INSTITUT TEKNOLOGI SEPULUH

NOPEMBER
FACULTY OF MARINE TECHNOLOGY
DD - MARINE ENGINEERING

ALFA MUHAMMAD MEGAWAN

4213101020
PEMAL SARAGE 4214101038
NOOR FAZRUR R.R. 4214101023
TITUS KURNIAWAN 4214101029
RAIHAN DZAKY - 4214101441

CHAPTER I
INTRODUCTION
1.1 Background
The diesel engine is a type of internal combustion engine (internal
combustion engine) , more details again is triggered compression
engines , where fuel will be ignited by the high temperature gas that has
been compressed , not with other instruments such as spark plugs
energized . Diesel engines are generally in use on cars that have a large
capacity engine and power are great . Diesel engines used in cars because
diesel engines are very suitable for long distance travel , because the
diesel engine is more resistant recom- compared with gasoline engines ,
diesel engines also have more power than gasoline engines because it has
a construction machine big and strong.
Diesel fuel generally is any liquid fuel used for diesel engines . The
most common types of fuel oil derived from the distillation of petroleum
fractions , but there are also products other than petroleum derivatives
such as biodiesel , diesel biomass into a liquid or gas into liquid diesel . To
distinguish the types of diesel fuel from petroleum generally called
petrodiesel . Diesel with ultra low sulfur ( ULSD ) is a standard for
defining diesel fuel with a sulfur content that has been debased .
The purpose of the fuel combustion is to obtain energy called
thermal energy (heat energy). Results burning fuel that can be in the form
of heat energy into other energy forms, for example: energy for lighting,
mechanical energy and so on. Thus any burning fuel results will be
obtained some other form of energy that can be adjusted to such needs.
1.2 Purposes of Practicum
1. Knowing chart of SFC Vs Power.
2. Knowing chart Vs Power.
3. Knowing chart full load power Vs rpm.
4. Knowing chart full load torque Vs rpm.
5. Knowing chart BMEP Vs rpm.
6. Knowing diagram engine an envelope.

1.3 Objectives of Practicum

1. The students know how diesel engine work.
2. The students know the differences from different oil for diesel
engine.
3. The students know the effect from load to diesel engines rpm.
4. The students know the usage of diesel engine.

CHAPTER II
BASIC THEORY
In 1885, the English inventor Herbert Akroyd Stuart began
investigating the possibility of using paraffin oil (very similar to moderndaydiesel) for an engine, which unlike petrol would be difficult to vaporise
in a carburettor as its volatility is not sufficient to allow this.
His hot bulb engines, built from 1891 by Richard Hornsby and Sons,
were the first internal combustion engine to use a pressurised fuel
injection system. The Hornsby-Akroyd engine used a comparatively low
compression ratio, so that the temperature of the air compressed in the
combustion chamber at the end of the compression stroke was not high
enough to initiate combustion. Combustion instead took place in a
separated combustion chamber, the "vaporizer" or "hot bulb" mounted on
the cylinder head, into which fuel was sprayed. Self-ignition occurred from
contact between the fuel-air mixture and the hot walls of the vaporizer. As
the engine's load increased, so did the temperature of the bulb, causing
the ignition period to advance; to counteract pre-ignition, water was
dripped into the air intake.
The diesel internal combustion engine differs from the gasoline
powered Otto cycle by using highly compressed hot air to ignite the fuel
rather than using a spark plug (compression ignition rather than spark
ignition).

p-V diagram
The pV diagram is a simplified and idealised representation of the
events involved in a Diesel engine cycle, arranged to illustrate the
similarity with a Carnot cycle. Starting at 1, the piston is at bottom dead
centre and both valves are closed at the start of the compression stroke;
the cylinder contains air at atmospheric pressure. Between 1 and 2 the air
is compressed adiabaticallythat is without heat transfer to or from the
environmentby the rising piston. (This is only approximately true since
there will be some heat exchange with the cylinder walls.) During this
compression, the volume is reduced, the pressure and temperature both
rise. At or slightly before 2 (TDC) fuel is injected and burns in the
compressed hot air. Chemical energy is released and this constitutes an
injection of thermal energy (heat) into the compressed gas. Combustion
and heating occur between 2 and 3. In this interval the pressure remains
constant since the piston descends, and the volume increases; the
temperature rises as a consequence of the energy of combustion. At 3 fuel
injection and combustion are complete, and the cylinder contains gas at a
higher temperature than at 2. Between 3 and 4 this hot gas expands,
again approximately adiabatically. Work is done on the system to which
the engine is connected. During this expansion phase the volume of the
gas rises, and its temperature and pressure both fall. At 4 the exhaust
valve opens, and the pressure falls abruptly to atmospheric
(approximately). This is unresisted expansion and no useful work is done
by it. Ideally the adiabatic expansion should continue, extending the line

