scholarly journals PENGARUH DURASI CAMSHAFT TERHADAP PRESTASI MESIN BENSIN 110 CC

Otopro ◽  
2021 ◽  
pp. 1-7
Author(s):  
Halim Halim ◽  
Reza Bachmid ◽  
Sabdha Purna Yudha
Keyword(s):  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Gasoline Engine ◽  
Maximum Power ◽  
Standard Testing ◽  
Total Fuel Consumption ◽  
Engine Power

Effect camshaft duration on performance of 110 cc gasoline engine carried out by comparing the duration of standard and modified camshafts of 303.5o to obtain maximum power produced by 110 cc smash type Suzuki engine and its effect on fuel consumption. This study aims to know of, (1) torque machine with modification in duration camshaft, (2) knowing total fuel consumption (FC), spesific fuel consumption (SFC), and thermal efficiency of the standard engine and engine has modified in the duration of its camshaft. A method of testing in the research was done with to the chassis of dynamometer as for testing done in PT.Suzuki galesong pratama through adhering to a standard testing suzuki that has been set. The results showed a change in the value of power and torque on standard engine power obtained by 5.3 HP or 3.88 kW to 6.0 HP or 4.63 kW with a torque value of 6.14 N.m, then decreased at 9000 rpm rotation of 5.02 Nm. While the duration of power modification camshaft obtained is 7.5 HP or 5.60 kW with a torque of 8.65 Nm, it also decreases at 9000 rpm of 7.9 HP or 5.89 kW. The significant effect occurs at 9000 rpm. Standard camshaft FC value is obtained at 0.8946 kg / h, SFC = 0.1932 kg / kWh. For duration of modified camshaft, at 9000 rpm,  FC value obtained was 1.6526 kg / h, SFC = 0.2806 kg / kWh. From these results, it is known that an increase occurred in the FC value with a difference of 0.758 from previous results with an SFC of 0.0874. Furthermore, thermal efficiency obtained by 50.01% at 6000 rpm decrease by 40.29 % at 9000 rpm for standard camshaft. The duration of a modified camshaft was obtained by 53.34% at 6000 rpm and decrease by 30.02 %  at 9000 rpm.

Performance Analysis of an Otto Engine with Ethanol and Gasoline Fuels

2011 ◽  
Vol 110-116 ◽  
pp. 267-272 ◽  
Author(s):  
Rahim Ebrahim
Keyword(s):  
Performance Analysis ◽  
Compression Ratio ◽  
Power Output ◽  
Thermal Efficiency ◽  
Alternative Fuels ◽  
Gasoline Engine ◽  
Maximum Power ◽  
Comparative Performance ◽  
Engine Operation ◽  
Maximum Power Output

Energy conservation and its efficient use are nowadays a major issue. The evident reduction in oil reserves combined with the increase in its price, as well as the need for ‘cleaner’ fuels, have led in the past years to an increasing interest and research in the field of alternative fuels for spark ignition engines propulsion. Also, there are interesting to increase the technical focus on conventional cycles for making them more optimum in terms of performance. In this study, a comparative performance analysis and optimisation have been performed for irreversible Otto cycle with ethanol, methanol and gasoline fuels. The results show that the maximum power output, the working range of the cycle, the optimal power output corresponding to maximum thermal efficiency, the optimal thermal efficiency corresponding to maximum power output increase, the compression ratio at the maximum power output and the compression ratio at the maximum thermal efficiency when ethanol-engine operation is changed to gasoline-engine operation. The results obtained in this work can help us to understand how the power output and thermal efficiency are influenced by ethanol and gasoline fuels in an Otto engine.

scholarly journals Emission-factor uncertainties in maritime transport in the Strait of Gibraltar, Spain

2012 ◽  
Vol 5 (4) ◽  
pp. 5953-5991 ◽  
Author(s):  
J. Moreno-Gutiérrez ◽  
V. Durán-Grados ◽  
Z. Uriondo ◽  
J. Ángel Llamas
Keyword(s):  
Fuel Consumption ◽  
Emission Factors ◽  
Injection Timing ◽  
Exhaust Gas ◽  
Strait Of Gibraltar ◽  
Total Fuel Consumption ◽  
Total Difference ◽  
The Impact ◽  
Engine Condition ◽  
Engine Power

