THE UNIVERSITY OF ZAMBIA

SCHOOL OF ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING

LAB REPORT 2
TITLE:
LISTER DIESEL ENGINE TESTS

NAME: MATAUKA F. MUFUNGULWA

COMPUTER NUMBER: 2019075822

MAJOR: MECHANICAL ENGINEERING

COURSE: MEC 4402

LECTURER: MR C SIAKACHOMA

REPORT DUE DATE: 6TH SEPTEMBER, 2023.

TITLE: LISTER DIESEL ENGINE TESTS.
OBJECTIVES
A. To draw a line at constant engine speed and to estimate there from the engine friction
horse power.
B. To draw a heat balance at variable load.
C. To plot exhaust gas temperature a basis of brake power and to estimate by extrapolation
the expected gas temperature at engine rated power.
THEORY
When selecting an engine to be used to provide particular required power, it is necessary to refer
to performance characteristics of the engine especially variation of brake power, specific fuel
consumption and exhaust gas temperature with the load. The willan's line is a graph plotted at
constant speed with fuel consumption rate, Mf as ordinate and brake power as, N, as abscissa.
When extrapolated to zero fuel consumption rate, the intercept on the x-axis gives an estimate of
friction power, Ne The heat(or energy) balance is given by:

M f × LCV =N b +Qc + Qe +Qro ( KW)

Where
 Mf rate of fuel consumption, kg/s.
 LCV Lower Calorific Value of fuel used. Kj/kg (assumed 10000 kj/kg here)
F 2 πrn
 Nb= -brake power, kw
60
 Qc =M a C pe (T ae−T ai ) heat to engine coolant, kw
 M a= ρai U ai A ai coolant (air in this case) mass flow rate, kg/s
 Cpa = specific heat capacity of coolant.( 1.0065 kj/kgk for air), kj/kgk
 Tao Tai=coolant outlet and inlet ( room) temperatures respectively, k
 F= Dynamometer load, N.
 r= torque arm length, m
 n=engine speed, rev/min.
 ρai= density at room conditions (1.03 kg/m² approx.)
 A=Coolant(air) inlet area ( 0.0363m)
 Uai= measured coolant inlet speed 9.0m/s
 Qe =M e C pe (T ae −T ai )=thermal energy rate in exhaust gases,kw.
 Me=Mca=Mf =mass flow rate of exhaust gases, kg/s.
 Cpe= specific heat capacity of exhaust gases(-1.17kj/kgk), kj/kgk
 Te=exhaust gas temperature, k.
 () ( )
π ln ρai
 M ca =e γ z 2D = mass flow rate of combustion air, kg/s.
4 2× 60
 Eγ=volumetric efficiency of engine (=0.72)
 Z=Total number of cylinders.
 D=Cylinder bore, m.
 L=Piston stroke, m.
 Qro= Measured energy rates e.g. friction, leakage losses.
 The specific fuel consumption is given by: S.F.C= 3600 X Mf/Nb (kg/kwh)

EQUINMENT APPARATUS
Lister air cooled four stroke vertical engine, Barometer, Thermoincter (or Stroboscope).
Specifications (Lister/Bradford Engine)

Number of cylinders, Z...........................3

Bore, D...........……………………………………..107.95mm.
Stroke, L.................................................114.3mm.
Torque arm length; n.............................716mm.
Rated brake power @ 1800rpm………….27.6Kw

The _________is D.C. Generator with a tank of electrolyte where electrical load is applied and
varied through an adjustable electrical contact arm. The electrolyte is also the resistor medium
through which generated electrical (heat) energy is dissipated. The generator stator is freely
mounted and the reaction torque is measured by:

Reaction torque =Dynamometer force x Torque arm.

PROCEDURE
a) Take barometer and room air temperature readings at the start and end of the experiment.
b) Start the engine with no load and let it warm up for 5 minutes.
c) Take readings of:

 Load on the dynamometer indicator, kg.

 Engine speed (by hand or stroboscope), rev/min.
 Cooling air outlet temperature. Room air is assumed to be room air inlet temperature.
 Time taken to consume a fixed quantity of fuel by using a stop watch and the fuel flow
meter.
 Exhaust gas temperature
 d) Repeat (C)above with 5 different engine loads say at dynamometer readings at 4, 7, 10,
12,14 and 17kg. Allow about 4 to 10 minutes for temperature to stabilize, after each
change, and then start taking readings.

