scholarly journals Uji Modifikasi Komponen dan Sistem Pengapian Yamaha 5D9 Terhadap Emisi Gas Buang dan Konsumsi Bahan Bakar

2021 ◽  
Vol 2 (1) ◽  
pp. 53-60
Author(s):  
Bahtiar Wilantara ◽  
Parikhin Parikhin ◽  
Hamid Nasrullah ◽  
Suradi Syarif Hidayat ◽  
Wahyu Alif Ramadhan ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Research Method ◽  
Engine Speed ◽  
Exhaust Gas ◽  
Gas Analyzer ◽  
Gas Emissions ◽  
Ignition System ◽  
Piston Valve ◽  
Exhaust Gas Emissions

This study aims to determine the effect of modification of components and ignition system on exhaust emissions and fuel consumption on a Yamaha 5D9 motorcycle. The research method used is a case study. The tool used to perform the emission test is a Gas Analyzer type SUKYOUNG SYGA-401 and fuel consumption is measured using a measuring cup. The results showed 1) exhaust gas emissions on the modification of the components of the piston, valve, and ignition system, namely CO 5.76%, CO2 1.6%, and O2 18.09%. 2) fuel consumption increases at each engine speed of 1000 rpm = 100ml, 2000 rpm = 200ml, and 4000 rpm = 400ml, 3) the distance traveled increases at each engine speed of 1000 rpm = 1.9 km, 2000 rpm = 3, 1 km, and 4000 rpm = 4.6 km. Penelitian ini betujuan untuk mengetahui pengaruh modifikasi komponen dan sistem pengapian terhadap emisi gas buang dan konsumsi bahan bakar pada sepeda motor Yamaha 5D9. Metode penelitian yang digunakan menggunakan case study. Alat yang digunakan untuk melakukan uji emisi adalah Gas Analyzer type SUKYOUNG SYGA-401 dan konsumsi bahan bakar diukur menggunakan gelas ukur. Hasil penelitian menunjukan tiga hal, pertama emisi gas buang pada modifikasi komponen piston, katup, dan sistem pengapian yaitu CO 5,76%, CO2 1,6%, dan O2 18,09%. Kedua, konsumsi bahan bakar meningkat pada setiap putaran mesin 1000 rpm = 100ml, 2000 rpm = 200ml, dan 4000 rpm = 400ml. Dan terakhir, jarak yang ditempuh meningkat pada setiap putaran mesin yaitu 1000 rpm = 1,9 km, 2000 rpm = 3,1 km, dan 4000 rpm =4,6km.

Influence of TiO2 and Bio-Solution Based Additives on Exhaust Emissions of a DI Diesel Engine

2012 ◽  
Vol 602-604 ◽  
pp. 1054-1058
Author(s):  
Karoon Fangsuwannarak ◽  
Kittichai Triratanasirichai
Keyword(s):  
Fuel Consumption ◽  
Direct Injection ◽  
Exhaust Emissions ◽  
Specific Fuel Consumption ◽  
Exhaust Gas ◽  
Gas Emissions ◽  
Fire Point ◽  
Di Diesel Engine ◽  
Nano Titanium Dioxide ◽  
Exhaust Gas Emissions

This study presents the use of bio-solution and nano-Titanium dioxide (TiO2) based additives for dosing in diesel and palm biodiesel (B5). The aim of this work is to enhance the performance of a direct injection (DI) engine and to simultaneously reduce the exhaust gas emissions. The basic properties such as kinematic viscosity, specific gravity, flash point, fire point, and carbon residue of the test fuels were measured and accepted in ASTM standards. Overall, diesel-bio-solution and diesel-TiO2 blends show the lower break specific fuel consumption by 13% and 10%, respectively and the lower exhaust gas emissions, as compared with diesel. B5-bio-solution blend provides the break specific fuel consumption decreased by 1.68%, while exhaust emissions were effectively increased in comparison with B5 fuel.

scholarly journals PENGARUH PENGATURAN MODE CO DAN RPM MESIN TERHADAP EMISI GAS BUANG SEPEDA MOTOR INJEKSI

2019 ◽  
Vol 2 (01) ◽  
pp. 27-30
Author(s):  
SUGENG PRAMUDIBYO PRAMUDIBYO
Keyword(s):  
Gasoline Engine ◽  
Exhaust Emissions ◽  
Exhaust Gas ◽  
Test Results ◽  
Gas Analyzer ◽  
Negative Effects ◽  
Gas Emission ◽  
Gas Emissions ◽  
Exhaust Gas Emissions ◽  
Co Gas

