LIST OF EXPERI MENTS

1. VALVE TIMING DIAGRAM OF 4S ENGINE

2. PORT TIMING DIAGRAM OF 2S ENGINE
3. PERFORMANCE TEST ON 4S PETROL ENGINE
4. HEAT BALANCE TEST ON TWIN CYLINDER FOUR STROKE DIESEL
ENGINE

5. MORSE TEST ON MULTI CYLINDER FOUR STROKE PETROL ENGINE

6. TEMPERATURE DEPENDENCE OF VISCOSITY OF LUBRICATION OIL
BY REDWOOD VISCOMETER

7. DETERMINATION OF FLASH AND FIRE POINT

8. PERFORMANCE TEST ON SIMPLE IMPULSE TURBINE
9. PERFORMANCE TEST ON DIESEL FIRED STEAM BOILER

VALVE TIMING DIAGRAM OF 4S ENGINE

Ex.No:1
Date :
AIM:
To draw the valve timing diagram for the given four stroke engine.
EQUIPMENTS REQUIRED:
1. Measuring tape
2. Scale
3. Thread
4. Feeler gauge
FORMULA:
Required angle =

Distance x 360
Circumference of the flywheel

Where,
Distance = Distance of the valve opening or closing position marked on flywheel with
respect to their dead centre.
PROCEDURE:
1. First the TDC and BDC of the engine are found correctly by rotating the flywheel
and the positions are marked on the flywheel.
2. Now the circumference of the flywheel is found by using the measuring tape.
3. The flywheel is rotated and the point at which the inlet valve starts opening is found
out and its position is marked on the flywheel
4. Similarly the position at which it closes is also found out.
5. The distances are measured by using thread with respect to their dead centre and
converted into angles.
6. The same procedure is repeated for the exhaust valves also.
RESULT:
Thus the valve timing for the given four stroke engine is found out and is drawn.
Inlet valve opens
=
Inlet valve closes
=
Exhaust valve opens =
Exhaust valve closes =
Exhaust valve closes =

TABULATION:
Sl.no

Events

Position of events with

respect to nearest dead
centre

IVO

Before TDC

IVC

After BDC

EVO

Before BDC

EVC

After TDC

FIS

Before TDC

FIE

After TDC

Sl.no

Events

Suction stroke

Exhaust stroke

Power stroke

Compression
stroke

overlap

Fuel injection

Angle subtended in
Degree()

Distance with
respect to nearest
dead centre

Angle with respect

to nearest dead
centre

Time taken in seconds

PORT TIMING DIAGRAM OF 2S ENGINE

Ex.No :02
Date :
AIM:
To draw the port timing diagram for the given two stroke engine.
TOOLS REQUIRED:
1. Measuring tape
2. Scale
3. Thread
FIXING T HE DEAD CENTRES:
For fixing up the dead centre a chalk mark is made on the piston. The fly wheel is rotated.
When the chalk mark coincides with the end of the cylinder a mark is made on the flywheel and
it represents TDC. Now the flywheel is again rotated and the position at which the piston reaches
the lower most position is noted on flywheel and it represents the BDC.
IDENTIFICATION OF PORTS:
The port which has more area and is nearer to the TDC is the exhaust port and the other is
the inlet port.
DIRECTION OF ROTATION:
As the port opening and closing are symmetrical about the dead centre any arbitrary
direction of rotation may be selected.
FORMULA:
Required angle =

Distance x 360
Circumference of the flywheel
Where,
Distance = Distance of the valve opening or closing position marked on flywheel
with respect to their dead centre.

PROCEDURE:
1. The flywheel is turned in any arbitrary direction.
2. During the downward traverse position when it just uncovers a port it is marked as the
opening of the port on the flywheel.
3. The rotation is further continued until the piston covers the port during its upward
travel.

4. A mark is made on the flywheel against the fixed mark. This gives the closing of the
port.
5. The same procedure is repeated for other ports also.
RESULT:
Thus the port time for the given two stroke engine is found out and the port timing
diagram is drawn.
Transfer port opens =
Transfer port closes =
Exhaust Port opens =
Exhaust port closes =
TABULATION:
Sl.no

Events

Position of events with

respect to nearest dead
centre

EPO

Before BDC

EPC

After BDC

TPO

Before BDC

TPC

After BDC

IPO

Before TDC

IPC

After TDC

Distance with
respect to nearest
dead centre

Angle with respect

to nearest dead
centre

Sl.no

Events

Compression

Expansion

Transport open

Exhaust port open

Suction

Angle subtended in Degree() Time taken in seconds

PERFORMANCE TEST ON FOUR STROKE SINGLE CYLINDER DIESEL ENGINE

Exp No: 03
Date :
AIM:
To conduct a load test on a single cylinder forur stroke diesel engine with electrical
loading and to draw the characteristic curves
APPARATUS REQUIRED:
Engine test rig, Stop watch
ENGINE DETAILS:
Power : 3.7 KW
Bore
: 80 mm
Stroke : 110 mm
Calorific value of fuel : 45360 kj/kg
Compresssion Ratio : 16 :1
Fuel Density : 827.5 kg/m3
FORMULAE:
1. Brake power:
B.P =

