1

CHAPTER I
PRELIMINARY

1.1 Background

The diesel engine was first invented by Rudolf Diesel pafa in 1892 and was granted a patent in 1893.
Diesel engine is an internal combustion engine that uses heat compression to create a lightning, a
diesel engine commonly called compression ignition engine. Diesel engines are the ones with the
best thermal efficiency compared to other internal combustion engines. This machine was originally
used as a substitute for steam engines, since 1910 this machine is already used in ships and
submarines. The use of diesel engines is increasing with the times.

The use or application of diesel motor as a driving force is very rapidly growing and will continue to
grow. Diesel motor widely used for transportation purposes such as trucks, buses, boats, etc. For
agricultural purposes, diesel motors are used on tractors to cultivate agricultural land. In
construction and mining construction industries, diesel motors are used as propulsion for ground
and ground shovels, bulldozers etc .. Diesel motors are stronger and have longer endurance. Diesel
motor has a greater power so that diesel motors can be a driving force. Diesel engines result in less
air pollution because diesel motors are fuel lean which results in more complete combustion.

In this lab, we will observe the characteristics of diesel engines. To know the characteristics that
occur, we rotate the motor with various speeds with varying loading. It is therefore desirable that
the test results with data reflecting the true value will be obtained through this experiment.

1.2 Problem Formulation

1. How is the relationship between the SFOC graph versus engine power performance on used
diesel engines?
2. How is the relationship between the thermal efficiency graph vs engine performance power
in used diesel engines?
3. How is the relationship between the full load power graph vs engine speed performance on
the used diesel engine?
4. How is the relationship between the full load torque chart vs. the engine performance
rotation of the used diesel engine?
5. How is the relationship between BMEP chart vs engine speed performance on used diesel
engine?
6. How to image engine an envelope engine performance on used diesel engine?
 2

1.3 Purpose

1. Know the relationship between the SFOC graph vs engine power performance on the diesel
engine used
2. Determine the relationship between the thermal efficiency graph vs engine performance
power on the diesel engine used
3. Knowing the relationship between the graph of full load power vs. engine performance on
the diesel engine used
4. Knowing the relationship between the full load torque chart vs. the engine performance
rotation of the diesel engine used
5. Know the relationship between BMEP chart vs. engine performance rotation on used diesel
engine
6. Know the image engine an envelope engine perfomance on the diesel engine used

1.4 Benefit

1. Students are able to understand the effect of power on the diesel engine on the large fuel
consumption.
2. Students understand the effect of power variations on thermal efficiency.
3. Students are able to understand the effect of power due to load variation with engine
rotation value.
4. Students are able to understand the relation of torque on certain loading variations with
engine rotation value.
5. Students are able to understand the relationship of BMEP to engine speed.
6. Students are able to describe the engine envelope graph that is owned by the machine.
 3

CHAPTER II

BASIC THEORY

2.1 Diesel Engine

Diesel engine, any internal-combustion engine in which air is compressed to a sufficiently high
temperature to ignite diesel fuel injected into the cylinder, where combustion and expansion
actuate a piston. It converts the chemical energy stored in the fuel into mechanical energy, which
can be used to power freight trucks, large tractors, locomotives, and marine vessels. A limited
number of automobiles also are diesel-powered, as are some electric-power generator sets.

2.1.1 Diesel Combustion

The diesel engine is an intermittent-combustion piston-cylinder device. It operates
on either a two-stroke or four-stroke cycle (see figure); however, unlike the spark-
ignition gasoline engine, the diesel engine induces only air into the combustion
chamber on its intake stroke. Diesel engines are typically constructed
with compression ratios in the range 14:1 to 22:1. Both two-stroke and four-stroke
engine designs can be found among engines with bores (cylinder diameters) less
than 600 mm (24 inches). Engines with bores of greater than 600 mm are almost
exclusively two-stroke cycle systems.
The diesel engine gains its energy by burning fuel injected or sprayed into the
compressed, hot air charge within the cylinder. The air must be heated to a
temperature greater than the temperature at which the injected fuel can ignite.
Fuel sprayed into air that has a temperature higher than the auto-ignition
temperature of the fuel spontaneously reacts with the oxygen in the air and burns.
Air temperatures are typically in excess of 526 C (979 F); however, at engine start-
up, supplemental heating of the cylinders is sometimes employed, since the
temperature of the air within the cylinders is determined by both the engines
 4