34 to the right until the pressure falls to that of the surrounding air, but
the loss of efficiency caused by this unresisted expansion is justified by
the practical difficulties involved in recovering it (the engine would have
to be much larger). After the opening of the exhaust valve, the exhaust
stroke follows, but this (and the following induction stroke) are not shown
on the diagram. If shown, they would be represented by a low-pressure
loop at the bottom of the diagram. At 1 it is assumed that the exhaust and
induction strokes have been completed, and the cylinder is again filled
with air. The piston-cylinder system absorbs energy between 1 and 2this
is the work needed to compress the air in the cylinder, and is provided by
mechanical kinetic energy stored in the flywheel of the engine. Work
output is done by the piston-cylinder combination between 2 and 4. The
difference between these two increments of work is the indicated work
output per cycle, and is represented by the area enclosed by the pV loop.
The adiabatic expansion is in a higher pressure range than that of the
compression because the gas in the cylinder is hotter during expansion
than during compression. It is for this reason that the loop has a finite
area, and the net output of work during a cycle is positive.
In diesel engines, conditions in the engine differ from the sparkignition engine, since power is directly controlled by the fuel supply,
rather than by controlling the air supply.
The average diesel engine has a poorer power-to-weight ratio than
the petrol engine. This is because the diesel must operate at lower engine
speed and because it needs heavier, stronger parts to resist the operating
pressure caused by the high compression ratio of the engine and the large
amounts of torque generated to the crankshaft. In addition, diesels are
often built with stronger parts to give them longer lives and better
reliability, important considerations in industrial applications.
Diesel engines usually have longer stroke lengths chiefly to facilitate
achieving the necessary compression ratios, but also to reduce the
optimal operating speed (rpm). As a result, piston and connecting rods are

heavier and more force must be transmitted through the connecting rods
and crankshaft to change the momentum of the piston. This is another
reason that a diesel engine must be stronger for the same power output
as a petrol engine.
Yet it is this characteristic that has allowed some enthusiasts to
acquire significant power increases with turbocharged engines by making
fairly simple and inexpensive modifications. A petrol engine of similar size
cannot put out a comparable power increase without extensive alterations
because the stock components cannot withstand the higher stresses
placed upon them. Since a diesel engine is already built to withstand
higher levels of stress, it makes an ideal candidate for performance
tuning at little expense. However, it should be said that any modification
that raises the amount of fuel and air put through a diesel engine will
increase its operating temperature, which will reduce its life and increase
service requirements. These are issues with newer, lighter, highperformance diesel engines which are not "overbuilt" to the degree of
older engines and they are being pushed to provide greater power in
smaller engines.
The Formula to calculate the Engines Power :
P=

V xi
Load Factor

P= Power (Watt)
V
= Voltage (Volt)
i = Electric Current (Ampere)
Diesel engines produce more torque than petrol engines for a given
displacement due to their higher compression ratio. Higher pressure in the
cylinder and higher forces on the connecting rods and crankshaft require
stronger, heavier components. Heavier rotating components prevent
diesel engines from reving as high as petrol engines for a given
displacement. Diesel engines generally have similar power and inferior
power to weight to petrol engines. Petrol engines must be geared lower to
get the same torque as a comparable diesel but since petrol engines rev
higher both will have similar acceleration. An arbitrary amount of torque

at the wheels can be gained by gearing any power source down

sufficiently (including a hand crank).
The Connection between Power and Torque on the Engine :
P=2 x Rps x T
P= Power (Watt)
Rps
= Round per second
T= Torque (N.m)
The term BMEP is an engineering term that means Brake Mean
Effective Pressure. Mean is another word for average, which in this case
means average effective pressure of all stroke cycles. This is used to
evaluate all engines whether they are Two or Four Cycle. BMEP is a
function of temperature of the gases in the cylinder. To increase the
temperature you need to burn more fuel, thus making more heat. Or
another way is to make better use of the existing fuel. Torque is a function
of BMEP and displacement only. HP is a function of torque and rpm.
It is said a high BMEP and a low rpm, or a low BMEP and a high rpm,
can equal the same power. Larger valves, ports, pipes, compression, etc.
all come into play to increase the volumetric efficiency of the engine. The
most effective is to increase the number of cylinders. The more efficient it
is, the higher the average pressure or BMEP.
Pressure increases by compression alone can do wonders to a stock
engine, it is, by factory choice, usually a low number. Note that after
compression gets very high it starts to work against you in pumping
losses, and in the amount of heat lost to the surrounding parts.
The Connection between Power and BMEP on the Engine :
P=i x BMEP x L x A x z x Rps
BMEP
-P
-i
-i
-T

=
=
=
=
=

Brake Mean Effective Pressure.