The high population in Indonesia has an impact on increasing the mobility of the population in work and activities, which is followed by the increased transportation facilities needed by the community. One of the negative effects of the increasing number of vehicles is the danger of exhaust emissions. One way to minimize the danger of exhaust gases is to regulate the mixture of air and fuel on the gasoline engine. In Yamaha injection motors there is a CO setting technology, this technology will have an impact on fuel use. The standard CO on a Yamaha motorbike is 0 and can be added or reduced (±) until it reaches 30. Increasing CO one strip will cause the fuel sprayed by the injector to be reduced by 0.05 cc. Examination of exhaust gas emissions is carried out using the Qrotect 401 Engine Gas Analyzer which is capable of measuring CO2, O2, CO, HC and Lamda. Based on the test results show that the lowest exhaust emissions are produced by the vehicle at 2500 rpm and in CO-30 mode settings, namely CO gas emissions of 0.49%. So we can conclude that the lowest exhaust gas emissions are produced by the vehicle at rpm 2500 with CO-30 settings. In addition to co mode settings, variations in engine rpm also affect exhaust emissions. In different modes but with different rpm the results will also be different. In the CO 10 mode setting with rpm 1400 CO gas emission is produced at 2.102 while at 2500 rpm is produced 0.821. So at rpm 2500 produced exhaust emissions lower than rpm 1400. There is a significant effect between CO mode settings and engine rpm on motorcycle exhaust emissions.

scholarly journals PERFORMA DAN EMISI MESIN EMPAT LANGKAH BERBAHAN BAKAR CAMPURAN BIOETHANOL DAN PERTALITE DENGAN VARIASI TIMING IGNITION

2019 ◽  
Vol 5 (1) ◽  
pp. 7
Author(s):  
Ayuk Rima Dhani ◽  
Farid Majedi
Keyword(s):  
Air Pollution ◽  
Engine Speed ◽  
Standard Condition ◽  
Co2 Concentration ◽  
Exhaust Gas ◽  
Gas Analyzer ◽  
O2 Concentration ◽  
Co Concentration ◽  
Motorized Vehicles ◽  
Exhaust Gas Emissions

AbstrakJumlah kendaraan bermotor yang meningkat menyebabkan peningkatan konsumsi bahan bakar dan pencemaran udara. Solusinya dengan memakai campuran bioethanol pada bahan bakar pertalite. Penambahan bioethanol dapat meningkatkan angka oktan sehingga membutuhkan beberapa perubahan pada mesin. Salah satunya dengan memajukan timing ignition. Metode yang digunakan adalah dengan memajukan timing igniton sebesar 21° BTDC, dan 30° BTDC dari kondisi standar yaitu 12° BTDC. Pengujian dilakukan dengan dynotest untuk mengetahui daya dan torsi. Pengujian emisi gas buang menggunakan alat gas analyzer. Berdasarkan hasil pengujian, penambahan bioethanol dapat meningkatkan daya, torsi, serta dapat menurunkan emisi gas buang. Daya tertinggi dicapai oleh variasi timing ignition 30° BTDC dengan E10 yaitu sebesar 6,7 Hp pada putaran mesin 6750 rpm. Torsi tertinggi dicapai oleh variasi timing ignition 30° BTDC dengan E10 sebesar 9 Nm pada putaran mesin 4000 rpm. Emisi gas buang, konsentrasi CO rata-rata terbaik dicapai oleh variasi timing ignition 30° BTDC dengan E10 sebesar 4%. Konsentrasi HC terendah pada variasi timing ignition 30° BTDC dengan E10 sebesar 74 ppm. Nilai rata-rata konsentrasi CO2 tertinggi pada timing ignition 30° BTDC dengan E10 sebesar 13,6%. Konsentrasi O2 terendah pada variasi timing igniton 30° BTDC dengan E10 sebesar 3% pada putaran mesin 7000 rpm.Kata Kunci: timing ignition, daya, torsi, emisi gas buang  AbstractThe increasing number of motorized vehicles has led to increased fuel consumption and air pollution. The solution is to use a bioethanol mixture on pertalite fuel. The addition of bioethanol can increase octane numbers so that it requires some changes to the engine. One of them is by advancing timing ignition. The method used is to advance the timing igniton at 21 ° BTDC, and 30 ° BTDC from the standard condition of 12 ° BTDC. Testing is done with dynotest to determine power and torque. Exhaust gas testing uses a gas analyzer. Based on the results of testing, the addition of bioethanol can increase power, torque, and can reduce exhaust emissions. The highest power is achieved by variations of the timing ignition 30 ° BTDC with E10 which is 6.7 hp at 6750 rpm. The highest torque is achieved by variations of the timing ignition 30 ° BTDC with E10 of 9 Nm at 4000 rpm engine speed. Exhaust gas emissions, the best average CO concentration is achieved by variations of the timing ignition 30 ° BTDC with E10 by 4%. The lowest HC concentration in the variation of timing ignition 30 ° BTDC with E10 is 74 ppm. The highest average CO2 concentration at the timing ignition 30 ° BTDC with E10 is 13.6%. The lowest O2 concentration in timing variations igniton 30 ° BTDC with E10 at 3% at 7000 rpm engine speed