compression ratio and its current operating temperature. Diesel engines are
sometimes called compression-ignition engines because initiation of combustion
relies on air heated by compression rather than on an electric spark. n a diesel
engine, fuel is introduced as the piston approaches the top dead centre of its
stroke. The fuel is introduced under high pressure either into a precombustion
chamber or directly into the piston-cylinder combustion chamber. With the
exception of small, high-speed systems, diesel engines use direct injection.
Diesel engine fuel-injection systems are typically designed to provide injection
pressures in the range of 7 to 70 megapascals (1,000 to 10,000 pounds per square
inch). There are, however, a few higher-pressure systems.
Precise control of fuel injection is critical to the performance of a diesel engine.
Since the entire combustion process is controlled by fuel injection, injection must
begin at the correct piston position (i.e., crank angle). At first the fuel is burned in a
nearly constant-volume process while the piston is near top dead centre. As the
piston moves away from this position, fuel injection is continued, and the
combustion process then appears as a nearly constant-pressure process.
The combustion process in a diesel engine is heterogeneousthat is, the fuel and
air are not premixed prior to initiation of combustion. Consequently, rapid
vaporization and mixing of fuel in air is very important to thorough burning of the
injected fuel. This places much emphasis on injector nozzle design, especially in
direct-injection engines.Engine work is obtained during the power stroke. The
power stroke includes both the constant-pressure process during combustion and
the expansion of the hot products of combustion after fuel injection ceases.Diesel
engines are often turbocharged and aftercooled. Addition of
a turbocharger and aftercooler can enhance the performance of a diesel engine in
terms of both power and efficiency. The most outstanding feature of the diesel
engine is its efficiency. By compressing air rather than using an air-fuel mixture, the
diesel engine is not limited by the preignition problems that plague high-
compression spark-ignition engines. Thus, higher compression ratios can be
achieved with diesel engines than with the spark-ignition variety; commensurately,
higher theoretical cycle efficiencies, when compared with the latter, can often be
realized. It should be noted that for a given compression ratio the theoretical
efficiency of the spark-ignition engine is greater than that of the compression-
ignition engine; however, in practice it is possible to operate compression-ignition
engines at compression ratios high enough to produce efficiencies greater than
those attainable with spark-ignition systems. Furthermore, diesel engines do not
rely on throttling the intake mixture to control power. As such, the idling and
reduced-power efficiency of the diesel is far superior to that of the spark-ignition
engine. The principal drawback of diesel engines is their emission of air pollutants.
These engines typically discharge high levels of particulate matter (soot), reactive
nitrogen compounds (commonly designated NOx), and odour compared with spark-
ignition engines. Consequently, in the small-engine category, consumer acceptance
is low.
 5

2.2 Mechanism of Diesel Engine

A diesel engine works differently from a petrol engine, even though they share major components
and both work on the four-stroke cycle. The main differences are in the way the fuel is ignited and
the way the power output is regulated. In a petrol engine, the fuel/air mixture is ignited by a spark.
In a diesel engine, ignition is achieved by compression of air alone. A typical compression ratio for a
diesel engine is 20:1, compared with 9:1 for a petrol engine. Compressions as great as this heat up
the air to a temperature high enough to ignite the fuel spontaneously, with no need of a spark and
therefore of an ignition system. A petrol engine draws in variable amounts of air per suction stroke,
the exact amount depending on the throttle opening. A diesel engine, on the other hand, always
draws in the same amount of air (at each engine speed), through an unthrottled inlet tract that is
opened and closed only by the inlet valve (there is neither a carburettor nor a butterfly valve).
When the piston reaches the effective end of its induction stroke, the inlet valve closes. The piston,
carried round by the power from the other pistons and the momentum of the flywheel, travels to
the top of the cylinder, compressing the air into about a twentieth of its original volume.
As the piston reaches the top of its travel, a precisely metered quantity of diesel fuel is injected into
the combustion chamber. The heat from compression fires the fuel/air mixture immediately, causing
it to burn and expand. This forces the piston downwards, turning the crankshaft.
As the piston moves up the cylinder on the exhaust stroke, the exhaust valve opens and allows the
burned and expanded gases to travel down the exhaust pipe. At the end of the exhaust stroke the
cylinder is ready for a fresh charge of air.
 6

2.3 Engine Performance

Engine performance or engine performance is the success rate of a machine in the work or
combustion, which converts chemical energy contained in the fuel into the mechanical work. In the
book Internal Combustion Engine Fundamentals by John B. Heywood, explained that the main
parameters of engine performance are power, torque, and specific fuel consumption (SFC). For
evaluation of machine performance, selected some parameters that are more influential on various
operating conditions, design concepts and modifications. The parameters are as follows:

2.3.1 Motor Power

Motor power is one of several parameters to determine engine performance, from the
sense of power itself is the ability to perform a work or effort in units Nm / s, Watt, or
HP, on the engine. While Load Factor is the average load or output power of the machine,
expressed as a percentage of the maximum capacity of the engine / engine load.