VI cos
KW
alt 1000
Where,
V= Voltage in volts
I = Current in Ampere
cos = Power Factor =1
alt = Alternative efficiency(70%)

2. Total Fuel Consumption

T. F.C = 1010 -6 fuel x 3600 kg / hr
t
Where,
t = Time taken to consume 10cc of fuel in seconds
3. Specific fuel consumption: S.F.C. = T. F.C kg / kW- hr
B.P
4. Friction power:
Values taken from graph
5. Indicated power:
I.P = B.P + F.P kW

6. Mechanical efficiency:
mech = B.P x 100 %
I.P
7. Indicated thermal efficiency:
th = I.P x 3600 x 100 %
T.F.C x C.V
8. Brake thermal efficiency:
bth = B.P x 3600
x 100 %
T. F.C x C.V
Where, C.V = Calorific value of fuel in kJ / kg
9. Indicated mean effective pressure:
I.M.E.P = I.P x 60000
L. A. N . k

N/mm2

10. Torque = B.P x 60

2N
11. Brake mean effective pressure:
B.M.E.P =

B.P x 60000
L . A . n. k

N/m2

Where,
L = Stroke length, m
A = Area = /4 D2 , D = Bore diameter in m
n = N/2
k = Number of cylinders
DESCRIPTION:
The engine is four stroke, single cylinder, water cooled vertical diesel engine. The engine
is connected to rope brake dynamometer. The burette is connected to the engine through three
way cock to measure the fuel consumption.
PROCEDURE:
1. The fuel is first filled in the fuel tank
2. Then the cooling arrangements are made.

3. Before starting the engine the brake drum circumference is noted.

4. Before starting check and assure that there is no load on the weight hanger.
5. Now the engine is started and the time taken for 10cc of fuel consumption is noted
with the help of a stop watch. This reading corresponds to no load condition.
6. Now place weight in the weight hanger and take the above mentioned readings. The
spring balance reading is also noted down.
7. The above procedure is repeated for various loads and the readings are tabulated.
8. The calculations are done and various graphs are plotted.

GRAPH:
1. B.P vs. T.F.C.
2. B.P vs. S.F.C.
3. B.P vs. .mech
4. B.P vs. th
5. B.P vs. bth
6. B.P vs Torque
7. B.P vs BMEP
RESULT:
Thus the load test on single cylinder four stroke vertical diesel engine is performed and
its load characteristics are obtained.

PERFORMANCE TEST ON FOUR STROKE DIESEL ENGINE

SL Voltage
NO
(v)

Time for
Current
10cc fuel
BP IP
TFC
(A)
consumption (kW) (kW) (kg/hr
(sec)
)

SFC
bth
(kg/kWhr)

ith

mech

BMEP IM
(N/m2) (N

Exp No: 4
Date :
HEAT BALANCE TEST ON TWIN CYLINDER FOUR STROKE DIESEL ENGNE
AIM:
To conduct a heat balance test on a given twin cylinder four stroke diesel engine and
prepare the heat balance sheet.
APPARATUS REQUIRED:
Engine test rig , Tachometer, Stop watch, Dead weight .
ENGINE DETAILS:
Brake Power : 7.4 Kw
Bore
: 87.5 mm
Stroke : 110 mm
Brake drum diameter : 410 mm
Fuel density : 827.5 kg/m3
Calorific value of fuel : 45360 kJ / kg
Compression ratio : 17.5 : 1
Rated speed : 850 r.p.m
Rope diameter : 20 mm
FORMULAE:
1. Brake Power ( B.P ) = 2 N T

KW
60

T = (W1 W2) g r eff

W1 = Dead weight (Kg)
W2 = Spring load (Kg)
r eff = effective radius (Brake drum radius + Rope radius)
2. Actual air intake Va

Volume of air Va = Cd a (2gH)1/2

Cd = Coefficient of discharge (0.62)
A= Area of the orifice (m2)
Ha = Hw 1000
a
3. mass flow rate4 of air(Ma)
Ma = Va x a
a = P / RTa