scholarly journals Effect Of Additional Variations Of Etanol Fuel On Exhaust Gas Emissions On Yamaha 125cc Motorcycles

Academia Open ◽  
2021 ◽  
Vol 4 ◽  
Author(s):  
Nur Afif Rozikin ◽  
Rachmat Firdaus
Keyword(s):  
Engine Speed ◽  
Human Life ◽  
Rapid Development ◽  
Exhaust Gas ◽  
Gas Emissions ◽  
Co2 Gas ◽  
Exhaust Gases ◽  
Living Things ◽  
Exhaust Gas Emissions ◽  
Co Gas

The very rapid development of the automotive world nowadays has made it a daily necessity for the community, in everyday human life it cannot be far from the name automotive, both in terms of transportation, and all kinds of supporting household needs. This can be seen from the number of motorbikes operating more when compared to other types of land transportation vehicles such as: cars. As we know, all transportation vehicles today still use non-renewable fuels. In line with the growing demand for fuel in the transportation, industrial and household sectors. Then this will result in unfavorable impacts on the environment, namely the residual exhaust gases from combustion. The remaining exhaust gases cause air pollution which can pollute the environment and can even destroy ozone which is very useful for living things on earth. In this study we use a reference concept which is then used as a concept, how is the effect of variations in the addition of ethanol fuel to exhaust gas emissions of Yamaha 125cc motorcycles by using variations in the percentage of ethanol 10%, 20%, 30% and variations in engine speed during testing, at 4600rpm, 5700rpm, and 6200rpm. It was found that the best torque and power were produced at a percentage of 10% ethanol at 6200 rpm indicating a power of 6.4 Hp and a torque of 10.6 Nm, and the best results on 30% preentae ethanol at 4600rpm showed 0.01% CO gas, 37 ppm HC gas, 1.8% CO2 gas and 18.06% O2 gas.

Gas Turbine Part Load Exhaust Gas Emissions Turndown Envelope Testing Methodology

2009 ◽  
Author(s):  
Kristen LeClair ◽  
Thomas Schmitt ◽  
Garth Frederick
Keyword(s):  
Control System ◽  
Gas Turbine ◽  
Fuel Consumption ◽  
Gas Turbines ◽  
Thermodynamic Simulation ◽  
Combined Cycle ◽  
Exhaust Gas ◽  
Ambient Conditions ◽  
Gas Emissions ◽  
Exhaust Gas Emissions

Economic and regulatory requirements have transformed today’s power plant operations. High reserve margins and increased fuel costs have driven combined cycle plants that were once dispatched primarily at base-load to be cycled off during off-peak hours. For many plants, the increased cycling has contributed to shorter maintenance intervals and higher overall operating costs. Technology advancements in combustion system design and in gas turbine control systems has led to extensions in the emissions-compliant operating window of gas turbines, also known as turndown. With extended turndown capability, customers are now able to significantly reduce fuel consumption during minimum load operation at off-peak hours, while simultaneously minimizing the number of shutdowns. Extended turndown reduces operational costs by offsetting the fuel consumption costs against the costs associated with starting up and the maintenance costs associated with such starts. Along with the increased emphasis on turndown capability, there has been a rising need to develop and standardize methods by which turndown capability can be accurately measured and reported. By definition, the limiting factor for turndown is the exhaust gas emissions, primarily CO and NOx. A concurrent and accurate measurement of performance and emissions is an essential ingredient to the determination of turndown capability. Of particular challenge is the method by which turndown results that were measured at one set of ambient conditions can be accurately projected to a specific guarantee condition, or to a range of ambient conditions, for which turndown capabilities have been guaranteed. The turndown projection methodology needs to consider combustion physics, control system algorithms, and basic cycle thermodynamics. Recent advances in the integration of empirically tuned physics-based combustion models with control system models and the gas turbine thermodynamic simulation, has resulted in test procedures for use in the contractual demonstration of turndown capability. A discussion of these methods is presented, along with data showing the extent to which the methods have provided accurate and repeatable test results.