=

Where:
V = Voltage (Volt)
I = Current (Ampere)
= Belt Effisiensi

2.3.2 Brake Power

Brake Power (BP) is the power measured at the crankshaft just outside the engine,
before the losses of power caused by the gearbox and drive train. Main purpose of running a
machine is to obtain mechanical power. Power is defined as the rate / speed of doing the work
and is proportional to the result of force and linear velocity or the result of torque and angular
velocity. Power measurements involve measurement of force (or torque) as well as speed. The
force or torque is measured with the aid of a dynamo meter and speed with a tachometer. Power
which is a measurable machine output is called break power (bp),
= 2
Where:
N = rotational speed in revolutions per minute (rps)
T = Torque (Nm)

2.3.3 Indicated Power

 7

Indicated Power (IP) is the theoretical power of a reciprocating engine if it is

completely frictionless in converting the expanding gas energy (piston pressure
displacement) in the cylinders. It is calculated from the pressures developed in the cylinders,
measured by a device called an engine indicator IP is divided into several power to overcome
friction between moving parts, some in the inductingair process and eliminating combustion
results from engine combustion chamber.
= iBMEPLAzN
Where:
BMEP = Brake Mean Effective Pressure
i = 0.5 for 4 stroke engine; 1 for 2 stroke engine
L = Length of stroke (m)
A = Piston area (m2)
z = Quantity of cylinders
N = Rotational speed in revolutions per minute (rps)

2.3.4 Brake Mean Effective Pressure

Brake mean effective pressure (BMEP), which is the average pressure that occurs at
each step of the engine to produce the same power output as the brake power

=

Where:
P = Indicated Power (Kw)
i = 0.5 for 4 stroke engine; 1 for 2 stroke engine
L = Length of stroke (m)
A = Piston area (m2)
z = Quantity of cylinders
N = Rotational speed in revolutions per minute (rps)

2.3.5 Torque

Torque and the average effective pressure relates to engine size. Large engines produce
more torque for the same average effective pressure than smaller engines. For this reason,
torque is not a measure of the machine's ability to utilize displacement volumes to generate
 8

power from fuel. The average effective pressure gives an indication of the use of volumes of
displasma mesindalam conversion of fuel into power. The higher the average effective pressure,
the higher the machine power for each given displacement volume. It appears that the engine
power depends on size and speed. Therefore, it is impossible to compare the machine on the
basis of power or torque. The average effective pressure is a precise indication of the relative
performance of each machine.

=
2

Where:
T = Torque (Nm)
P = Power (Kw)
N = Rotational speed in revolutions per minute (rps)

2.3.6 Brake Thermal Efficiency

The engine's thermal efficiency is defined as the ratio of output power to the input of
chemical energy in the form of a fuel supply. This may be based on brake or indicated power.
This is a precise indication of the efficiency at which the chemical energy of the fuel (input) is
converted into mechanical work.

=


=

Where:
BP = Brake Power (Kw)
mf = Mass flow rate of fuel (kg/sec)
Cv = caloric value of fuel (kJ/kg)
 9

2.3.7 Specific Fuel Consumption

Specific fuel consumption (SFC) is a measure of the fuel efficiency of any prime mover
that burns fuel and produces rotational, or shaft, power. It is typically used for comparing the
efficiency of internal combustion engines with a shaft output.

=

Where:
mf = Mass flow rate of fuel (kg/sec)
BP = Brake Power (Kw)
 10

CHAPTER III

Practice Implementation

Marine Diesel Practicum is one of the methods in the course "Marine Diesel" that must be taken by
each student. The purpose of this lab is essentially to provide students with an understanding of the
engine fuel consumption at various variations of loading and engine speed. Practicum is carried out
for 2 hours using dex pertamina fuel.
3.1 Diesel Engine Spesification
Merk : Kipor Diesel Engine

