Of TLECHilu)
\%VAST.
OCT 18 1960
LIBRAFRC
ETHIYL ALCOHOL AS FUEL FOR
INTERNAL COMBUSTION ENGINES
by
ENRIQUB L.
B.S.M.B.,
KILAYKO
UNIVBRSIDAD de SANTO TOMAS
(1959)
Submitted in Partial Fulfillment of
the Requirements for the Degree of
Master of Science
at the
MI1assachusetts Institut of Technology
September, 1960
Signature of Author
Department
of Mechanical Engineering,
AugusL ,,, .)60
Certified by
Accepted by
_
·__·
Chairman,
_·_·_·___
Departmental Committee
on Graduate Students
/
t.
ABSTRACT
ETHYL ALCOHOL AS FUEL FOR
INTEIWRNAL COMBUSTION ENGINES
By.
EWRIQUE L.
KILAYKO
Submitted to the Department of Mechanical
Engineering on August722, 1960 in partial fulfillment of the rxquirements for the degree of Master
of Science.
Performance of- a high compression four cylinder
automotive engine using Ethyl Alcohol as fuel with
different amounts of preheating of the inlet mixture
is evaluated. Some discussion of the results and recommendations for further research are included.
THESIS SUPERVISOR:
ASSOCILATE
AUGUSTUS R. ROGOWSKI
ROFESSOR OF MECI.ANICAL ENGINEERING
ACKNOWLEDGBMENT S
The author gratefully acknowledges the guidance and
supervision of Prof. A. R. Rogowski as thesis advisor
and the valuable comments and suggestions of Prof. C. F.
Taylor.
J.
The author also acknowledges the assistance of
Caloggero for the installation and instrumentation
of the set-up, to K. S. Rajagopolan for taking the readings during some of the runs, and to R. N. Corominas for
his patience in typing this thesis.
TABLE OF CONTENTS
Page No.
Title
-------------------------------- 1
Abstract ------------------------------ 2
Acknowledgements --------------------.
3
Nomenclature --------------------------
5 - 6
Introduction ---------------------- --
7 - 10
Description of Apparatus -------------- 11 - 13
Procedure -
-----------------------------
14 - 16
Discussion of Results, Part I --------- 17 - 19
Discussion of Results, Part II -------- 20 - 25
Analysis of Results ------------------- 26 - 35
Conclusions and Recommendations ------- 36
-
38
References ------------------.--------- 39
Tables -------------------------------- 40 - 47
Figures ------------------------------ 48
-
94
Data Sheets --------------------------- 95 - 102
NOME~ CLATURE
BHP - Brake Horsepower
- Indicated Horsepewer
FHP - Friction Horsepower
BMEP - Brake Mean Effective Pressure
IME1 - Indicated Mean Effective Pressure
FMEP - Friction Mean Effective Pressure
BSPC - Brake Specific Fuel Consumption
ISFC - Indicated Specific Fuel Consumption
Nm
- Mechanical Efficiency
Ni
- Indicated Thermal Efficiency
Nf/a - Fuel-Air Cycle Efficiency
Nv
- Volumetric Efficiency
F/Fc - Ratio of Actual Fuel-Air Ratio to the Stoichemetric Fuel-Air Ratio
P/AWa'
Fuel-Air ratio
- Actual mass -low of air, lbs./hr
Wa - Computed mass ilow of air, lbs./hr
wf - Fuel flow, lbs./hr
P1 - Pressure difference across,orifice for air flow
measurement
- Pressure at inlet manifold, psia
-A.
- Temperature at inlet manifold, OR
t
_
- Temper
.ture at entrance of heat entrol valve, OF
to
- Temperature at exit of heat control valve, oF
T
- Temperature di -ference between the entrance and the
exit of. the heat control valve, OF
Man. Vac. - Manifold vacuum
S--
Piston Speed, ft/min.
RPM - Revolution Per Minute
3c -Heat Value of Fuel
S. A. - Spark Advance, degrees before top dead center
r
Nr -
- Compression Ratio
Ratio of actual indicated thermal efficiency to
the theoretical fuel-air cycle efficiency
f - Ratio of residual gas content to total cylinder vol.
Pex
eBX - Exhaust pressure, psia.
INTRODUCTION
The use of ethyl alcohol as a substitute fuel for
gasoline in high compression automotive engines has never
been fully studied from the point of view of self-sufficiency except in some special racing engines.
Consider-
able work has been done on gasoline-alcohol blends and on
alcohol injection but not on 95% pure ethyl alcohol alone.
It is the purpose of this thesis to give an account
o - the performance of a typical four-cylinder automotive
engine using ethyl alcohol as
compression ratio which is
and to use it
fuel and operating at a
best suited for the said fuel
in an attempt togain more knowledge in
the
topic of performance and fuel economy.
3thyl alcohol because of its
porization woulc
high latent heat of va-
naturally require more preheating than
gasoline, for optimum performance and economy.
of preheating for optimum
This amount
rerformance and economy is
determined and the results compared with those using gasoline in the same engine but of a lower compression ratio.
This narticular consideration is important since preheating the inlet mixture tends to reduce air capacity and thus
enTine power, while poor distribution results in poor fuel
economy and at the same time reduce engine power.
effect of the amount of •reheat-ing
on BM••t, IM EP,
The
BSFC,
ISFC, and volumetric efficiency are 1lotted for both the
alcohol and gasoline runs.
Only steady-state running is considered but several
speed load combinations are used.
The variables which
affect the performance in a given engine running in a
steady state are:
Speed
Load
Fuel-air ratio
Inlet temperature
Compression ratio.
Since it is not practical to cover all possible combinations, a limited number of these combination are selected for test purposes.
The following are the different speed-load combinations:
Series "'A"
rpm = 1800
S
= 945 ft/min.
Part Throttle: 8.35 psia manifold pressure.
Series
3B"
rpm = 2000
s
= 1050 ft/min.
Part Throttle: 8.35 psia manifold pressure.
Series "C"
rpm = 2400
S
= 1260 ft/min.
Part Throttle: 8.35 psia manifold pressure.
Series "D"
rpm = 2000
S
= 1050 ft/min.
Full Throttle: Atmosp:heric inlet pressure
(at carburetor intake)
Series "E"
rpm = 2400
S
= 1260 ft/min.
Full Throttle: Atmospheric inlet pressure
(at carburetor intake)
Series "F"
rpm = 2800
S
= 1470 ft/min.
Full Throttle: Atmospheric inlet pressure
(at carburetor intake)
Series "A-l"
rpm = 1800
S
= 945 ft/min.
Part Throttle:
8.35 psia manifold pressure.
Series "--"
rpm = 2400
S
= 1260 ft/min.
Pull Throttle: Atmospheric inlet pressure
(at carburetor intake)
lb
For Series "A" to "F" runs inclusive, compression
ratio is at 12:1 and the fuel used is 95% pure Ethyl
Alcohol.
For Series "A-l" and "'E-1t" runs, the compression
ratio is at 7.25:1 and the fuel used is 92 octane
gasoline.
DESCRIPTION OF APPARATUS
ENGINE:
Make & Model ---------- Renault, Type R1090
No. of Cyl. ----------- 4
Type
----------- 4-stroke cycle, OHV in-line
Max. BHP
----------- 32 @ 4200 RPM (manufacturer's
rating)
Compression ratio------7.25:1
Bore-------------------58 mm or 2.283 in.