DATA COLLECTION & ANALYSIS

Initial conditions
Temperature= 298 K
Pressure= 16 inHg
Humidity= 16%
Load Time Fuel Cooling Exhaust Eng Exhaust Cooling
Consumption Air Gas speed Gas Air
outlet F temp temp outlet(K
(K) )
0 100 50 ml 148 7.1mV 1500 447 338
0 114 50 ml 147 7.0mV 1500 431 337
4 110 50 ml 156 7.9mV 1500 447 342
4 96 50 ml 156 7.9mV 1500 447 342
7 92 50 ml 163 8.9mV 1500 466 346
7 82 50 ml 165 8.9mV 1500 466 347
10 70 50 ml 171 10.6mV 1500 498 350
10 64 50 ml 171 10.7mV 1500 499 350
12 72 50 ml 176 10.7mV 1500 499 353
12 61 50 ml 185 10.8mV 1500 501 358
Final conditions
Temperature= 306 K
Pressure= 16 inHg
Humidity= 18%
Load Brake Mf S.F.C Heat Me Te Tao
[Kg] Power *10^ -4 [kg/KWh] Supplied [kg/s] [K] [K]
Nb[KW] [Kg/s] QT[KJ/Kg]
0 0 3.97 0 17.071 0.02950 437 337.2
4 4.413 4.13 0.337 17.759 0.02951 446.5 341.9
7 7.723 4.89 0.228 20.769 0.02959 482.00 346.3
10 11.033 6.34 0.207 27.262 0.02973 525.17 350.2
12 13.24 6.39 0.174 27.477 0.02974 527.61 352.5
Load[Kg] Brake Energy in %Nb %Qe
Power exhaust gases
Nb[KW] Qe[KW]
0 0 3.445 0 20.18
4 4.413 3.612 24.85 20.34
7 7.723 4.698 37.18 22.62
10 11.033 6.086 40.47 22.32
12 13.24 6.093 48.2 22.17

4
Mf

0
0 2 4 6 8 10 12 14

Brake Power
 600

500

400

300
Te

200

100

0
0 2 4 6 8 10 12 14
Brake Power

23

22.5

22

21.5

21
Qe%

20.5

20

19.5

19

18.5
0 2 4 6 8 10 12 14

Brake Power
 0.4

0.35

0.3

0.25

0.2
SFC

0.15

0.1

0.05

0
0 2 4 6 8 10 12 14
Brake Power

Sample Calculations
Initial Conditions
Temperature = 25 + 273
= 298K
Pressure = ρgh
= 13800*9.81*16*0.0254
P = 55017.62Pa
Final Conditions
Temperature = 33 + 273
= 306K
Pressure = ρgh
= 13800*9.81*16*0.0254
P = 55017.62Pa
Brake Power, Nb
Taking when Load = 4Kg
2 πNFr
Nb =
60
 2∗π∗1500∗9.81∗4∗0.716
=
60
= 4413W
= 4.413 KW
Fuel Consumption rate, Mf
Mass of fuel( Kg)
Mf =
time (s)
Taking density of diesel, ρd as 850Kg/m3 and when t = 104s
−6
50∗10 ∗850
=
107
Mf = 3.97*10-4 Kg/s
Specific Fuel Consumption, S.F.C A=π r 2
3600∗M
S.F.C =
N
−4
3600∗4.13∗10
=
4.413
= 0.337Kg/KWh

Total Energy Supplied QT

= CV * Mf
= 43*106*4.13*10-4
= 17.759 KW
Mass flow rate of combustion air, Mca

Mca =
ez ( π4 ) D ln ρ
2

2∗60

=
0.72∗3∗ ( π4 )∗0.10795 ∗0.1143∗1500∗1.03
2

2∗60
= 0.0291 Kg/s
Mass flow rate of exhaust gases, Me
Me = Mca + Mf
 = 0.0291 + 4.13*10-4
= 0.02951 Kg/s
Thermal energy rate in exhaust gases, Qe KW
Qe = Me*Cpe*(Te – Tai)
Te is obtained by interpolation from the table. Since 4kg gives 7.9mV
180 170
T(x) = (7.9-7.719) ¿+(7.9−8.236)
8.236−7.719 7.719−8.236
= 28.201 + 143.366
=173.5℃
= 446.5K
Therefore
= 0.02951*1.17*(446.5 – 341.9)
Qe = 3.612 KW
Coolant Mass Flow rate, Ma
Ma = ρai*Uai*Aai
= 1.03*9.0*0.0363
= 0.3365 kg/s