Model : KM 178 F

Type : In-line, Single Cylinder, 4 stroke, Air Cooled, direct injection

Bore x Stroke (mm) : 78 x 64

Piston Displacement : 0.305

Load Factor : 0,85

Rated Power/Rated Speed: 3,68/3000

3.2 Step Experiment

1. Ensure fuel is filled in a measuring glass that is about 20 ml.

2. Turn on the diesel engine by pulling the straps used for starting diesel engines.
3. Set the engine speed according to the specified value of 2900rpm, 3000 rpm, 3100
rpm, 3200 rpm, and 3300 rpm. To know the engine rotation used tachometer tool is
by turning on the laser directed toward the pulley (cross-section).
4. Adjust the loading loading by turning on the lamp as the load value. Variations
loading is done without load, load 1000 watts, 1500 watts, 2000 watts, 2500 watts,
and 3000 watts.
5. Measure the engine time required for fuel consumption of 20 ml measured by
stopwatch by observing the volume indicator on the measuring cup.
6. Write down the time obtained on the table sheet that has been provided.
7. Measure the value of voltage and current generated on the load. The value is known
by tang meter and volt meter that has been installed in the series of pembenan.
8. Write down the value of voltage and electric current readings that have been done
on tables that have been provided.
 11

3.3 Tool Used

No Name of Tools Picture Explanation

1 Diesel Engine and -
Generator

2 Tachometer To calculate the

rotation of diesel
engines and
generators

3 Loading Switch Switch on / off

loading at each
wattage level

4 Load Lights Media loading of

each wattage level
 12

5 Volt meter To measure the

loading voltage

6 Measuring cup To measure the

volume of diesel
engine fuel
consumption

7 Diesel Fuel To fuel diesel

engines

8 Stopwatch Measure the time

required for the
Fuel Consumption
of each round
 13

CHAPTER IV
Result and Discussion

4.1 Observation Result

Based on the results of the diesel marine practicum carried out, we obtain the following data.
No Engine Generator Load Alternator Load Number Times
Rotation Rotation Voltage Current Factor of Fuel
(RPM) (RPM) (Volt) (Ampere) (ml) (s)
1 2900 1367 0 170.41 0 0.85 20 ml 193
2 1308 1000 184.3 3.6 131
3 1277 1500 175 5.4 93.3
4 1256 2000 165 7.1 90
5 1238 2500 154 8.5 81
6 1208 3000 142 9.8 60.03

1 3000 1423 0 180 0 0.85 20 ml 161

2 1404 1000 201 3.8 120.03
3 1402 1500 200 5.8 96
4 1390 2000 194 7.7 88
5 1384 2500 163 8.7 78
6 1367 3000 173 10.7 60.05

1 3100 1474 0 192 0 0.85 20 ml 133

2 1457 1000 223 3.9 120.07
3 1449 1500 205 5.9 104
4 1477 2000 200 7.8 78
5 1475 2500 191 9.6 60.05
6 1467 3000 177 11 56

1 3200 1528 0 208 0 0.85 20 ml 132

2 1527 1000 220 4 101
3 1517 1500 214 6.1 91
4 1514 2000 206 8 81
5 1510 2500 196 9.7 72
6 1506 3000 187 11.3 60

1 3300 1570 0 220 0 0.85 20 ml 121

2 1571 1000 233 4.1 107
3 1576 1500 227 6.2 89
 14

4 1560 2000 215 8.1 60.04

5 1557 2500 205 9.9 60.02
6 1563 3000 194 11.6 50

4.2 Calculation
4.2.1 Calculation of Engine Power

Generator Rotation
Diketahui
Diameter engine = 100 mm
Diameter generator = 200 mm
Maka
Rpm Generator (teori) =

Engine Generator
Rotation Rotation
(Theory) (Theory)
(RPM) (RPM)
2900 1450
3000 1500
3100 1550
3200 1600
3300 1650
 15

Belt

Engine Power

Cos = 0.9
Generator = 0.85
Then get the calculation :

No. Engine Generator Generator (Belt) Alternator Engine Engine

Rotation Rotation Rotation Voltage Current Power Power
(Real) (Theory)

(RPM) (RPM) (RPM) (Volt) (Ampere) (watt) (Kw)

1 2900 1367 1450 0.943 170.41 0 0.000
2 1308 0.902 184.3 3.6 778.774 0.779
3 1277 0.881 175 5.4 1136.142 1.136
4 1256 0.866 165 7.1 1432.004 1.432
5 1238 0.854 154 8.5 1623.344 1.623
6 1208 0.833 142 9.8 1768.638 1.769

1 3000 1423 1500 0.949

2 1404 0.936 201 3.8 864.027 0.864
3 1402 0.935 200 5.8 1314.089 1.314
4 1390 0.927 194 7.7 1706.839 1.707
5 1384 0.923 163 8.7 1627.367 1.627
6 1367 0.911 173 10.7 2150.682 2.151

