1.

1 Chapter 1
At the same 830RPM idle speed a TDC pulse was occurring every 72ms that equates again to an engine
speed of 830RPM. The positioning of the pin to relate to TDC of cylinder one was carried out using a
method described by Lancaster et al11. The position of cylinder one TDC was initially estimated using a
dial gauge placed through the spark plug hole. This is only an estimate because firstly the spark plug
whole location does not allow the dial gauge to be place perpendicularly to the piston crown and secondly
the effects of piston slap. However, Lancaster shows the error introduced to be less than 0.06 of a degree.

Section 1

The pressure transducer fitted to the inlet manifold is a Trans Instruments absolute pressure transducer
with 0-1.6 bar range and 0-5v output. As no calibration was available for this instrument a linear
correlation of 0.32 v/bar was assumed. This provided a 1.0 bar output at atmospheric conditions.

Section 2

he output signals of the dynamometer were calibrated by plotting the analogue voltage output measured
by the data acquisition card and the values output on the dynamometer control panel. Due to the noise and
changing values this was done over a wide range of values and on different days to ensure wide scale
accuracy. Data was plotted and a line of best fit calculated. Plots of dynamometer speed, torque and
throttle demand are shown in figures 3.1 through 3.3, as well as equations for the lines of best fit.

Section 3

he output signals of the dynamometer were calibrated by plotting the analogue voltage output measured
by the data acquisition card and the values output on the dynamometer control panel. Due to the noise and
changing values this was done over a wide range of values and on different days to ensure wide scale
accuracy. Data was plotted and a line of best fit calculated. Plots of dynamometer speed, torque and
throttle demand are shown in figures 3.1 through 3.3, as well as equations for the lines of best fit.

Chapter 2
At the same 830RPM idle speed a TDC pulse was occurring every 72ms that equates again to an engine
speed of 830RPM. The positioning of the pin to relate to TDC of cylinder one was carried out using a
method described by Lancaster et al11. The position of cylinder one TDC was initially estimated using a
dial gauge placed through the spark plug hole. This is only an estimate because firstly the spark plug

Section 1

he output signals of the dynamometer were calibrated by plotting the analogue voltage output measured
by the data acquisition card and the values output on the dynamometer control panel. Due to the noise and
changing values this was done over a wide range of values and on different days to ensure wide scale
accuracy. Data was plotted and a line of best fit calculated. Plots of dynamometer speed, torque and
throttle demand are shown in figures 3.1 through 3.3, as well as equations for the lines of best fit.
Section 2

he output signals of the dynamometer were calibrated by plotting the analogue voltage output
measured by the data acquisition card and the values output on the dynamometer control panel.
Due to the noise and changing values this was done over a wide range of values and on different
days to ensure wide scale accuracy. Data was plotted and a line of best fit calculated. Plots of
dynamometer speed, torque and throttle demand are shown in figures 3.1 through 3.3, as well as
equations for the lines of best fit.

Chapter 4
At the same 830RPM idle speed a TDC pulse was occurring every 72ms that equates again to an engine
speed of 830RPM. The positioning of the pin to relate to TDC of cylinder one was carried out using a
method described by Lancaster et al11. The position of cylinder one TDC was initially estimated using a
dial gauge placed through the spark plug hole. This is only an estimate because firstly the spark plug

Section 1

he output signals of the dynamometer were calibrated by plotting the analogue voltage output measured
by the data acquisition card and the values output on the dynamometer control panel. Due to the noise and
changing values this was done over a wide range of values and on different days to ensure wide scale
accuracy. Data was plotted and a line of best fit calculated. Plots of dynamometer speed, torque and
throttle demand are shown in figures 3.1 through 3.3, as well as equations for the lines of best fit.

Section 2

he output signals of the dynamometer were calibrated by plotting the analogue voltage output measured
by the data acquisition card and the values output on the dynamometer control panel. Due to the noise and
changing values this was done over a wide range of values and on different days to ensure wide scale
accuracy. Data was plotted and a line of best fit calculated. Plots of dynamometer speed, torque and
throttle demand are shown in figures 3.1 through 3.3, as well as equations for the lines of best fit.

Chapter 5
At the same 830RPM idle speed a TDC pulse was occurring every 72ms that equates again to an engine
speed of 830RPM. The positioning of the pin to relate to TDC of cylinder one was carried out using a
method described by Lancaster et al11. The position of cylinder one TDC was initially estimated using a
dial gauge placed through the spark plug hole. This is only an estimate because firstly the spark plug
whole location does not allow the dial gauge to be place perpendicularly to the piston crown and secondly

Section 1

he output signals of the dynamometer were calibrated by plotting the analogue voltage output measured
by the data acquisition card and the values output on the dynamometer control panel. Due to the noise and
changing values this was done over a wide range of values and on different days to ensure wide scale
accuracy. Data was plotted and a line of best fit calculated. Plots of dynamometer speed, torque and
throttle demand are shown in figures 3.1 through 3.3, as well as equations for the lines of best fit.