Power (Watt)
-Z
= The number of cylinder
1 for 2-strokes - L
= Piston displacement
0.5 for 4-strokes
-A
= Cross section of cylinder
Torque (N.m)
- Rps = Round per second

Diesel's original engine injected fuel with the assistance of

compressed air, which atomized the fuel and forced it into the engine
through a nozzle (a similar principle to an aerosol spray). The nozzle
opening was closed by a pin valve lifted by the camshaft to initiate the
fuel injection before top dead centre (TDC). This is called an air-blast
injection. Driving the three stage compressor used some power but the
efficiency and net power output was more than any other combustion
engine at that time.

CHAPTER III
THE EXECUTION OF PRACTICUM
3.1 Place and Date of Practicum
This practicum divided into 2 sessions which held on November 5th
2015 and November 7th 2015 on Marine Power Plant Laboratory of Marine
engineering ITS Department.
3.2 The Instruments of Practicum
1. Biofuel oil.
2. Pertamina DEX Oil.
3. Stopwatch
4. Tachometer
5. Amperemeter
6. Voltmeter.
7. Electrical Loads in form of lamps circuit.
8. Hammer
9. Generator
3.3 The Procedures of Practicum
1. First of all we need to put the oil to the engine, in this practicum we
decide to use 2 kind of oil to see the diferences in the peformance
and the oil efficiency.
2. After put the oil to the engine, we need to start up the engine to
turn the engine on.
3. After the engine on, we need to adjust the oil inlet to increase or
decrease the oil that injected to the combustion chamber, so we can
get the rpm that we want.
4. The rpm it self depend on the load, in this case the load is the lamps
circuit. We need to adjust the rpm everytime we increase the load.
5. We need to take a look to the ampere, voltage, rpm and the time
that will take for the usage of 20mm oil.
6. Observe the usage of oil with difference rpm, difference load and
difference oil.
7. Make conclusion from the experiment.

CHAPTER.IV
DISCUSSION & RESULT OF THE LAB WORK
IV.I Practical Result
In practical combustion engine work, the result we take written and
arranged list by list. Data taken by two kind of fuel engine (bio solar, and
solar dex). And this is the data we took.

IV.II Formula Used

To understand about the combustions engine work, formula must be
explained. By getting the formula, we can take the result. The point must
be taken is:

a. Engine Power
P=

v i
load factor

b. Engine Torque
T=

P
2 rps

c. Brake Mean Effective Pressure

BMEP =
i
l
A
Z

=
=
=
=

P
i l A z Rps
0.5 for 4-stroke
length stroke
cylinder area
total cylinder

d. Specific Fuel Oil Consumption

SFOC

Mf / Brake Power

e. Thermal Efficiency
th

brake power / Qfuel

After putting the result gotten from the lab work to the formula, we
put the result to the list. Here the table list of those five points.
-Bio solar
E
rpm
290
0
290
0
290
0
290
0
290

load(wa
tt)
1000
1500
2000
2500
3000

Engine
Powe
870.5882
353
1300.941
176
1623.529
412
1892.823
529
1914.705

torque
2.868179
998
4.285991
137
5.348768
104
6.235965
944
6.308058

SFOC
568.5810
811
450.9555
676
443.4782
609
408.2170
973
509.0960

BMEP
0.002298
22
0.003434
29
0.004285
87
0.004996
77
0.005054

Thermal
Efficiency
0.38977893
1
0.49144736
7
0.49973346
1
0.54289966
7
0.43532241

0
300
0
300
0
300
0
300
0
300
0
310
0
310
0
310
0
310
0
310
0
320
0
320
0
320
0
320
0
320
0
330
0
330
0
330
0
330
0
330
0

1000
1500
2000
2500
3000
1000
1500
2000
2500
3000
1000
1500
2000
2500
3000
1000
1500
2000
2500
3000

882
903.0588
235
1314.352
941
1703.058
824
1894.941
176
2001.176
471
938.8235
294
1388.117
647
1752.470
588
2013.176
471
2225.882
353
1009.411
765
1471.529
412
1872
2134.705
882
2223.529
412
1046.117
647
1567.058
824
1936.235
294
2213.647
059
2389.764
706

035
2.875983
514
4.185837
392
5.423754
215
6.034844
511
6.373173
473
2.893435
985
4.278151
778
5.401080
506
6.204571
6.860126
422
3.013769
202
4.393499
438
5.589171
975
6.373524
728
6.638722
368
3.028713
512
4.536939
269
5.605776
764
6.408937
634
6.918832
385

652
637.8322
043
486.9316
148
470.9322
458
499.0506
584
502.5615
184
562.4060
15
496.1363
712
495.2694
849
515.9450
946
517.5475
687
592.1625
544
538.2155
421
483.5164
835
494.6817
305
508.8435
374
630.9041
835
553.8689
374
605.9869
567
622.2271
517
662.8267
612