Stroke
----------- 80 mm or 3.15 in.
Piston Displacement----845 cc or 51.8 cu. in.
INLET SYSTEM:
The air supplied passes through a sharp edged .725
in orifice, (installed with flange taps according to
A.S.M.E. specifications), a surge tank, and intake pipe
connected to the carburetor air horn by a rubber hose.
Temperature of the inlet mixture is varied by the manually
controlled heat riser system. (Fig.
o).
FUEL AND FUEL SYSTEM:
When the compression ratio is
gasoline is used.
at 7.25:1, 92 octane
For high compression ratio's (12:1)
100 octane gasoline is used for starting and warm-up.
95% pure Ethyl Alcohol is used-for steady state running.
Gasoline is supplied by the laboratory main fuel pump
and is passed through a 3 - way valve before entering
the carburetor of the engine.
The 3-way valve facilita-
gasoline to alcohol
tes switching over from
while the engine is running.
Fuel flow is regulated by means of a needle installed
at the seat of the main jet.
Alcohol is supplied by
an overhead supply tank.
COOLING SYSTFM:
The ,engine is cooled by circulating water around
the water jackets by the engine water pump.
The tempe-
rature is maintained constant by means of a heat exchanger
using steam or water.
LUBRICATION SYSTEM:
Lubrication is provided by means of a fa6ce-feed
wet sump system and the oil temperature is controlled
by circulating the oil through a heat exchanger.
An
electrically driven oil pump is added for circulating the
oil through the heat exchanger.
IGNITION SYSTEM:
The ignition is the regular Renault system using an
ignition coil, distributor and battery.
Spark advance
is varied manually.
EXHAUST SYSTEM:
The engine incorporates a two -part exhaust manifold
and a heat riser system of conventional design.
Thermocouples
are installed at the entrance and exit of the heat control
valve to measure exhaust temperature at these points.
MEASURING INSrRUMENTS:
An electric cradle-dynamometer is coupled to the output shaft of the engine to measure torque.
Engine RPM is
measured by a mechanical tachometer connected to the dynamometer, and is further checked by a strobe lamp.
Air flow is measured by a differential manometer with
standard sharp edge .725 in. diameter orifice.
Fig. 44 is
a caliberation of this set-up.
Fuel flow is measured by a conventional rotometer.
The same rotometer is used with both alcohol and gasoline
but using different floats.
Figs. 45 & 46 shows the ca-
liberation of this set-up.
Spark advance is measured by a graduated crankshaft
pulley and neon timing light.
Inlet manifold pressure is measured by a mercury
manometer which reads the manifold vacuum directly.
Jacket water temperature is measured by a mercury
bulb thermometer installed at the discharge pipe at the
end of the cylinder head.
Oil temperature is measured by a vapor pressure
thermometer.
Temperature of the exhaust gas at entrance and exit
of the heat control valve (Fig. o) is measured by thermocouples using Leeds and Northrup millivolt potentiometer
indicator.
PROCEDURE
Part I.
The engine is run first using 92 octane gasoline
as fuel at a compression ratio of 7.25:1.
Fuel - air
ratio is varied from B/Pc of .9 at increments of .1 to
F/Fc of 1.3.
This is accomplished by turning the needle valve
which is installed to control the opening of the carburetor main jet. Stoichemitric fuel -air ratio for gasoline
is .06775:1.
At each run with a particular fuel-air ratio,
the heat control valve opening is varied from fully open
to fully closed.
The heat control valve position is changed
in steps by increments of 1/4 the maximum swing of the
valve from the fully open to the fully closed position.
At the fully open position of the heat control valve,
no exhaust gas is allowed to recirculate through the underside of the portion of the intake manifold directly
under the carburetor, except for some leakage of course.
At the fully closed position, all the exhaust gases are
channeled so that they circulate through the underside of
the portion of the intake manifold directly under the carburetor and serve to heat the incoming mixture of fuel and
air.
Two speed load combinations are used namely full
throttle at 2400 rpm (1260 ft/min.) and part throttle at
1800 rpm.
For the part throttle runs, the manifold
pressure is kept constant at 8.35 psia since this corresponds to the condition in which a great majority of automotive or farm tractor engines would operate at part load
con dit ions.
Before any reading is takenthe engine is
fully warmed
up to operating conditions namely 180OF jacket water temperature and 150OP oil temperature.
Spark advance is
set for best power on all runs.
Part II
The compression ratio is
raised to 12:1 by the addi-
tion of a block of metal screwed on top of the piston.
This block of metal is so designed that the space it takes
up reduces the clearance volume to an extent that the compression ratio is raised to 12:1.
To reduce warm up time the engine is started by using 100 octane gasoline and the spark retarded around
0S BTC to prevent detonation.
Once the ja'ket water temp-
erature and oil are almost 180 0 F respectively, the 3-way
valve is switched to alcohol, and the spark advanced to
best power for alcohol.
The water jacket and oil temp-
erature is adjusted to the exact figure of 1800P and
150F0
respectively.
As in the gasoline runs, five different fuel-air ratios
are used namely F/Fc =.9, F/Fc = 1.0, F/Fc
and F/Pc = 1.3.
=
1.1, F/Fc = 1.2,
The diameter of the main jet is increased
by the V"'IT or 1.264 to approximately correspond to the
lower heating valve of ethyl alcohol.
/"
The amount oF preheating is again varied by changing
the opening of the heat control valve.
Six speed-load combinations are used namely part
throttle at 1800 rpm, part throttle at 2000 rpm, part
throttle at 2400 rpm, full throttle .at 2000:.rpm, full
throttle at 2400 rpm, and full throttle at 2800 rpm.
These
speed-load combinations are chosen so as to be able to
determine the effect of piston speed in the several variables.
For part throttle runs, the inlet manifold pressure
is kept constant at 8.35 psia and for full throttle runs,
the pressure is atmospheric at the carburetor intake.
Spark advance is set for best power at each run.
Jacket water temperature and oil temperature are kept
constant again at 180 0 F and 150OF respectively.
Discussion of Results
Part I
(A) The effect of inlet mixture preheating on Brake
and Indicated Specific Fuel Consumption - using gasoline
as fuel:
Figures 1 & 2 shows the efffect of preheating the
inlet mixture on the BSFC of the engine when 92 octane
gasoline is used as fuel.
At low speeds (S=945 ft/min)
and at part throttle, BSFC decreases with the increase in
of the A T between the inlet and outlet portions of the
heat control valve.
The minimum BSFC would be at a higher
AT for a richer mixture.
For leaner mixtures the minimum
BSFC are at lower. Ts except for the leanest mixture (F/Fc=
.9)
in which the minimum BSFC. is again at a highaT.
When a rich mixture is used there is an excess of
fuel that all the cylinders have a rich mixture, which
means that no Cylinders tend to run lean, but the air
capacity decreases at a faster rate than the improvement
in fuel-air mixture distribution.
But when the mixture
is very lean, there is not enough excess fuel in the manifold to take care of the difference in fuel-air ratios
amoung the cylinders, that distribution plays an important
role.
Increasing the AT in the heat control valve will
heat and speed up the vaporization of the fuel particles,
consequently improving distribution and the B4EP.
When the engine is speeded up and the throttle fully
opened, (Fig. 2), velocities in the manifold increase and
distribution improves that less heat in proportion to the
fuel that comes in is necessary,
increases the BSFC.
that increasing theAT
This it true in Stoichemetric fuel-
air ratios and higher.