Abstract. A reliable and up-to-date maritime emission inventory is essential for atmospheric scientists quantifying the impact of shipping. The objective of this study is to estimate the atmospheric emissions of SO2, NOx, CO2 and PM10 by international merchant shipping in 2007 in the Strait of Gibraltar, Spain, including the Algeciras Bay by two methods. Two methods (both bottom-up) have been used in this study: 1. Establishing engine power-based emission factors (g kWh−1, EPA) or the mass of pollutant per work performed by the engine for each of the relevant components of the exhaust gas from diesel engines and power for each ship. 2. Establishing fuel-based emission factors (kg emitted/t of fuel) or mass of pollutant per mass of combusted fuel for each of the relevant components of the exhaust gas and a fuel-consumption inventory (IMO). In both methods, the means to estimate engine power and fuel-consumption inventories are the same. The exhaust from boilers and incinerators is regarded as a small contributor and excluded. In total, an estimated average of 1 389 111.05 t of CO2, 23 083.09 t of SO2, 32 005.63 t of NOx and 2972 t of PM10 were emitted from January 2007 until December 2007 by international and domestic shipping. The estimated total fuel consumption amounts to 437 405.84 t. The major differences between the estimates generated by the two methods are for NOx (16% in certain cases) and CO (up to 23%). A total difference for all compounds of 3038 t (approximately 2%) has been found between the two methods but it is not areasonable estimate of uncertainty. Therefore, the results for both methods may be considered acceptable because the actual uncontrolled deviations appear in the changes in emission factors that occur for a given engine with age. These deviations are often difficult to quantify and depend on individual shipboard service and maintenance routines. Emission factors for CO and NOx are not constant and depend on engine condition. For example, tests conducted by the authors of this paper demonstrate that when an engine operates under normal in-service conditions, the emissions are within limits. However, with a small fault in injection timing, the NOx emission exceeds the limits (30% higher value in some cases). A fault in the maintenance of the injection nozzles increases the CO emission (15% higher value in some cases).

scholarly journals PERBANDINGAN PENGGUNAAN KOIL STANDAR DAN KOIL RACING KTC TERHADAP DAYA MESIN DAN KONSUMSI BAHAN BAKAR PADA SEPEDA MOTOR YAMAHA MIO TAHUN 2006

2019 ◽  
Vol 5 (3) ◽  
Author(s):  
Pande P. Suarnata ◽  
Kadek Rihendra Dantes ◽  
Nyoman Arya Wigraha
Keyword(s):  
Data Collection ◽  
Fuel Consumption ◽  
Experimental Research ◽  
Maximum Power ◽  
Measuring Instrument ◽  
Test Results ◽  
Minimum Power ◽  
Power Testing ◽  
Engine Power

AbstrakPenelitian ini dilakukan untuk mengetahui perbandingan dari penggunaan koil standar dan koil racing ktc terhadap daya mesin dan konsumsi bahan bakar yang diterapkan  pada motor Yamaha Mio dengan variasi rpm yang berbeda. Penelitian ini dilakukan di SMK N 3 Singaraja. Dalam pengujian ini alat ukur yang digunakan adalah dynotest untuk memperoleh data daya dan konsumsi bahan bakar yang dihasilkan pengujian dari penggunaan koil standar dan koil racing ktc. Penelitian ini merupakan penelitian eksperimen dengan menggunakan tabel, grafik serta aplikasi SPSS 16.0 untuk mengolah data tersebut. Teknik pengumpulan data yang digunakan pada penelitian ini yaitu teknik observasi dan dokumentasi. Hasil pengujian daya dan konsumsi bahan bakar dengan menggunakan koil standar mendapatkan daya maksimal sebesar 8.87 PS pada 8000 Rpm sedangkan daya minimum sebesar 1.18 PS pada 3000 Rpm. Pengujian dengan daya dan konsumsi bahan bakar menggunakan koil standar mendapatkan SFC maksimal sebesar 18.84 kg/j pada 8000 Rpm, sedangkan SFC minimum 0.08 kg/j pada 3000 Rpm. Hasil pengujian daya dan konsumsi motor yang menggunakan koil racing ktc didapatkan daya maksimal sebesar 9.10 PS pada 8000 rpm, dan daya minimal sebesar 1.45 PS pada 3000 rpm. Sedangkan konsumsi bahan bakar maksimal sebesar 19.25 kg/j pada 8000 rpm dan konsumsi bahan bakar minimal 0.17 kg/j pada 3000 rpm. Kata Kunci: Koil Standar, Koil Racing Ktc, Daya, Konsumsi Bahan Bakar AbstractThis study was conducted to determine the comparison of the use of standard coils and ktc racing coils on engine power and fuel consumption applied to Yamaha Mio motors with different variations of rpm. This research was conducted at SMK N 3 Singaraja. In this test the measuring instrument used is the dynotest to obtain power data and fuel consumption resulting from testing of the use of standard coils and ktc racing coils. This study is an experimental research using tables, graphs and applications SPSS 16.0 to process the data. Data collection techniques used in this research is the technique of observation and documentation. The results of power testing and fuel consumption by using a standard coil to get a maximum power of 8.87 PS at 8000 Rpm while the minimum power of 1.18 PS at 3000 Rpm. Testing with power and fuel consumption using standard coils get a maximum SFC of 18.84 kg / j at 8000 Rpm, while minimum SFC is 0.08 kg / j at 3000 Rpm. Test results of power and motor consumption using ktc racing coil obtained maximum power of 9.10 PS at 8000 rpm, and minimum power of 1.45 PS at 3000 rpm. While the maximum fuel consumption of 19.25 kg / j at 8000 rpm and fuel consumption of at least 0.17 kg / j at 3000 rpm. Keywords:Standard Coil, Ktc Racing Coil, Power, Fuel Consumption.