4. Heat carried by Cooling water

= mw x Cpw (Tout Tin ) kJ / min
Where,
mw = Mass of cooling water circulated per minute.
Cpw = Specific heat capacity of water = 4.19 KJ/Kg-K
Tout = Temperature of outlet water
Tin = Temperature of water inlet.
5. Heat carried by exhaust gas:
= mg x Cpg (Te Ta ) kJ / min
Where,
Ta & Te Temperature of air inlet & Temperature of exhaust gas
mg = Mass of exhaust gas
Cpg = Specific heat capacity of exhaust gas = 1.001 KJ/Kg-K
6. Total Fuel Consumption

T. F.C = 1010 -6 fuel x 3600

kg / hr
t

Where,
t = Time taken to consume 10cc of fuel in seconds
7. Total heat supplied:
T.H.S = T. F.C x CV

Kw
3600

Where,
CV = Calorific value of fuel in KJ
8. Unaccounted heat loss: (Q una)
= Total heat (Heat to B.P + Heat carried by
cooling water
+ Heat carried by
exhaust gas)
9. Unaccounted heat loss %

= Q una x 100
T.H.S

DESCRIPTION:
The engine is four stroke twin cylinder vertical diesel engine. A water rheostat is
connected as the loading device. The water flow meter is connected to measure the mass flow
rate of water. Fuel consumption can be measured by a burette connected in a three way cock
from fuel tank. There is a provision for finding various temperatures at different positions simply
by connecting thermocouple at different locations. A U-tube is fitted and it measures the head of
air supplied to the engine.
PROCEDURE:
1. Before starting the engine is supplied with cooling water. The engine is started by means
of hand cranking method constant load is applied to the engine.
2. Open the inlet valve of the cooling water and note the amount of water circulated per
minute.
3. Ensure no load on the engine. The time taken for consumption of 10 cc of fuel is noted.
4. The exhaust gas temperatue, cooling water, inlet and outlet is noted. The difference in the
U-Tube in manometer is noted.
5. The voltmeter and ammeter readings of the electric dynamometer are noted.
6. The above said readings are taken again by operating the engine at various load
conditions.
7. Heat balance sheet is drawn as per the readings.

TABULAR COLUMN
HEAT BALANCE TEST ON FOUR STROKE DIESEL ENGINE

Time for
Inlet water Inlet water Exhaust gas
10cc fuel
temperature temperature temperature
Sl
Load
Manometer consumption
tw1
tw2
tg1
no
reading
(sec)
(0c)
(0c)
(0c)
W1(kg) W2(kg)
h1 h2X
X
10-2
10-2

TFC
Kg/hr

Heat
Input
KW

Heat rejected to Heat carried away

cooling
by exhaust gas
water
KW
%
KW
%

Brake power
(useful heat)
KW

Unaccounted
heat
loss
KW
%

RESULT:
Thus the heat balance test is conducted and the heat balance sheet and chart are prepared
for the twin cylinder four stroke diesel engine.

MORSE TEST ON MULTICYLINDER 4 STROKE PETROL ENGINE WITH

HYDRAULIC DYNAMOMETER LOADING
Ex.No.5
Date:
Aim:
To conduct a Morse test on a 4 cylinder petrol engine with hydraulic loading and
determine the indicated horse power.
Apparatus required
Tachometer, stopwatch
Objective:
The student will be able to determine indicated horse power ,brake horse power and
frictional power
Formula:
Engine output (BP)
Indicated power (IP)

= 2NT / 60KW
= IP1 + IP2 + IP3 + IP4
IP1 = BP-BP1
mech = BP/IP X 100

Operating procedure:
1. Initially, the water inlet valve is closed and the engine started. The shaft begins to
rotate.
2. By opening the valve ,water is allowed to enter into the dynamometer creating a
braking effect on the engine.
this will cause the engine speed to drop and by
opening the engine throttle, more fuel is given to increase the engine speed to the
desired value.

3. As the dynamometer is sensitive to the water flow rate, care should be ensure water
inlet valve is opened slowly, sudden opening may cause high loading and hence
engine stalling or even stopping.
4. outlet water from the dynamometer flows freely out of the drain at the bottom and
should not be closed under any conditions. Also, the outlet drain hose should be free
and not rigidly held as this would restrict the movement of the dynamometer body
affecting the reaction torque measurement.
5. When the dynamometer is working, it absorbs the engine power output and converts
it into heat by the water brake. This will raise the water temperature and cause the
dynamometer body to become warm. This will raise the water temperature and cause
the dynamometer body to become warm. The heat is carried away by the water.
Specification:
Four stroke, Four cylinder, Water cooled Engine
Make..Almech
R.P.M.1500
B.H.P..10HP
Fuel.Petrol
Equipment:
1. Engine HM ISUZU four cylinder vertical petrol engine with provision to cut off
ignition to each cylinder
2. Hydraulic dynamometer coupled to the engine
3. fuel flow meter
4. Cooling water arrangement for engine and dynamometer.