In this case the improvement in
distribution is slower than the rate of decrease of the
air capacity.
This is more clearly shown by comparing
Figs. 1 & 3 or 2 & 4. The increase of BSFC in proportion
toAT is faster than that of the ISFC because of the drop
in air capacity and consequently the mechanical efficiency.
But again, for fuel-air ratios less than stoichemetric, distribution is a more important factor because
of the absence of excess fuel.
Here the BSFC and ISPC
continues to improve as the AT is increased.
(B) The effect of inlet mixture preheating on Brake
and Indicated Mean Effective Pressure using gasoline as
fuel:
Figs. 6,7,8, & 9 show the effect of increasing !T
on brake and indicated mean effective pressure.
Except
for fuel-air ratios less than stoichemetric, mean effective pressure decreases as the AT is
reduced air capacity.
increased due to the
With very lean fuel-air ratios,
some cylinders tend to misfire thereby reducing engine
power, that inspite of the reduced air capacity due to
the preheating inlet mixture, the mean effective pressure
remains somewhat constant.
In this case the improvement
in distribution is somewhat proportional to the decrease
in air capacity.
(C) The effect of fuel-air ratio on
specific Fuel Con-
sumption using gasoline as fuel.
On Figs. 11 & 12 two lines are plotted for BSFC and
ISFC.
One line is for either BSFC or ISFC with the heat
control valve closed and the other with the heat control
valve open.
As can be expected, the point of minimum BSPC with
the heat control closed occurs at a lower fuel-air ratio
than when the heat control is open.
This is explained by
the fact that there is better distribution of fuel with
high inlet manifold temperatures, that a leaner mixture
can be used.
The value of the BSFC or ISPC with the heat
control valve closed, at their minimum point is not the
minimum BSFC or ISFC of the runs because of the reduced
air capacity which reduces power.
Part II
(A) The effect of preheating the inlet mixture on
Brake and Indicated Specific Fuel Consumption using 95%
pure Ethyl Alcohol as fuel:
Figs. 13 to 16 inclusive,
show,
the effect oi pre-
heating the inlet mixture on the BSFC and ISFC when alcohol is
used as fuel.
Because of the hih
of vaporization of alcohol,
heat control valve,
latent heat
increasin- the AT across the
decreases both the brake and indicated
specific fuel consumption.
Increasing theA•T improves the
distribution to such an extent that even though the air
capacity is reduced slightly, the power increases.
Figs.
13 & 15 show that at low fuel-air ratios and at low manifold pressures (part throttle),
the BSFC & ISFC will reach
a minimum point at a AT of approximately 120oF and will
increase slightly as the AT is
is
increased futher.
This
due to the fact that at low fuel-air ratios, the amount
of heat transferred from the exhaust gases to the inlet
mixture is just about right for good distribution but not
too excessive as to reduce the air capacity.
When speed is
increased, i.e.
kept constant but manifold pressure is
throttle fully opened, the minimum BSFC
and ISFC occurs at the same value of AT, but in
this value of &T
creased there is
is
this case
the maximum and when the ACT is
de-
a faster rate of rise of BSFC and ISFC
in r-roportion to the rate of decrease of the ZST, than
when manifold pressure was low.
This is
probably due to
the fact that more fuel has to be heated and the time
element involved is not sufficient to heat up the mixture
as mluch as it
did when the manifold pressure was low.
(B) The effect of preheating the inlet mixture on
Brake and Indicated Mean Effective pressure, using 95%
pure Ethyl Alcohol as fuel:
Again, for part throttle runs, the rate of increase
of both BMEP and IMEP as the AT is increased is slower
than the rate of increase of the BNIEP and IMEP of the full
throttle runs.
tionships.
Figs 17 to 28 inclusive,
From these graphs it
manifold pressure is
show these rela-
can be noted that when
kept constant, points of maximum
BMEP or IMEP occur at a lower AT when the speed is increased.
As engine speed increases, the velocity of the gases in
the manifold also increase and improves distribution that
less preheating is necessary for satisfactory distribution
of fuel among the cylinders.
The lower ATs obtained in
high speed runs are due to the fact that there is less
time for heat transfer from the exhaust gases to the inlet
mixture at high speeds than for low speeds.
(C) The effect of preheating the inlet mixture on
volumetric efficiency:
Figs. 29 to 34 inclusive show the effects of increasing the AT on the volumetric efficiency.
As can be ex-
pected, the volumetric efficiency or air capacity drops
as the A6T increases, but the drop is less when alcohol
is used as fuel instead of gasoline.
The high latent heat
of vaporization of alcohol accounts for this because it
prevents a great rise in the temperature of the inlet mixture. In other words, the charge density may even increase
due to the cooling down of the mixture as it vaporizes
with the addition of heat.
(D) The effect of piston speed on Mean Effective Pressure using 95% pure Ethyl Alcohol as fuel:
Fig. 35 shows the variation of BMEP and IMEP with
piston speed keeping the fuel-air ration and manifold
pressure constant at 8.35 psia.
Both BM•EP and IMEP have
their peak at approximately the same speeds and they are
always higher with the heat control valve fully open (no
exhaust gas recirculated).
For full throttle runs (Fig. 36) the peak of the
BMEP an IMEP occurs at a lower piston speed because of
the decrease of volumetric efficiency as the speed goes
up (Fig.
39).
With the heat control open the drop in both
BMEP and IYMEP is less as the speed goes up because of the
higher charge density and volumetric efficiency,
although
their values are lower to start with.
(B) The effect of speed on Specific Fuel Consumption:
Minimum BSFC and ISFC occurs at about the same speed
for low manifold pressure and at F/Fc of 1.1.
this particular fuel-air ratio it
Running at
can be noticed on Fig. 37
that the curves for BSFC and ISFC with the heat control
valve fully open and fullly closed overlap at very low
speeds.
This is
due to the fact that at low speeds and
at low manifold pressures there is sufficient time for the
,uel-air mixture to vaporize even though the heat control
valve is open.
Run No. 90, Table III shows that even though
the heat control valve is
open, there is
aaa T of 590F which
means that some of the exhaust gas leak through the heat
control valve and preheat the incoming fuel-air mixture.
This amount of heat leakage is
sufficient at this speed
and fuel-air ratio to vaporize enough of the fuel to insure good distribution.
As the speed is increased to 1260 ft/min., there is
less time for heat transfer from the exhaust gases to the
incoming mixture that even though the heat control valve
is fully closed, not enough heat is
available that the
difference between BSFC or ISFC with the heat control
valve fully open and fully closed is again slight.
For full throttle runs (Fig. 38) the picture is
similar except that the low speed in which the BSFC or
ISFC curves with heat the control valve fully open moves
towards the BSFC or ISFC curves with the heat control
valve fully closed, is not reached.
it
is
But at high speeds
clearly shown in Fig. 38 that the curves start to
move towards each other, again because of the limited
time available for heat transfer between the exhaust gases
and the inlet mixture.
(F) The effect of fuel-air ratio on Mean Effective
Pressure:
For part throttle runs, (Fig. 40) the mean effective
pressure increases only very slightly with increasing
fuel-air ratio once stoichemetric fuel-air ratio is
reached
unlike the mean effective pressure using gasoline.
This
P4
is explained by the fact that alcohol being a single compound vaporizes at a single temperature, and any increase
of alcohol in proportion to air does improve the distribution of the fuel among the cylinders.