1 3100 1474 1550 0.951

2 1457 0.940 223 3.9 979.637 0.980
3 1449 0.935 205 5.9 1369.912 1.370
4 1477 0.953 200 7.8 1733.402 1.733
5 1475 0.952 191 9.6 2040.177 2.040
6 1467 0.946 177 11.0 2178.167 2.178

1 3200 1528 1600 0.955

2 1527 0.954 220 4.0 976.309 0.976
3 1517 0.948 214 6.1 1457.812 1.458
4 1514 0.946 206 8.0 1844.059 1.844
5 1510 0.944 196 9.7 2133.018 2.133
 16

6 1506 0.941 187 11.3 2377.052 2.377

1 3300 1570 1650 0.952

2 1571 0.952 233 4.1 1062.359 1.062
3 1576 0.955 227 6.2 1560.159 1.560
4 1560 0.945 215 8.1 1950.322 1.950
5 1557 0.944 205 9.9 2277.236 2.277
6 1563 0.947 194 11.6 2515.407 2.515

4.2.2 Calculation of Power with Torque

Where :
P : Power (kW)
RPS : Rotation/second
T : Torque
So to determine the torque :

Obtained calculations :

No. Engine Engine Generator Engine Torque

Rotation Rotation Rotation Power
(real)
(RPM) (RPS) (RPM) (Kw) (Nm)
1 2900 48.33 1367
2 1308 0.779 0.003
3 1277 1.136 0.004
4 1256 1.432 0.005
5 1238 1.623 0.005
6 1208 1.769 0.006

1 3000 50.00 1423

2 1404 0.864 0.003
3 1402 1.314 0.004
4 1390 1.707 0.005
5 1384 1.627 0.005
6 1367 2.151 0.007

1 3100 51.67 1474

2 1457 0.980 0.003
3 1449 1.370 0.004
4 1477 1.733 0.005
 17

5 1475 2.040 0.006

6 1467 2.178 0.007

1 3200 53.33 1528

2 1527 0.976 0.003
3 1517 1.458 0.004
4 1514 1.844 0.006
5 1510 2.133 0.006
6 1506 2.377 0.007

1 3300 55.00 1570

2 1571 1.062 0.003
3 1576 1.560 0.005
4 1560 1.950 0.006
5 1557 2.277 0.007
6 1563 2.515 0.007

4.2.3 Calculation of Power with BMEP

Where :
P : Power
i : Number of Steps : 0.5 untuk 4 Stroke
L : Long of Steps : 0.087 m
A : Cylinder Section Area: 0.00567 m3
Z : Number of Cylinders: 1
Rps : Rotation/second
 18

No. Engine Engine Generator Engine BMEP

Rotation Rotation Rotation Power
(real)
(RPM) (RPS) (RPM) (Kw) (KPa)
1 2900 48.33 1367
2 1308 0.779 105.375
3 1277 1.136 153.729
4 1256 1.432 193.762
5 1238 1.623 219.652
6 1208 1.769 239.311

1 3000 50.00 1423

2 1404 0.864 113.013
3 1402 1.314 171.880
4 1390 1.707 223.251
5 1384 1.627 212.856
6 1367 2.151 281.305

1 3100 51.67 1474

2 1457 0.980 124.001
3 1449 1.370 173.402
4 1477 1.733 219.412
5 1475 2.040 258.243
6 1467 2.178 275.709

1 3200 53.33 1528

2 1527 0.976 119.718
3 1517 1.458 178.761
4 1514 1.844 226.124
5 1510 2.133 261.557
6 1506 2.377 291.481

1 3300 55.00 1570

2 1571 1.062 126.322
3 1576 1.560 185.514
4 1560 1.950 231.907
5 1557 2.277 270.780
6 1563 2.515 299.100
 19

4.2.4 Calculation of Fuel Consumption

= Density = 830 Kg/m3 (Solar)
V = Volume of the fuel = 20 mL 0.00002 m3
t = Time (hour)

Fuel Consumption (SFC) kg/Kwh

(SFC) kg/Kwh

Where :
Mf = the amount of fuel mass in the range of time
BP = Brake Power

So obtained SFC for each power

No. Engine Generator Engine Waktu Mf SFC
Rotatiom Rotation Power
(Real)
(RPM) (RPM) (Kw) s Kg/h Kg/Kwh
1 2900 1367 193 0.310
2 1308 0.779 131 0.456 0.586
3 1277 1.136 93 0.641 0.564
4 1256 1.432 90 0.664 0.464
5 1238 1.623 81 0.738 0.454
6 1208 1.769 60 0.996 0.563

1 3000 1423 161 0.371

2 1404 0.864 120 0.498 0.576
3 1402 1.314 96 0.623 0.474
4 1390 1.707 88 0.679 0.398
5 1384 1.627 78 0.766 0.471
6 1367 2.151 60 0.995 0.463