53
0.002304
47
0.003354
04
0.004345
96
0.004835
61
0.005106
71
0.002318
46
0.003428
01
0.004327
79
0.004971
61
0.005496
9
0.002414
88
0.003520
43
0.004478
5
0.005106
99
0.005319
49
0.002426
85
0.003635
37
0.004491
81
0.005135
37
0.005543
94

0.34745960
6
0.45513768
2
0.47060044
9
0.44408502
9
0.44098268
2
0.39405859
9
0.44669356
9
0.44747543
1
0.42954362
5
0.42821363
6
0.37425690
7
0.41176983
7
0.45835237
0.44800709
7
0.43553845
1
0.35127509
4
0.40013243
4
0.36571897
1
0.35617366
7
0.33435724

-Solar Dex
rpm

load

Engine

Torque

SFOC

BMEP

Thermal

(watt)
290
0
290
0
290
0
290
0
290
0
300
0
300
0
300
0
300
0
300
0
310
0
310
0
310
0
310
0
310
0
320
0
320
0
320
0
320
0
320
0
330
0
330
0
330
0
330

1000
1500
2000
2500
3000
1000
1500
2000
2500
3000
1000
1500
2000
2500
3000
1000
1500
2000
2500
3000
1000
1500
2000
2500

Power
861.88235
29
1271.5294
12
1632.3529
41
1821.1764
71
1964.1176
47
861.88235
29
1327.7647
06
1694.1176
47
1937.4117
65
2038.2352
94
981.88235
29
1419.2941
18
1743.5294
12
2068
2172.7058
82
1018.5882
35
1485.4117
65
1862.8235
29
2157.0588
24
2282.5882
35
1077.6470
59
1567.0588
24
1995.2941
18
2213.6470

2.839498
198
4.189093
164
5.377837
496
5.999922
482
6.470846
63
2.744848
258
4.228550
019
5.395279
131
6.170101
161
6.491195
204
3.026142
448
4.374237
059
5.373523
973
6.373536
059
6.696237
566
3.041167
104
4.434947
546
5.561774
073
6.440263
207
6.815052
454
3.119997
275
4.536939
269
5.776763
514
6.408937

457.2610
888
409.6675
57
421.8154
706
432.8029
376
448.5175
202
538.7882
597
388.9347
192
388.5714
286
363.7600
194
408.1962
482
500.0766
049
405.8355
438
343.5789
474
407.9875
773
459.5191
683
570.9787
457
463.5426
624
428.7684
729
440.8118
742
504.6902
381
638.9399
187
554.0148
844
492.1744
51
483.2361

0.002275
239
0.003356
645
0.004309
165
0.004807
63
0.005184
973
0.002199
398
0.003388
261
0.004323
14
0.004943
991
0.005201
278
0.002424
794
0.003504
998
0.004305
708
0.005107
0.005365
575
0.002436
833
0.003553
644
0.004456
55
0.005160
467
0.005460
779
0.002499
998
0.003635
368
0.004628
817
0.005135

Efficiency
0.4582338
56
0.5114696
26
0.4967397
51
0.4841291
36
0.4671668
39
0.3888958
39
0.5387343
99
0.5392380
83
0.5760185
31
0.5133131
75
0.4190008
29
0.5162990
66
0.6098525
93
0.5135757
16
0.4559820
93
0.3669707
74
0.4520242
24
0.4886845
12
0.4753331
85
0.4151705
27
0.3279377
39
0.3782073
69
0.4257281
37
0.4336027

0
330
0

3000

59
2411.2941
18

634
6.981164
209

516
487.1194
379

367
0.005593
882

25
0.4301460
7

And heres the graphic diagram from the result we take

a. SFOC Vs Power
600
550

SFOC

500
450
400
750

950

1150

1350

1550

1750

1950

Engine Power

b. Thermal Efficiency Vs Power

0.55

Thermal Efficiency

0.45

0.35
800

1000

1200

1400

Engine Power

1600

1800

2000

c. Full Load Power Vs Rpm

2400
2300
2200
Power Full Load

2100
2000
1900
2800 2900 3000 3100 3200 3300 3400
RPM

d. Full Load Torque Vs Rpm

7
6.9
6.8
6.7
6.6
Torsion Full Load

6.5
6.4
6.3
6.2
6.1
6
2850 2900 2950 3000 3050 3100 3150 3200 3250 3300 3350
RPM

e. BMEP Vs Rpm
0.01
0.01
0.01
0.01
BMEP

0.01
0.01
0.01
0
0
2850 2900 2950 3000 3050 3100 3150 3200 3250 3300 3350
RPM

CHAPTER V
CONCLUSION
1. If the SFOC going high and then the engine power going low
2. If the Thermal efficiency going high and then the engine power
going high too
3. If the Full Load Power going high and then the RPM going high too
4. If the Torque going high and then the RPM going high too
5. If the BMEP going high and then the RPM going high too