The picture is similar for full throttle runs, (Pig.
41), although the peak is at a higher fuel-air ratio.
By comparing Fig. 41 and Fig. 10, it can be seen that the
peak of the mean effective pressure occurs at about 1.175
F/Pc for alcohol while for gasoline it occurs at 1.3
F/Fc, also because of alcohol being a single compound,
consequently a single vaporization temperature.
(G) The Effect of fuel-air ration on Specific Fuel
Consumption using 95% pure Ethyl Alcohol as fuel:
Regardless of engine speed, minimum BSFC occurs in
the vicinity of .975 P/,Pc, and minimum ISFC at .95F/Pc.
By comparing Figs. 42, 43, 11, and 12, one will notice
that the minimum specific fuel consumption for alcohol
occurs at a lower P/FPc than for gasoline because the mean
effective pressure, when alcohol is used as fuel, does
not rise appreciably when the fuel-air mixture is enriched.
For both part throttle and full throttle runs using
alcohol (Figs. 42 & 43) the minimum BSFC and ISPC with the
heat control closed (max. heat) is at a slightly lower
F/Fc than when the heat control valve is fully open (min.
heat) because of improved distribution of fuel when a
greater part of it is vaporized.
The reason for the minimum ISFC occuring at a slight-
ly lower P/Fc than that of the minimum BSFC is that at F/Fe
lower than stoichemetric the brake mean effective pressure
drops sharply that the mechanical efficiency decreases faster than the decrease in fuel consumption.
Throughout the range of fuel-air ratios, the specific
fuel consumption for alcohol with.the heat control closed
is always lower than the ones with the heat control open.
This is opposite to the resUlts that are obtained when gasoline is used.
,d
3
ANALYSIS OF RESULTS
Theoretical Fuel-Air Constant Volume Cycle using Gasoline:
r = 7.25, P1 = (14.7) - (1.5 x .491)
= 14.7 - . 73 = 13.97
f = .03 (assumed)
T1 = 600oR (assumed)
PeX = 14.7 psia
FP/A = .06775
P/Pc = 1.0
4
Pt.(1)
P=ff13.97
T.600
Pt.
P 1 = 13.97, T1 = 6000 R
(1)
V1 = 16 cu. ft.
Process
El = ý6
(1)---------(2)
V1
(Compression)
= 7.25, V2 = 16
7.15-
V2
= 2.2 cu. ft.
At V2 = 2.2 cu. ft.,
P2
=
205
T2
=
1175,
E2 = 142
____
_I
_·
__
~_~__·_
_^__I_~___· _· _ ~~~_~
_~~_·____
___________
(Combustion)
Process (2)--------------(3)
E3 = B2 + E comb.
= 142 + 1280 (1 - .03)
= 142 + 1280 (.97)
= 1382
At
B. t. u.
E3 = 1382
T3 = 5060 R
& V3 = 2.2, cu. ft.
P 3 = 950 psia
Process (3)--------------(4) '(Expansion)
V4 = Vi = 16 Cu. ft.
T4 = 3450oR P4 = 89 psia
E4 = 747
Pt. (5)
:T5 = 2400°R
W
V5 = 66 cu. ft.
B5 = 442
(E3 - E4) - (B2 - B1)
= (1382 - 747) - (142 - 16)
= 635 - 126
= 509
B.t.u.
= 509 x 778
W
144 ( 16-2.2)
V1 - V2
MEP =
= 5.4
509
13.8
= 199 psia
N f/a =
509
=
(l-f)(E Comb)
= 509
.97 x 1280
= .41 or 41%
=40
Actual Indicated Thermal Efficiency, Ni:
r = 7.25,
P/Pc = 1.0,
RPM = 2400
P1 = 13.97 psia,
T= 600oR (estimated, with bT = 0)
Ni =
2545
ISFC x Bc
=
2545
"8,i00
2545
.427 x.19,000
= .314 or 31.4%
Ratid of Actual Indicated Thermal Efficiency t
Theoretical Fuel-Air Cycle Efficiency, Nr:
Nr= .314
.41
.765 or 76.5%
Theoretical Fuel-Air Constant Volume Cycle using 95%
Pure Ethyl Alcohol as fuel:
r = 12,
P1 = 13.97
f = .02 (assumed)
T1 = 600OR (assumed
Pex = 14.7 psia
F/A = .1114
F/Fc = 1.0
I,
I
1
,,,,
V, i
t.
'
- -
ft.
P 1 = 13.97, T1 = 6000 R
V1 = 17 cu. ft. E1 = 52
Pt. (1)
Process (1)------(2) (Compression)
V1
-
V2
At
= 12,
S2
V2 = 17
12
V 2 = 1.415 cu. ft.
T 2 = 1280 0 R
P2 = 365 psia
Process
1.415 cu. ft.
E2 = 212
(2)-----------(3) (Combustion)
B3 = E2 + B comb
= 212 + 1288 (1 -f)
= 212 + 1288 (.98)
= 212 + 1260
= 1472
- ' - '~S
At
E3 = 1472
T3 = 5060 0 R
&
P3
V3 = 1.415 cu.
1550 psia
=
Process (3)----------(4)
V4 = VX 0 17 cu. ft.
T4
Pt. (5)
=
E4 = 630
P4 = 70
10
T5 = 2000 0 R,
ft.
V5 = 57 cu.
-5 = 370
ft.
- (E3 - E4 ) - (B2 - El)
(212 -
= (1472 -630) = 842 - 160
682
IMEP =
B.t.u.
_
VI - V2
= 5.4
52)
= 682 x 778
144 (17-1.4r5)
682
15.585
= 236 psi
W
Nf/a =
=
(1-f) (B comb)
=
682
1260
682
.98 (1288)
= .54 or 5470
Actual Indicated Thermal Efficiency, Ni:
r = 12,
F/Pc = 1.0, RPM = 2400
P1 = 13.97 psia, T1 = 6000 (estimated,
2545
I SFCxEc
=
2545
7380
Ni =
Nr =
.345
.54
with max
2545
.637 x11,600
= .345 or 34.5%
= .64 or 64%
-t)
36
I
r
Theorectical Fuel-Air Constant Volume Cycle using Gasoline
r = 7.25,
P 1 = 8.35 psia
f = .06 (ass)T1 = 600 0 R (assumed)
Pex = 14.7 psia
F/A = .06775
F/Fc = 1.0
"4.
VA,
Pt. (1)
P1 = 8.35 psia
V1 = 26 cu. ft.
Process (1)----------(2)
V1
-=
7.25,
V2
V2
At
=
T1 = 600 0 R
1E= 16
(Compression)
26
7.25
= 3.58 cu.ft.
V2 = 3.58 cu. ft.
E2 = 142
T 2 = 7190
P2 = 138 psia
(Combustion)
Process (2)---------(3)
E3 = E2 E comb
= 142 + 1280 (1 - .06)
= 142 + 1280 (.94)
= 142 + 1200
= 1342 B.t.u.
At E3 = 1342
T3 = 4950 R
& V3 = 3.58 cu. ft.
P3 = 570
Process (3)------------(4)
V2 = VI = 26 cu. ft.
3;
P4 = 45 psia
T4 = 3290R
Pt.
(5)
T5 = 2730 0 R
= (E3 -
E4 = 695
£5 = 510
V5 = 68 cu. ft.