1 3100 1474 133 0.449

 20

2 1457 0.980 120 0.498 0.508

3 1449 1.370 104 0.575 0.419
4 1477 1.733 78 0.766 0.442
5 1475 2.040 60 0.995 0.488
6 1467 2.178 56 1.067 0.490

1 3200 1528 132 0.453

2 1527 0.976 101 0.592 0.606
3 1517 1.458 91 0.657 0.450
4 1514 1.844 81 0.738 0.400
5 1510 2.133 72 0.830 0.389
6 1506 2.377 60 0.996 0.419

1 3300 1570 121 0.494

2 1571 1.062 107 0.559 0.526
3 1576 1.560 89 0.671 0.430
4 1560 1.950 60 0.995 0.510
5 1557 2.277 60 0.996 0.437
6 1563 2.515 50 1.195 0.475

4.2.5 Calculation of Efficiency Thermal

Where :

LHV = 41800 KJ/Kg (diesel oil)

No. Engine Engine Engine Mf Q fuel

Rotation Generator Power thermal
(real)
(RPM) (RPM) (Kw) Kg/h KJ/h
1 2900 1367 0.310 12942.839
2 1308 0.779 0.456 19068.458 15%
3 1277 1.136 0.641 26773.505 15%
4 1256 1.432 0.664 27755.200 19%
5 1238 1.623 0.738 30839.111 19%
 21

6 1208 1.769 0.996 41611.994 15%

1 3000 1423 0.371 15515.329

2 1404 0.864 0.498 20811.197 15%
3 1402 1.314 0.623 26020.500 18%
4 1390 1.707 0.679 28386.000 22%
5 1384 1.627 0.766 32025.231 18%
6 1367 2.151 0.995 41598.135 19%

1 3100 1474 0.449 18781.714

2 1457 0.980 0.498 20804.264 17%
3 1449 1.370 0.575 24018.923 21%
4 1477 1.733 0.766 32025.231 19%
5 1475 2.040 0.995 41598.135 18%
6 1467 2.178 1.067 44606.571 18%

1 3200 1528 0.453 18924.000

2 1527 0.976 0.592 24732.356 14%
3 1517 1.458 0.657 27450.198 19%
4 1514 1.844 0.738 30839.111 22%
5 1510 2.133 0.830 34694.000 22%
6 1506 2.377 0.996 41632.800 21%

1 3300 1570 0.494 20644.364

2 1571 1.062 0.559 23345.495 16%
3 1576 1.560 0.671 28067.056 20%
4 1560 1.950 0.995 41605.063 17%
5 1557 2.277 0.996 41618.927 20%
6 1563 2.515 1.195 49959.360 18%
 22

4.3 Graph of Calculations

4.3.1 Graph Function of SFC vs Power In Constant Rotation

No. Engine Generator SFC Engine
Rotation rotation Power

(RPM) (RPM) Kg/Kwh (Kw)

1 2900 1367
2 1308 0.586 0.779
3 1277 0.564 1.136
4 1256 0.464 1.432
5 1238 0.454 1.623
6 1208 0.563 1.769

1 3000 1423
2 1404 0.576 0.864
3 1402 0.474 1.314
4 1390 0.398 1.707
5 1384 0.471 1.627
6 1367 0.463 2.151

1 3100 1474
2 1457 0.508 0.980
3 1449 0.419 1.370
4 1477 0.442 1.733
5 1475 0.488 2.040
6 1467 0.490 2.178

1 3200 1528
2 1527 0.606 0.976
3 1517 0.450 1.458
4 1514 0.400 1.844
5 1510 0.389 2.133
6 1506 0.419 2.377

1 3300 1570
2 1571 0.526 1.062
3 1576 0.430 1.560
4 1560 0.510 1.950
5 1557 0.437 2.277
6 1563 0.475 2.515
 23

FSC vs Daya
0.650

0.600

2900
1700
0.550
SFC (Kg/Kwh)

1800
3000
0.500 1900
3100
2000
3200
0.450 2100
3300

0.400

0.350
0.500 1.000 1.500 2.000 2.500 3.000
Daya (Kw)