Heat absorbed by engine Coolant, Qc

Qc = Ma*Cpa*(Tao – Tai)
= 0.3365*1.0065*(341.9 – 298)
= 14.868 KJ/s
Heat Percentages
Taking load = 4Kg
4.413
Percentage Nb = ∗100
17.759
= 24.85%
3.612
Percentage Qe = *100
17.759
 = 20.34%

Ju
DISCUSSIONS

In engineering, a prime mover is an engine that converts chemical energy of a fuel into
useful work In a locomotive, the prime mover is thus the source of power for its propulsion In
an engine-generator set, the engine is the prime mover, as distinct from the generator.
Friction generally refers to forces acting between surfaces in relative motion. In engines,
frictional losses are mainly due to sliding as well as rotating parts. Normally, engine friction, in
its broader sense, is taken as the difference between the indicated power (power at piston top as
produced by the combustion gases) and the brake power (useful power). Usually engine friction
is expressed in terms of frictional power fp. Frictional loss is mainly attributed to the following
mechanical losses.

Friction power = Indicated power – Brake power

It is the Kinetic Friction acting between moving parts of the engine. About 20 percent of the
engine power of engines is consumed in overcoming frictional forces in the moving parts. The
friction force acting is dissipated as heat energy and this leads to wastage of energy.
The difference between Indicated Power (IP) and Brake Power (BO) is called frictional power
which includes friction losses in the flywheel, governor, oil pump, water pump, and other
moving parts. Therefore, you can calculate frictional power (FP) by using the formula:
F.P = I.P – B.P

Limitations of Willan’s line method:

 Willan’s line method is only used in the compression ignition (C.I) engine. It is
not applicable to S.I engine.
 The friction power given by this method is approximate.
 Friction power changes while an increase in engine speed. That’s why the engine
should run at a constant speed throughout the Willan’s line test.

The experiment was carried out. The mass flow rate of fuel, Mf, Specific Fuel Consumption
S.F.C and graphs of each of these against brake power Nb were plotted. A graph of exhaust gas
temperature against brake power was also plotted. A graph of total energy supplied to the engine,
QT against brake power was also plotted.
The graph of mass flow rate of fuel against, Mf plotted against brake power Nb showed that mass
flow rate increase as brake power increases. This conforms to the theory given in the formula for
brake thermal efficiency;
brake power , Nb
Brake thermal Efficiency =
mass flow rate of fuel∗Calorific value of fuel
Thus a calorific value of the fuel, C.V is constant and although thermal energy of the fuel
increases it increases at a rate lower than that of an increase in brake power should correspond to
an increase in mass flow rate of fuel.
The graph of exhaust temperature, Te plotted against brake power Nb showed that as brake power
increases, exhaust temperature also increases. This confirms to theory in that as engine
The graph of Specific Fuel Consumption S.F.C plotted against brake power, Nb shows that
specific fuel consumption decreases as brake power increases.
Percentages of the brake power, Nb as a percentage of the total power contained in the fuel and
energy delivered to the exhaust gases also as a percentage of the total energy contained in the
fuel were found. The highest percentage of brake power was found to be 68% when the load =
12Kg and the lowest was 30.18% when the load = 4Kg.It was also noticed that percentage of the
brake power of the total power supplied increased with increasing load on the engine. This also
is in accordance with theory. These percentages found were generally higher than the expected
values of 28% to about 35%.
The percentage of the thermal energy of exhaust gases out of the total heat contained in the fuels
was also found. The larges value was 29.34% when load = 12Kg and the lowest value was
25.34%.

Figure 2: Heat Balance Diagram for a typical CI Engine.

The disparity between the actual values and expected or theoretical values could be due to errors
incurred in the course of the experiment.
There are various possible sources of error in the experiment. There could have been an error in
the timing of the rate of consumption of fuel.
There were also difficulties in measuring the exhaust gas temperature as there could be leakage
or the meter could be faulty.
The devices used in taking most reading such the load, temperature of coolant air, exhaust gas
temperature all contained analogue meters which are generally less accurate and have greater
room for errors as compared to those with digital meters. Thus it is recommend that devices
which give out digital readings are instead introduced to be used for this experiment.

CONCLUSION
In conclusion the experiment was carried out successfully and the experiments objectives were
all achieved.
REFERENCES
1. University of Zambia, School of Engineering, Department of Mechanical Engineering,
Me 442 Heat Engines Laboratory Instruction Sheet No.1
2. Internal Combustion Engines, V. Ganesan ,2012.