4) - (E2 - El)
(1342 - 695) - (142 - 16)
=647 - 126
= 521
W
IMEP =
V1 -V2
= 5.4
=
521 x 778
144, (26 - 3.58)
= 125.5 psi
Sh1
22.42
521
=
Nf/a =
(l-f)(E comb)
521
o
1200
(.94)(1280)
= .434 or 43.4%
Actual Indicated Thermal Efficiency, Ni:
RPM = 1800
F/Fc = 1.0
r = 7.25,
Ti = 600oR (estimated, with opP1= .35 psia
')CA C
timum h T)
-
•545
/545
ISFC x Ec
.492 x 19;,000
= .2725 or 27.25%
Nr =
.2725
.434
=
9325
= .629 or 62.9%
Theoretical Fuel-Air Constant Volume Cycle using 95% Pure
Ethyl Alcohol as Fuel
Pi = 8.35 psia
r = 12,
Ti = 600 0 R (assumed)
f = .04 (assumed)
Pex = 14.7 psia
F/A = .1114
F/Fc = 1.0
,ý ?'"-
v1i
eft
fl.
3.a
Pt. (1)
P1 = 8.35 psia
V1 = 26 cu.
Ti = 6000 R
21 = 52
ft.
Process (1)----------(2) (Compression)
V1
V2 =
12,
V2
At
36
2.16 cu. ft.
12
V2 = 216 cu. ft.
T2 = 13500 R
Pp = 250
Process
E3 =
=
=
E2 = 235
(2)---------(3) (Combustion)
E2 + E comb
225 + 1288 (1 )f)
225 + 1288 (.96)
= 225 + 1235
= 1460 B.t.u.
At E3 = 1460
V3 = 2.16 cu. ft.
P3 = 970 psia
T3 = 49800 R
Process (3)------------(4)
(Expansion)
V4 = VI = 26 cu. ft.
Pt. (5)
w
T4 = 2880 0 R
P4 = 45
T5 = 22200 R
E4 = 650
V5 = 70 cu. ft.
= (E3 - E4) - (2
F5 = 430
- E1l)
= (1460 - 650) - (225 - 52)
= 810 - 173
= 637
IMEP =
B.t.u.
= 637 x 778
W
Vl - V2
144 (26
- 2.16)
637
= 5.4
144(26-2.16)
= 144.3 psi
Nf/a =
mI
•
J
•
g
(l-f)(E comb)
-
637
(.96)(1288)
-637
1235
= .515 or 51.5%
Actual Indicated Thermal Efficiency, Ni:
r = 12,
F/Fc = 1.0, RPM = 1800
P 1 = 8.35 psia
T 1 = 600oR (estimated, with optimum &T)
2545
2545
.735 x 11,600
ISFC + E2
= .2984 or 29.84%
Ni =
Nr =
= .58 or 58%
.2984
.515
Decrease of Nr from full throttle @ 2400 RPM to part
throttle at 1800 RPM
Using Gasoline:
13.6
Decrease = 76.5 - 62.9
76.5
76.5
.=
1775 or 17.75%
Using Alcohol:
Decrease =
64-58
64
= .0937
or 9.37%
Decrease in Max. BMEP from full throttle @ 24@4RPM to part
throttle @ 1300 RPM:
Using Gasoline: (using nax. values, Tables 'I & II)
Decrease=
112.2 - 44.75
67.45
67.45
112.2
112.2
-
.60
or 60%
Using Alcohol: (using max. values, Tables III & VII)
Decrease = 123 - 59.25
63.75
= .518 or 51.8%
123
123
Increase in Min. BSFC from full throttle @ 2400 RPM to
part throttle @ 1800RPM:
Using Gasoline
Decrease =
(using min. val ues, Tables I & II)
.710 - .492
.492
.218
,492
-W.443 or 44.3%
Using Alcohol: (using min. values, Tables III & VXI
Increase = ,939 - .760 = .179
.760
.760
= .2355 or 23.55%
Theoretical increase in IMEP from r = 7.25 using gasoline
to r = 12 using alcohol based on fuel-air cycle.
(full throttle)
= .186 or 18.6 %
=36 - 199 = 37
Increase
199
199
Actual Increase (using max. values, Tables II &VII)
= 145.85 - 130
130
15.85
= .122
or 12.2 %
130
Theoretical Increase in thermal efficiency fro r = 725
using gasoline to r = 12 using alcohol based on fuelair cycle. (Part Throttle)
Increase
515 434
.434Incease
.434·
Actual Increase =.2984 .2725
081
.434
.2725-
.186 or 18.6%
.0259
.2725
_=.952
or 9.52%
(a) Charles Kettering Study: (Ref. 1, Fig. 13)
Max. BMEP @ 2400 (High Compression Engine) = 127.5 psia
or 12.5:1.
Max. BMBP @ 2400 (Stock Engine) = 102 psi (r = 6.4)
Compression ratio factor = 12o5.
-1.95
-6.4
Ratio of BMEP's
=
127.5
102
= 1.25
For compression ratio factor of 1.655,
ratio of BS~BP's = 1.655
1.25
1.95
= 1.06
(b) Max. BMEP @ 2400 (High Compression Engine using alcohol) = 123 psi (r ='12:1)
Max. BMEP. @ 2400 (Stock Efigine using gasoline) = 109.3
(r = 7.25:1)
Compression ratio factor =
12
7.25
Ratio of BMBP's =
= 1.126
123
109.3
= 1.655
CONCLUS.IONS AND RECOMMENDATIONS
(1)
For a typical 4-cylinder four-stroke engine to run
efficiently on ethyl alcohol, more inlet mixture preheat,
ing is necessary because of ethyl alcohol's high latent
heat of vaporization.
At light throttle and piston speeds of 1000 ft/min
or less, the exhaust gases provide, enough heat for satisfactory vaporization of alcohol in the inlet manifold.
But at full throttle or high manifold pressure and at
piston speeds in excess of 1000 ft/min.,
the amount of
heat transfer from the exhaust gases to the inlet mixture is insufficient because of the time element involved.
This warrants a more closely fitted heat riser
system between the exhaust and inlet manifold to reduce
leakage of the heat from the exhaust gases to the surroundings other than the inlet mixture.
Unfortunately no effort has been made to isolate
the inlet manifold and preheat it by some other means
and determine the heat requirements for optimum performance and economy at full throttle and high piston speeds
or RPM.
(2)
The preceding analysis shows that a typical 4-cylinder four-stroke engine can be made to operate satisfactorily on ethyl alcohol with relatively minor modifications.
37
A study by Charles Kettering (Ref. 1) shows that
when the compression ratio used approaches 12:1, the
actual increase in thermal efficiency is less in proportion to the theoretical fuel-air cycle efficiency.
The
results obtained in this thesis are of similar form.
The
analysis shows that the ratio of the actual indicated
thermal effeciency to the theoretical fuel-air cycle
thernza•l-
efficiency is lower with alcohol at a 12:1
compression ratio than that of gasoline at a compression
ratio of 7.25:1.
But this drop in the ratio (Nr) is not
due to the fact that the actual indicated thermal efficiencies of high compression spark ignition engines do not
rise as fast as the theoretical fuel-air cycle thermal
efficiency as compression ratio increases, for part of
it is due to the less efficient fuel distribution when
alcohol is used.
According to Charles Kettering's report (Ref. 1),
"if the compression ratio of an engine 6.5:1 were raised
to 10:1 or 12:1, little gain in power and efficiency should
be expected due to the internal friction which is brought
about by their lack of riaidity.