From the graph above, it can be seen that the value of SFC in each power is changed.
For RPM 2900 has the lowest SFC 0.490 Kg / KwH at 1,350 Kw, has full load of 1.3 kW, and has the
highest SFC 0.605 Kg / KwH at 0.790kW power. For RPM 3000 has the lowest SFC 0.430 Kg / KwH at
1,700 kW power, has a full load of 1.6 kW and has the highest SFC of 0.580 Kg / KwH at 0.900 kW
power. For RPM 3100 has the lowest SFC 0.430 Kg / KwH at 1.75 kW power, has a full load of 1.7 kW
and has the highest SFC of 0.500 Kg / KwH at 0.990 kW power. For RPM 3200 has the lowest SFC
0.390 Kg / KwH at 1,980 kW power, has a full load of 1.8 kW and has the highest SFC 0.650 Kg / KwH
at 0.995 kW power. And for RPM 3200 has the lowest SFC 0.455 Kg / KwH at 2,000 kW power, has
full load of 1.9 kW and has the highest SFC of 0.565 Kg / KwH at power 1,090 kW
 24

4.3.1 Graph Function Thermal vs Power In Constant Rotation

No. Engine Generator Engine
Rotation Rotation Power thermal

(RPM) (RPM) (Kw)

1 2900 1367
2 1308 0.779 15%
3 1277 1.136 15%
4 1256 1.432 19%
5 1238 1.623 19%
6 1208 1.769 15%

1 3000 1423
2 1404 0.864 15%
3 1402 1.314 18%
4 1390 1.707 22%
5 1384 1.627 18%
6 1367 2.151 19%

1 3100 1474
2 1457 0.980 17%
3 1449 1.370 21%
4 1477 1.733 19%
5 1475 2.040 18%
6 1467 2.178 18%

1 3200 1528
2 1527 0.976 14%
3 1517 1.458 19%
4 1514 1.844 22%
5 1510 2.133 22%
6 1506 2.377 21%
0%
1 3300 1570
2 1571 1.062 16%
3 1576 1.560 20%
4 1560 1.950 17%
5 1557 2.277 20%
6 1563 2.515 18%
 25

Th vs Daya
25%

24%

23%
th (%)

22% 1700
2900
1800
3000
21%
1900
3100
2000
3200
20%
2100
3300
19%

18%
0.500 1.000 1.500 2.000 2.500 3.000
Daya (Kw)

From the above graph it can be concluded that the Thermal Efficiency at Constant
Power is different. For RPM 2900 obtained the smallest efficiency 15% at power 0.779
kW and the greatest efficiency 19% at 1,623 kW power. For RPM 3000 obtained the
smallest efficiency of 15% at power of 0864 kW and the greatest efficiency 22% at
1,390 kW power. For RPM 3100 obtained the smallest efficiency of 17% at the power
of 0.980 kW and the greatest efficiency 21% at 1,370 kW of power. For RPM 3200
obtained the smallest efficiency 14% at power 0.976 kW and the greatest efficiency
22% at 2,133 kW power. And for RPM 3200 obtained the smallest efficiency of 16% at
power 1,062kW and the greatest efficiency 20% at 2,277 kW power. So in the RPM
graph obtained the highest thermal efficiency is at RPM 3200 with a value of 22%.
 26

4.3.3 Graph Full load vs RPM

Engine
Rotation Power of full load
No.
(kw)
(RPM)
1 2900 1.3
2 3000 1.6
3 3100 1.7
4 3200 1.8
5 3300 1.9

Daya Full Load vs RPM

3

2.5

Daya Full
1.5
Load vs
RPM
1

0.5

0
2800 2900 3000 3100 3200 3300 3400

From the graph above, it can be concluded that the value of full load on each power is
different. The full load value for RPM 2900 is 1.3 kW, for RPM 3000 is 1.6 kW, for RPM
3100 is 1.7 kW, for RPM 3200 is 1.8 kW, and for RPM 3300 is 1.9 kW. The lowest full
load value is at RPM 2900 and the highest at RPM 3200.

4.3.4 Graph Torque Full load vs RPM

 27

No. Engine torsi full

Rotation load N/m

(RPM)
1 2900 0.00428289
2 3000 0.005095541
3 3100 0.005239367
4 3200 0.005374204
5 3300 0.005500869

Torsi Full Load vs RPM

0.02

0.015

0.01
Torsi Full Load vs RPM

0.005

0
2800 2900 3000 3100 3200 3300 3400

Torsi Full load vs RPM

0.006
0.005
0.004
0.003
0.002
0.001
0
2800 2900 3000 3100 3200 3300 3400
 28

From the full load torque chart above, it can be concluded that the torque value at each
RPM is different. For torque at RPM 2900 is 0.00428 N / m, for torque at RPM 3000 is
0.00509 N / m, for torque at RPM 3100 is 0.0052 N / m, for torque at 3200 RPM is
0.0053 N / m, and for torque at RPM 3300 is 0.0055 N / m. The lowest torque is at
RPM 2900 and the highest torque is at RPM 3200.