Quasi-Periodic Control Technique for Minimizing Fuel Consumption During Record Vehicle Competition

2013 ◽  
Vol 60 (2) ◽  
pp. 185-197 ◽  
Author(s):  
Paweł Sulikowski ◽  
Ryszard Maronski
Keyword(s):  
Fuel Consumption ◽  
Optimal Control Theory ◽  
Slope Angle ◽  
Control Technique ◽  
Decision Variables ◽  
Aeronautical Engineering ◽  
The One ◽  
Optimal Driving ◽  
The Given ◽  
Engine Power

The problem of the optimal driving technique during the fuel economy competition is reconsidered. The vehicle is regarded as a particle moving on a trace with a variable slope angle. The fuel consumption is minimized as the vehicle covers the given distance in a given time. It is assumed that the run consists of two recurrent phases: acceleration with a full available engine power and coasting down with the engine turned off. The most fuel-efficient technique for shifting gears during acceleration is found. The decision variables are: the vehicle velocities at which the gears should be shifted, on the one hand, and the vehicle velocities when the engine should be turned on and off, on the other hand. For the data of students’ vehicle representing the Faculty of Power and Aeronautical Engineering it has been found that such driving strategy is more effective in comparison with a constant speed strategy with the engine partly throttled, as well as a strategy resulting from optimal control theory when the engine is still active.

Exergy analysis of a turboprop engine at different flight altitude and speeds using novel consideration

2020 ◽  
Vol 0 (0) ◽  
Author(s):  
Ali Dinc ◽  
Yousef Gharbia
Keyword(s):  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Exergy Efficiency ◽  
Specific Fuel Consumption ◽  
Flight Altitude ◽  
Fuel Flow ◽  
Turboprop Engine ◽  
Shaft Power ◽  
Two Parameters ◽  
The Relationship

Abstract In this study, exergy efficiency calculations of a turboprop engine were performed together with main performance parameters such as shaft power, specific fuel consumption, fuel flow, thermal efficiency etc., for a range of flight altitude (0–14 km) and flight speeds (0–0.6 Mach). A novel exergy efficiency formula was derived in terms of specific fuel consumption and it is shown that these two parameters are inversely proportional to each other. Moreover, a novel exergy efficiency and thermal efficiency relation was also derived. The relationship showed that these two parameters are linearly proportional to each other. Exergy efficiency of the turboprop engine was found to be in the range of 23–33%. Thermal efficiency of the turboprop engine was found to be around 25–35%. Exergy efficiency is higher at higher speeds and altitude where the specific fuel consumption is lower. Conversely, exergy efficiency of the engine is lower for lower speeds and altitude where the specific fuel consumption is higher.

scholarly journals Effect of algae fuel addition on fuel consumption and thermal efficiency of single cylinder diesel engine

2021 ◽  
Vol 1068 (1) ◽  
pp. 012016
Author(s):  
Hazim Sharudin ◽  
N.A. Rahim ◽  
N.I. Ismail ◽  
Sharzali Che Mat ◽  
Nik Rosli Abdullah ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Single Cylinder

Study on Quick Testing Instrument for Automobile Fuel Consumption

2011 ◽  
Vol 230-232 ◽  
pp. 178-182
Author(s):  
Bai Xue Fu ◽  
Sheng Hai Hu
Keyword(s):  
Fuel Consumption ◽  
Automobile Industry ◽  
Gasoline Engine ◽  
Computer Control ◽  
Cost Effective ◽  
Developed Countries ◽  
Sensor Technology ◽  
Control Technology ◽  
Testing Instrument ◽  
Total Consumption

Sensor technology and computer control technology are applied to automobile fuel consumption testing in the automobile industry developed countries, the function and precision of the test are developing and perfecting continually. In our country, automobile fuel consumption test mainly applies ordinary consumption test devices, that test item are single-chip, which is applied for testing the flow of time. The display of method mainly based on the pointer instrument and partially on circuit control, so the maintenance and reliability of the test does not excellent. We do research and develop the intelligent one which is called quick testing instrument for automobile fuel consumption, which applies sensor technology, computer control technology and advanced instrument technology, that can be applied for the testing for automobile fuel consumption and data show. It can improve the measurement precision of automobile fuel consumption and degree of automation, with the down cost as high cost-effective consequences. The test instrument can be used for testing instantaneous fuel consumption, average fuel consumption and accumulative total consumption of gasoline engine and diesel engine.

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