69.87
5 2000 1 18.52 11.29 0.74 0.68 22.50 11.97 59.62 64.60
GRAPH’S :
Load v/s Volumetric eff

72.00%
71.00%
70.00%
Volumetric eff. in %
69.00%
68.00%
67.00%
66.00%
65.00%
64.00%
0 0.5 1 1.5 2 2.5 3 3.5
Load in Kg
Fig 5.1 : Load v/s Volumetric efficiency

Load v/s Break thermal eff.

45
40
Break thermal eff. in % 35
30
25
20
15
10
5
0
0 0.5 1 1.5 2 2.5 3 3.5
Load in Kg
Fig 5.2 : Load v/s Break thermal efficiency
From the above graph’s it is known that the Break thermal efficiency gradualy
increases and volumetric efficiency does not remain constant.

5.3. Result of performance test:

For 2nd trail of load 5kg,
SL. Speed Load BP Fuel Air BSFC Efficiency

NO. N W kg (kw) consum. fuel (kg/kw- ηIT ηBT ηME ηVE
RPM Mf ratio hr) in % in % in % in %
(kg/h) A/F
1 2000 5 82.63 10.44 0.86 0.12 82.44 64.75 61.71 69.41
2 2000 4 68.11 11.56 0.73 0.174 11.37 46.79 10.84 64.60
3 2000 3 52.58 10.32 0.86 0.20 23.82 39.30 22.44 68.57
4 2000 2 43.05 10.13 0.86 0.30 31.96 26.69 29.56 67.04
5 2000 1 32.09 10.42 0.81 0.316 39.04 25.83 37.14 64.60
GRAPH’S :
Load v/s Volumetric eff.

70.00%
Volumetric eff. in %
69.00%
68.00%
67.00%
66.00%
65.00%
64.00%
0 1 2 3 4 5 6
Load in Kg
Fig 5.3 : Load v/s Volumetric efficiency

Load v/s Break thermal eff.

70.00%
Break thermal eff. in %

60.00%
50.00%
40.00%
30.00%
20.00%
10.00%
0.00%
0 1 2 3 4 5 6
Load in Kg
Fig 5.4 : Load v/s Break thermal efficiency
From the above graph’s it is known that the Break thermal efficiency gradualy
increases and volumetric efficiency does not remain constant.

CHAPTER 6
CONCLUSION
After performing the Morse test we can conclude that it is the most useful engine test
to calculate the performance of the engine, mainly the Multi-cylinder engines and in future
the use is going to increase and it is very easy to calculate the performance of the engine. We
can calculate the individual power developed by the engine cylinders separately and total
indicated power is also calculated .we can also calculate the brake horse power of the engine
It is also very easy to calculate the frictional losses of each cylinder.

CHAPTER 7
SCOPE OF FUTURE WORK
It becomes easy to calculate the performance of the Multi-cylinder IC engine with the
help of Morse test. In future it may be most useful engine testing technique over any other
because of the increase in the use of high speed vehicles and the high speed vehicles mainly
contains the Multi-cylinder engines. Slow speed vehicles are going to escape very soon as
every consumer demands the high speed vehicle. And the manufacturers also like to produce
the Multi-cylinder engines. In that case for the testing of Multi-cylinder engines, Morse test
will be more useful. In future this manual test rig can be computerized using software’s
which would be operator friendly. Modifications can be made for Morse test and also for
specific Fuel consumption which can be measure by volume difference or by weight
difference. And flow meter is required to measure mass and flow of exhaust gas

Analysis of 4 Stroke 4 Cylinder Petrol Engine

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FAULT DIAGNOSIS & EXPERIMENTAL ANALYSIS OF 4 STROKE, 4 CYLINDER PETROL ENGINE

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 2

1.1. MORSE TEST SETUP

Fig : 1.1. Morse test setup

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 3

The following instrumentation is provided.

1.1.2. ENGINE STARTING

1.1.4. FUEL MEASURING ARRANGEMENT

1.1.5. AIR INTAKE MEASUREMENT AND HEAT CARRIED AWAY

1.1.6. ENGINE SPECIFICATIONS

Cubic capacity: 1800cc

No. of cylinder: four

Firing order: 1-3-4-2

Compression ratio: 8.5:1

Max. Load: 15-20kg

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 5

Fig 1.2 : 4 stroke 4 cylinder petrol engine

Basic Engine Parts:-

1.2.1. Cylinder block:-

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 6

1.2.4. Combustion chamber:-

1.2.5. Inlet and exhaust valve:-

1.2.6. Connecting Rod: -

1.2.7. Fly wheel:

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 7

1.3. HYDRAULIC BRAKE DYNAMOMETER

Fig 1.3 : Hydraulic dynamometer

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 8

The Dynamometer used is a Hydraulic Dynamometer capable of absorbing a max

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 9

Abdalla M et.al [2] in their work explained about “Cut-Off Control: A

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 10

A Chow, M. L. Wyszynski et.al [5] discussed about “Thermodynamic

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 11

2.1. PROBLEM STATEMENT

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 12

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 13

3.1. SPARK PLUG FAILURE:

Fig 3.1 : spark plug failure

Causes of spark plug failure are given below:

3.1.1. Insufficient voltage:

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 14

3.1.2. Fuel deposition:

Fig 3.2 : Fuel deposition on spark plug

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 15

3.2. HOSE PIPE FAILURE

Fig 3.3 : Hose pipe failure

3.3. INSTRUMENTATION FAILURE

Fig 3.4 : Instrumentation failure

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 16

3.4. CAUSES OF IMPROPER A/F RATIO:

3.4.1. Intake manifold failure:

3.4.2. Carburetor failure:

Fig 3.5 : Carburetor failure

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 17

3.4.3. Air filter failure:

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 18

To determine the engine performance various parameters are considered such as

 Willan's line method

WILLAN'S LINE METHOD

DEPARTMENT OF MECHANICAL ENGG. N.D.R.K.I.T, HASSAN Page 19

The test is applicable only to compression ignition engines.

Break power (BP) = 2πNT

Indicated thermal efficiency = IPTotal3600100

Mass flow rate of air = ACD3600ρa√2𝑔𝐻a

Ma = 1.2510-30.6236001.2*√2 ∗ 9.81 ∗ 0.4