Roughness, increased
friction and other mechanical problems tend to counteract any gains from high compression ratios".
This thesis disproves that statement,
for the re-
sults indicate that there is a substantial gain in power
and economy when the compression ratio is raised by mere
addition of a block of metal on the piston head.
No
appr~ciable roughness nor decrease in mechanical efficiency is encountered.
REFEIRECBS
..tilization
More-fficient
of ,uels
by Charles Kettering
For the Ppreentation at the SA'
M3I7ER M•4TING
June 1 - 6, 1947.
2. Teclhnical Ch-r cteristics of Alcohol - Gasoline l1ends
Motor .uel ,.acts
American e•troleu:
Series - No. 1
Institute, New York, N. Y.
3, The Utiliza`tion of iower Alcohol in Combination with
7lormal.an &,,eavyFi-els in i_,: Speed Diesel •n~incs.
by Dr.
I,. A.
and T.
L.
.a.vemann.
,1. R. K. Pao,
A. Natarajan
Narasimhan,
Journal o : the InCian Institute of Science
Vol. XXXV, N~. 4, 1953
4.
ower 0Alcohol,
isztorr and Analysis
,merican Petroleum Institute, ,ew York, N. Y.
5. G~Z'Ter Diag.rns or Theoretical Alclhol - Air and
Occ•ne -7Later - AirZrixtures
b,
i.chcrd liebe, J. i. Shultz, and J. C. Porter
In: ustrial and ngineerin C'hei1stry, july 1944.
6. Elenrent,: of Internal Combustion 3nj-nes
by A. •,. Rogowski.
7.
The Int ernal Combustion Engine
by Ta-lor ind '2.aylor.
C. Fuels
b
and Combustion
M. Smith
mand K. Stinson,
odition
1st
.cGraw Till Book .Com-.any, I,:92.
9. The Performance of Alcohol-Gasoline Blends
by A. R. Rogowski and C. F. Taylor
10
TABLE - I
Series "A-i" Part Throttle, 1800 rpm (945 ft/min)
Fuel - Gasoline
BHP
IP
IHP
BMEP ' IMEP
c=l. 3
5.25
5.12
5.12
4.97
4,77
7.27
7.04
7.04
6.99
6.97
44.75
43.65
43.65
42.40
40.75
61.5
60.0
60.0
59.6
57.9
!c=1.2
5.05
4.95
4.87
4.82
4.71
7.07
6.97
6.89
6.84
6.73
43.10
42.20
41.50
41.00
40.20
..=1.1
4.64
4.58
4.51
4.44
4.40
6.66
6.60
6.53
6.46
6.42
C-1.0
4.04
3.98
3.87
t=.9
Nm
~BSFC
IISFC
.727
.727
.727
.711
.704
.747
.766
.747
.782
.797
.543
.557
.543
.556
.561
.377
.377
.377
.373
.365
88
156
197
213
217
26
27
28
29
30
60.3
59.25
58.70
58.25
57.40
.714
.711
.707
.705
.700
.711
.715
.721
.730
.727
.508
.509
.510
.513
.509
.373
.368
.365
.365
.356
131
162
208
218
223
31
32
33
34
35
39.45
39.10
38.40
37.80
37.50
56.70
56.25
55.75
55.10
54.75
.696
.695
.690
.687
.685
.710
.719
.714
.725
.732
.495
.500
.493
.498
.501
.373
.373
.365
.365
.365
125
173
220
232
239
36
37
38
39
40
6.06
6.00
5.89
34.40
33.90
33.00
51.60 .667
51.10 .664
50.20 .657
.742
.741
.755
.495
.492
.496
.374
.368
.365
106
200
220
41
42
43
3.84
5.86
32.70
50.00 .655
.762
.500
.365
225
44
3.87
5.39
33.00
50.20 .657
.755
.496
.365
236
45
3.39
3.47
3.47
3.43
3.43
5.41
5.49
5.49
5.45
5.45
28.90
29.55
29.55
29.25
29.25
46.20
46.80
46.80
46.50
46.50
.795
.776
.765
.767
.767
.498
.490
.483
.483
.483
.374
.374
.368
.365
.365
102
175
222
237
255
46
47
48
49
50
.626
.632
.632
.629
.629
BSFC min - - .710 @ 1250 &T & 1.1 F/Pc.
BMEP max - - 44.75 @ 880& T & 1.3 F/FPc.
I Nv
;
T 'Run'No.
TABLE - II
Series "BE-I"
Full Throttle 2400 rpm (1260 ft/min)
Fuel - Gasoline
BHP
IHP
17.52
17.22
16.85
16.78
16.50
20.03
19.73
19.36
19.29
19.01
112.2
110.2
107.8
107.4
106.7
130.0
126.2
123.8
123.7
122.5
.864
.872
.870
.869
.869
17.40
17.08
16.78
16.60
16.52
19.91 111.3
19.59 109.3
19.29 107.3
19.11i 106.2
19.03 105.9
127.8
125.5
123.5
122.4
121.8
-Pc=1.1
17.08
16.69
16.33
16.17
15.98
19.59
19.20
18.84
18.68
18.49
109.3
106.0
104.7
103.4
102.3
e-c=1.0
16.15
15.80
15.62
15.25
15.18
13.73
13.63
13.63
13.47
13.56
.:c=1.3
I
pc=1.2
-A·
9
BME•I3P
IMEP
Nm
Run No.
ZAT
ISFC
Nv
.598
.598
.605
.604
.630
.517
.522
.526
.525
.548
.755
.745
.736
.730
.726
.873
.872
.870
.869
.869
.550
.5525
.5550
.5590
.5580
.481
.483
.484
.486
.485
.749
.738
.730
.726
.723
77
104
6
7
8
9
10
125.5
122.0
120.6
119.6
118.3
.872
.870
.866
.865
.865
.510
.514
.520
.524
.526
.444
.447
.450
.454
.455
.743
.735
.726
.724
.720
0
44
72
85
104
11
12
13
14
15
18.66 103.3
18.31 101.1
18.13 100.0
17.76 97.6
17.69 97.1
119.5
117.1
116.1
113.5
113.1
.865
.864
.862
.859
.858
.494
.492
.494
.504
.506
.427
.426
.425
.433
.435
.748
.736
.730
.727
.722
0
26
67
79
108
16
17
18
19
20
16.24
16.14
16.14
15.98
16.07
103.8
103.5
103.5
102.2
102.8
.847
.844
.844
.842
.844
.529
.526
.522
.522
.515
.448
.444
,440
.440
.435
.759
.752
.745
.736
.730
0
44
74
81
101
21
22
23
24
25
87.9
87.2
87.2
86.1
86.7
BSFC
BSFC min -- .492 @ 260
T & 1.0 F/Pc.
k T & 1.3 F/Fc.
BMEP max -- il. ' @ 00° N
0
27
64
83
93
0
34
65
4A
TABLS III
Series "A" Part Throttle, 1:300 rpm (945 ft/nin)
iFuel - Alcohol
____
I~
BHP
IHPl
·Ir
F/sc =1.3
.
. 0?).
.735
.:333
.708
.70C
.960
59.25 81.10
9.22
F/FPc =1.1 6.00
5.31
_!