scholarly journals Emission and Noise Characteristics of a Diesel Engine Fuelled with Diesel-Chicken Oil Biodiesel Blends

2020 ◽  
Vol 10 (2) ◽  
pp. 5387-5391 ◽  
Author(s):  
A. A. Khaskheli ◽  
H. J. Arain ◽  
I. A. Memon ◽  
U. A. Rajput ◽  
M. J. Ahsan
Keyword(s):  
Particulate Matter ◽  
Diesel Engine ◽  
Greenhouse Effect ◽  
Engine Speed ◽  
Exhaust Gas ◽  
Nitric Oxides ◽  
Gas Emissions ◽  
Average Value ◽  
Noise Characteristics ◽  
Exhaust Gas Emissions

Biodiesel is a significant renewable, safe, and environmentally friendly source of energy that produces a lesser amount of greenhouse effect gasses. The studied biodiesel source is local chicken frying oil, synthesized by the trans-esterification process. In this research, the Particulate Matter (PM) exhaust gas emissions and sound emissions are examined. Emissions such as PM (PM1.0, PM2.5, PM7.0, and PM10), nitric oxides (i.e. NO and NO2), CO, CO2, and noise were investigated at variable loads with constant engine speed. Fuel samples, i.e. pure diesel (D100) and 20% Biodiesel (B20) and 30%Biodiesel (B30) blends were tested. Conventional diesel was found to emit more particulate and sound emissions, while B30 had lower emissions than B20 and conventional diesel. The lowest average values regarding exhaust gas emissions were 0.00690ppm for PM1.0, 7.44ppm for NO2 was, and 190.727ppm for CO, presented in B30. However, emissions from the engine decreased with an increase in the blending ratio of biodiesel. Furthermore, the lowest average value of CO2 was found in B30 and was about 1.457%.

Optimizing the Ignition Timing of a Converted CNG Mono-Gas Engine

2014 ◽  
Vol 554 ◽  
pp. 474-478
Author(s):  
Mas Fawzi ◽  
Mohd Norfaiz Hashim ◽  
Fathul Hakim Zulkifli ◽  
Shahrin Hisham Amirnordin
Keyword(s):  
Engine Speed ◽  
High Efficiency ◽  
Cold Start ◽  
Operating Mode ◽  
Exhaust Gas ◽  
Ignition Timing ◽  
Gas Emissions ◽  
Promising Alternative ◽  
Recent Climate ◽  
Exhaust Gas Emissions

Governmental policies on renewable energy and environmental act are aggressively being enforced to mitigate recent climate change. Natural gas is not renewable but it is the most abundant and has the lowest Lifecycle CO2emission among fossil fuel. Realizing such promising alternative, many logistics and transportation companies are converting their existing diesel-fueled vehicle to CNG-fueled. Researchers have shown that CNG engines offer advantages compared to diesel and gasoline engines such as high efficiency and low emissions. Prior to this work, a 4.3L 4-cylinder diesel engine was modified and retrofitted with a CNG mono gas system. However, it was observed that the engine, CNG-fueled combustion is not stable especially at idling speed. The purpose of this study is to optimize the ignition timing best suited for idling both in normal operating mode (700-850 rpm) and in cold start mode (1000-2000 rpm). The ignition timings tested were 20oBTDC and 25oBTDC. The measurements were made at engine speeds from 700 to 2500 rpm. Some irregularities were found in the result, but overall, the ignition timing 25oBTDC is better than 20oBTDC in terms of fuel consumption and exhaust gas emissions. For this particular system, the results recommend that the idling engine speed should be at 700-800 RPM and 1500 RPM during the normal mode and cold start mode respectively. The use of engine speed of 1000 to 1300 rpm should be minimized to reduce overall exhaust gas emissions.

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