4.3.4 Graph BMEP vs RPM

No. Putaran BMEP

Engine

(RPM) daya 1.5 kw daya 2 daya 2.5 kw

kw
1 2900 202.962 270.616 338.271
2 3000 196.197 261.596 326.995
3 3100 189.868 253.157 316.447
4 3200 183.935 245.246 306.558
5 3300 178.361 237.814 297.268

BMEP vs RPM
400.000

350.000

300.000

250.000
BMEP (kPa)

200.000 daya 1.5 kw

daya 2 kw
150.000
daya 2.5 kw
100.000

50.000

0.000
2800 2900 3000 3100 3200 3300 3400
RPM
 29

From the above graph it can be concluded that the value of BMEP to constant RPM is
different. For the use of constant power of 1.5 kW obtained BMEP value for RPM 2900 of
202,962 kPa, RPM 3000 of 196.197 kPa, RPM 3100 of 189,868 kPa, rpm 3200 of 183,935 kPa,
and RPM 3300 of 178,361 kPa. For the constant power consumption of 2.0 kW obtained BMEP
value for RPM 2900 of 270,616 kPa, RPM 3000 of 261,596 kPa, RPM 3100 of 253,157 kPa, rpm
3100 of 245,246 kPa, and RPM 3200 of 237,814 kPa. For a constant power consumption of 2.5
kW obtained BMEP value for RPM 2900 of 338,271 kPa, RPM 3000 of 326,995 kPa, RPM 3100
of 316,447 kPa, rpm 3200 of 306,558 kPa, and RPM 3300 of 297,268 kPa.

4.3.4 Envelope Diagram

The calculation of the engine diagram an envelope is taken on the calculation of full load
power in each round. Furthermore, selected 60% power full load on each round. Finally, the
engine cycle of an envelope will be illustrated on the diagram.

Diagram Engine An Envelope

3

2.5

2
daya (kw)

1.5

0.5

0
2800 2900 3000 3100 3200 3300 3400
putaran mesin (rpm)
 30

CHAPTER V

5.1 Conclusion
From the above discussion, the following conclusions are obtained:
1. The relationship between power and efficiency is directly proportional, but at certain
power points, efficiency will decrease. This may be due to the characteristics of the
machine.
2. Full load power with RPM proportional to straight. As RPM rises then the power will also
rise.
3. Full load torsion relationship with RPM is directly proportional. When RPM is raised, so
does the torque.
4. BMEP is a function of Power.
5. BMEP and Power are directly proportional.
6. BMEP is inversely proportional to RPM round.
7. The engine diagram an envelope can describe the optimum operating conditions of a
machine.
8. After testing on practicum that has been carried out with a kipor engine by providing
different variations of rotation and loading can conclude the highest full load power of 1.9
Kw at 3200 RPM engine speed.
9. 2. From the experimental calculation data on the laboratory illustrated with the graph in
chapter 4 on Thermal Efficiency vs Power at engine speed, the highest efficiency is 22% at
3200 RPM
10. 3. In practice experiments obtained Full Full Highest torque on engine speed of 3200 RPM
of 0.0055 N / m. Where full load torque is related to full load power owned by full load
power.
11. 4. In the highest experimental BMEP experiments on power options 1.5 kw, 2 kw, and 2.5
kw is equal to 338,271 kPa at 2900 RPM engine speed at 2.5 Kw of choice power. While
the lowest BMEP is 178,361 kPa at 3300 RPM engine speed.
12. 5. In the experiment of calculating the fuel consumption (Specific Fuel Concumption)
obtained the highest SFC result at 0.606 at power 0.976 kWh RPM 3200 and SFC lowest at
0.398 at power 1,707 kWh RPM 3000.
 31

REFERENCE

https://www.howacarworks.com/basics/how-a-diesel-engine-works
https://www.britannica.com/technology/diesel-engine#toc162716main
http://www.guruotomotif.com/

Abdulhadi, Mohammedali; Hassan, A. M. Internal Combustion Engines.

http://www.uotechnology.edu.iq/dep-mechanicsandequipment

Anonim. IC Engine Testing. http://www.ignou.ac.in/upload/unit-7.pdf

Sorusbay, Cem. Internal Combustion Engines. http://web.itu.edu.tr/~sorusbay/ICE.pdf .

http://www.explainthatstuff.com/diesel-engines.html

https://www.britannica.com/technology/diesel-engine

Presentasi Materi Kuliah Marine Diesel 2017