5.81
5.81
5.92
5.27
5.25
5.25
-
P/Fc =.9
i
2.69
2.69
2.69
2.825
2.69
536.20 7.05C
.720
56.40 78.25 .720
57.:00 78.85 .7225
57.00 73.85 .7225
57.00
78.85..7225
----~-~ ~ -
8.56
8.37
8.37
8.37
8.48
51.20
49.60
49.60
49.60
50.60
7.74
7.87
7.83
7.81
7.81
-
--
80
.383
.CCi
121
139
82
83
.702
.383
161
84
.690
.391
.950
.939
.939
.939
.684
.678
.678
.673
--
73.05
71.45
71.45
71.45
72.45
.7p00o
.992
.6950
.6950
.6950
.6980
.998
44.30
45.45
45.20
44.80
44.80
66.15
67.30
67.05
66.65
66.65
.6700
.6750
.6720
.6720
.6720
1.128
23.00
23.00
23.00
24.20
23.00
44.85
44.85
44.85
46.05
44.85
.5130
.5130
.5130
.5250
.5130
1.965 1.000
1.945 .996
1.935 .992
1.840 .965
1.935 .992
I
5.31
51
.712 .383
88
· ·- -·
9.22
-----
_
P/Fc =1.0 5.18
1i.un Io.
A T
-
.980
.972
.972
.961
9.22
6.66
6.66
6.66
IN
--
.720
9.12
9.15
6.56
6.59
--
.726
.729
.729
.730
--I··----·CIIL-C··-·-··-CI*·.
·
SF/F = 1.2
BSFC ISPC
-
7 ..'0,5
'.4.40.
9 .50
6.94
IMBP
r·~-~··~-LC·-r~·-C.rr
9 .36 58.10 79.95
9 .42
5.2.60 8C.45
9 .42
Q
6.80
6.86
6.86
BMEP
---------rr··
.998
.998
.998
.695
.695
.695
.694
.696
·
4Z
89
.388 116
.388 143
.388
156
.404
59
80
.394
.394• 118
.394 135
.394
156
__
1.090
1.095
1.100
1,100
90
91
92
93
94
I
.755
.441
.735 .437
.437
.735
.739
.437
.739 .. 437
45
85
96
119
125
95
96
97
98
99
34
80
97
118
131
100
101
102
103
104
~
5.25
5.25
5.25
5.385
5.25
BSFC min ---. 939 @ 116 0 .T & 1.2 F/Fc
BMEP max --- 59.25 @ 1610,4T & 1.3 P/Fc
.443
.439
.436
.436
.436
4L.4
Table - IV
Series "B" Part Throttle 2000 rpm (1050 ft/min)
Fuel - Alcohol
BHP
L
I·
_·_·
IHP
BMEP
IMEP
Nm
BSFC
ISFC
Nv
Run No.
PF/Fc=1.3
7.75
7.70
7.66
7.66
7.55
10.68
11.63
10.59
10.59
10.48
59.50
58.80
58.90
58.90
58.10
82.15
81.75
81.35
81.35
80.55
.726
.724
.725
.725
.720
.981
.980
.975
.964
.958
.712
.710
.706
.697
.690
.399
.396
.392
.387
.379
74
97
118
142
164
145
144
143
142
141
=2
7.63
7.66
7.63
7.63
7.63
10.56
10.59
10.56
10.56
10.56
58.60
58.90
58.60
58.60
58.60
81.15
81.45
81.15
81.15
81.15
.724
.724
.724
.724
.724
.9275
.9180
.914
-914
.914
.671
.665
.660
.660
.660
.401
.399
.395
.395
.395
67
97
118
141
157
150
149
148
147
146
P•Fc1.1
7.36
7.48
7.44
7.30
7.30
10.29
10.41
10.37
10.23
10.23
56.50
57.50
57.20
56.10
56.10
79.05
80.05
79.65
78.65
78.65
.716
.719
.718
.7125
.7125
.882
.8625
.8600
.8700
.8700
.632
.620
.6175
.6200
.6200
.401
.400
.395
.392
.392
.52
92
115
145
178
155
154
153
152
151
.8100
.5780 .404
76
160
vc=1.0
7.26 10.19 55.80 78.35 .713
7.21
ývc=.9
10.14
55.40
77.95
.710
7.10 10.03
'7.10 10.03
54.60
54.60
77.15
77.15
7.10
10.03
54.60
6.21
6.21
6.10
6.17
6.14
9.14
9.14
9.03
9.10
9.07
47.75
47.75
46.90
47.40
47.10
BSFC min -BMEP mqax --
.8020
.5700
.398
109
159
.707
.707
.8100
.8025
.5725
.5675
.395
.392
131
154
158
157
77.15
.707
.7960
.5640
.389
168
156
70.30
70.30
69.45
69.95
69.65
.680
.680
.675
.678
.6775
.857
.850
.860
.850
.855
.5830
.5780
.5810
.5760
.5790
.407
.404
.401
.401
.401
71
99
120
143
169
165
164
163
162
161
.85 @ 110 0 AT & .9 F/Pc
59.5 @ 740°,T & 1.3 F/Fc
44f
TABLE - V
Series "C"I Part Throttle, 2400 rpm (1260 ft/min)
Fuel - Alcohol
i
~
,r
BMEP
IHP
- ---8.76 12.30 56.10
8.84 12.38 56.60
8.84 12.38 56.60
8.80 12.34 56.40
8.62 12.16 55.20
--- -- ~8.98 12.52 57.50
8.89 12.43 56.90
8.80 12.34 56.60
8.80 12.34 56.60
8.84 12.38 56.60
-·· ---8.84 12.38 56.60
8.84 12.38 56.60
8;80 12.34 56.40
8.76 12.30 56.20
8.70 12.24 55.80
BHP
=1.3
4jcII
1,
7.08
7.18
8.16
8.416
8.16
10.62
10.72
11.70
11.70
11.70
-
6.65 10.19
6.55 10.09
6.10
9.64
5.475 9.015
5.475 9.015
BSFC min -BMEP max --
45.40
46.00
52.30
52.30
52.30
42.5
42.0
39.1
35.1
35.1
--
I
IMEP
Nm
78.75
79.25
79.25
79.05
77.85
.712
.714
.714
.713
.708
.
.
BSFC
-r
-
-·
--
AT
Run No.
.7375
.7330
.7330
.7280
.7320
.400
.400
.400
.398
56
90
104
123
146
172
171
170
169
168
.405
.400
.400
.400
51
70
96
122
152
177
176
175
174
173
.625
.621
.618
.614
.617
.405
.401
.398
.394
.394
58
91
114
126
156
182
181
180
179
178
51
1 587
187
186
185
184
183
30
47
115
136
152
192
191
190
189
188
-- --
.394
80.15
79.55
79.25
79.25
79.25
.717
.714
.713
.713
.713
.9425 .6760
.9425 .6730
.9510 ,6780
.9510. .6780
.9480 .6775
79.25
79.25
79.08
78.85
78.45
.714
.714
.7125
.7125
.7100
.8760
.8700
.8660
.8620
.8680
67.85
68.65
74.95
74.95
74.95
.667
.669
.698
.698
.698
1.018.
.993
.851
.845
.839
.678
.665
.594
.590
.585
.413
.409
.398
.395
.393
65.15
64.65
61.75
57.75
57.75
.653
.649
.633
.607
.607
.975
.9775
1.0420
1.145
1.145
.636
.634
.660
.695
.695
.413
.408
.405
.400
-I
_ ___
.839 @ 1580 ,•T & 1.0 F/Fc.
° nT &
57.5 @ 510
1.2 F/Pc.
-
Nv
---
1.033
1.025
1.025
1.020
1.032
-
ISFC
.400
.400
9 91
11 L6
TABLE - VI
Series "D" Full Throttle, 2000 rpm (1050 ft/min)
Fuel - Alcohol
IHHP
IHP
BMBP
IMEP
Nm
BSFC
ISFC
Nv
•4T
Rub No.
c=l.3
15.85
16.47
16.76
16.96
17.05
18.76
19.38
19.67
19.87
19.96
122.0
126.5
129.0
130.05
131.2
144.45
148.95
151.45
152.45
153.65
.845
.850
.852
.854
.854
.982
.938
.919
.908
.900
.830
.796
.781
.775
.769
.806
.799
.795,
.795
.794
25
68
79
89
101
118
117
116
115
114
2
15.85
16.46
16.70
16.90
16.96
18.76
19.37
19.61
19.81
19.87
122.0
126.5
128.5
130.0
130.5
144.45
148.95
150.95
152.45
152.95
.845
.850
.851
.8525
.853
.915
.8725
.860
.843
.840
.774
.741
.732
.710
.716
.806
.798
.798
.782
.782
30
60
81
96
117
123
122
121
120
119
c=1.1
15.10
16.00
16.22
16.46
16.60
18.01
18.91
19.13
19.37
19.51
115.8
123.0
125.0
126.5
127.7
138.25
145.45
147.45
148.95
150.15
.838
.846
.848
.849
.850
.885
.830
.813
.798
.792
.742
.702
.689
.677
.672
.810
.805
.800
.798
.798
30
57
74
97
132
128
127
126
125
124
Pc=1.0
14.21
15.10
15.50
15.60
15.60
12.65
13.24
13.82
13.90
17.12
18.01
18.41
18.51
13.51
15.56
16.15
16.73
16.31
109.2
116.0
119.6
120.0
120.0
97.3
101.8
106.4
107.0
131.65
138.45
142.05
142.45
142.45
119.75
124.25
128.85
129.45
.830
.838
.841
.842
.842
.814
.820
.825
.827
.860
.803
.778
.770
.770
.873
.830
.790
.785
.714
.674
.655
.648
.648
.710
.680
.652
.650
.815
.808
.805
.800
.800
.820
.815
.810
.808
30
51
81
105
127
30
49
37
97
133
132
131
130
129
138
137
136
135
17.09
109.0
.770
.639
.808
119
134
c=1.
*
c=.9
14.18
5"..,
"
_
'.r~a
•
Sn
131.45 ,830
4
l
"q
L
m('u
lq
•
"'
'u
rP c
BSPC
BMEP
min
max
--
--
.765
131
Q
@
115
1000
akT
asT
&.1.0
&
1.25
46
TABLE - VII
Series "El" Full Throttle 2400 rpm (1260 ft/min)
Fuel - Alcohol
ii
BHP
IHP
BME•P
IMEP
17.77
18.40
19.05
19.22
19.22
21.18
21.81
22.46
22.63
22.63
114.0
136.85 .840
118.0
122.0
123.0
123.0
.844
Nm
140.85
144.85 .848
145.85 .847
145.85 .847
BSFC
1.017
.964
.928
.916
.916
ISFC
.853
.813
.786
.776
.776
17.70
21.11
18.50 21.91
18.90 22.31
19.1.0 22.51
19.10. 22.51
Nv
113.1
118.5
121.0
122.5
122.5
135.95
141.35
143.85
145.35
145.35
.839
.845
.848
.848
.848
.941
..890
.866
.854
.854
.790
.752
.735
.725
.725
..
AT
.776
.761
.760
.756
.756
-
-.
-
1.
2
____-_
__
--
,·
.774
.766
.751
,758
.758
Run No.
9.
48
70
76
55
56
57
58
59
4
39
61
86
100
60
61
62
63
64
80
Y
16.60
17,78
18.20
18.50
18.50
20.01
21.19
21.61
21.91
21.91
106.5
114.0
116.8
118.5
118.5
129.35
136.85
139.65
141.35
141.35
.829
.839
.841
.845
.845
.905
.835
.828
.814
.811
.750
.700
.696
.689
.687
.773
.765
.778
.775
.774
0
37
45
67
93
65
66
67
68
c=l.0
15.90
16.90
17.40
17.70
17.70
19.31
20.31
20.81
21.11
21.11
101.6
108.3
111.5
113.2
113.2
124.45
131.15
134.35
136.05
136.05
.822
.832
.834
.839
.839
.865
.807
.778
.762
.760
.712
.671
.650
.640
.637
.778
.773
.765
.763
.761
0
29
37
79
101
70
71
72
73
74
c=0.9
13.00
15.00
16.41
18.41
83.5
96.0
106.35 .792
118.35 .815
.962
.826
.762
.673
.787
.780
12
41
75
76
15.15
15.35
15.35
18.56
18.76
18.91
97.2
98.4
99.5
120.05 .816
121.25 .819
122.35 .820
.812
.802
.792
.664
.656
.650
.773
.773
.773
60
75
89
77
78
79
BSFC min -BMEP max --
.760 @ 101 04AT
123.0 @ 80 0 AT
& 1.0 F/Fc.
& 1.25 F/Fc.
69
4,
TABLE - VIII
'Series '"F" Full Throttle
2800 rpm (1470 ft/min)
Fuel - Alcohol
i··
i
---
L
_···_
BHP
IHP
BMBP
IMEP
Nm
AT
Run No.
0
199
38
198
.949
.781 .718
47
197
.825
.826
.940
.934
.775 .717
.772 .715
79
96
196
195
132.1
134.1
135.6
136.6
136.6
.820
.826
.824
.826
.828
.916
.898
.880
.867
.867
.751
.742
.725
.716
.716
.728
.723
.720
.718
.716
13
35
53
72
89
204
203
202
201
200
128.7
131.6
.815
.820
.875
.844
.714 .734
.691 .727
0
38
209
208
24.39 110.0
134.1
.825
.821
.677 .723
60
207
20.25
20.32
24.57 111.0
24.64 111.3
135.1
135.4
.826
.823
.811
.808
.670 .722
.665 .720
92
105
206
205
18.25
18.83
19.10
19.32
19.32
22.57
23.15
23.42
23.64
23.64
100.0
103.0
104.6
106.6
106.8
124.1
127.1
128.7
130.9
130.9
.810
.814
.815
.816
.816
.835
.804
.790
.776
.776
.676
.655
.'634
.634
.634
.734
.731
.728
.725
.725
11
39
62
74
91
214
213
212
211
210
24.27 109.2
23.64 112.1
139.3
.815
20.35
24.67 111.5
135.6
.824
20.50
20.60
24.82 112.1
24.92 112.5
136.2
136.6
c=1.2
19.75
20.05
20.35
20.60
20.60
24.07
24.37
24.67
24.92
24.92
108.0
110.0
111.5
112.5
112.5
c=1.1
19.10
19.65
23.42 104.6
23.97 107.5
20.07
1c=1.0
Nv
.800 .724
19.95
•c¢1. 3
BSFC ISFC
19.32
133.3
.821
1.01
.975
BSFC min -- .776 @ 740 gnT & 1.0
BMEP max -- 112.5 @ 720 &AT& 1.2 P/Fc
.823
.727
0
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