Procedure
1. Check lubrication oil level, fuel level, cooling water system and the battery
terminals before starting.
2. Start the engine and allow it to run for about 10 minutes at the rated speed to warm
up
3. Load the engine at full load and maintain the speed at rated rpm i.e., 1500rpm by
adjusting the throttle and dynamometer loading wheel.
4. Allow the engine to stabilize for a few minutes.
5. Cut-off ignition to cylinder no 1 by lifting the respective switch.
6. Bring the engine again to the rated speed of 1500rpm by reducing the load on
dynamometer. On no account throttle position should be changed. Note the
dynamometer reading.
7. Restore ignition to cylinder 1 by closing the switch.
8. Repeat the procedure for cylinder nos 2, 3 and 4. note the dynamometer reading for
each cylinder when they are cut-off.

9. From the data compute BHP of the engine and FHP and IHP of each cylinder.
10. Note the following readings:
1. Engine speed 2. Hydraulic dynamometer spring balance.

Tabulation
Engine output WN/4867KW
Test speed: 1500rpm

Sl.No

Particulars

All cylinders working

1st cylinder cut off

2nd cylinder cut off

3rd cylinder cut off

4th cylinder cut off

Hydraulic
dynamometer Speed
Load W
N rpm

Engine Indicated
output(BP) power
KW
KW

Mechanical
efficiency
%

Result
The Morse test on four cylinder 4 stroke petrol engine with Hydraulic loading was
conducted and the efficiency was determined.

DETERMINATION OF FLASH AND FIRE POINT

Ex.No.5
Date:
Aim:
To determine the flash point and fire point of the given fuel or lubricating oil sample.
Apparatus required:
Sample oil, Thermostat, cup and lid arrangement.
Theory:
The flash and fire points are good indication of relative flammability of the oil and expect
for the safety from fire hazards; they do not have any significance for engine operation. The
flash and fire points indicate the temperature below which the oil can be handled without danger
of fire. The apparatus consists of a heater, cup for filling the sample oil, agitator and a lid for the
cup.
Terminology:
Flash point:
Flash point is the temperature at which a flammable liquid will produce a mixture
of its vapor and air, which will ignite to give flash by contact with open flame.
Fire point:
Fire point is the temperature at which the flash will sustain itself as a steady
flame for at least five seconds.
Procedure:
1.
2.
3.
4.

All the accessories and the cup are thoroughly cleaned and dried.
The cup is filled with the sample oil up to the marked level.
The lid is placed over the cup and is placed over the heater and is heated.
The heat is applied such that the temperature increases not less than 50C and not
more than 60C per minute.
5. The agitated is used to stir the oil to have uniform temperature.
6. A flame is introduced into the vapor space through the shutter provided on the lid.
There is a mechanism for opening the shutter.
7. The sample should not be stirred while applying the test flame.

8. The temperature at which the oil vapor starts producing flashes is noted as flash
point temperature.
9. Again the flame is introduced into the vapor space. The temperature at which the
vapor flash sustains itself as a steady flame is noted as fire point temperature.
10. The procedure can be repeated for the second trial and also with some other oil
samples.

Tabulation:

FLASH POINT (0C)

FIRE POINT (0C)

SL.NO OIL
SAMPLE
TRIAL I

TRIAL II

T flash

TRIAL I

TRIAL II

Result:
Thus the flash point and the fire point of the given oil sample is determined.

T fire

TEMPERATURE DEPENDENCE OF VISCOSITY OF LUBRICATION OIL BY

REDWOOD VISCOMETER
Ex.No:6
Date:
AIM:
To determine the viscosity of given lubrication oil by Redwood viscometer.
APPARATUS REQUIRED:
i. Redwood viscometer
ii. Thermometer
iii. Conical flask
iv. Stop watch
DESCRIPTION:
Viscosity is the property of a fluid or liquid by virtue of which it offers resistance to its
own flow. It is measured in poise. The kinematic viscosity of a liquid is the ratio of absolute
viscosity to its density at the given temperature and the unit for kinematic viscosity is
centistokes. Viscosity is the most important single property of any lubricating oil, because it is
the main determinant of the operating characteristics of the lubricant. if the viscosity of the oil is
too low, a liquid oil film cannot be maintained between two moving or sliding surfaces, and
consequently excessive wear will take place. On the other hand if the viscosity is too high,
excessive friction will result due to fluid friction. Measurement of viscosity of lubricating oil is
made with the help of an apparatus called the viscometer. In a viscometer, a fixed volume of the
liquid is allowed to flow from a given height through a standard capillary tube under its own
weight and the time of flow in seconds is noted. The time is proportional to true viscosity. The
redwood viscometer is commonly used in commonwealth countries. Redwood viscometer is of
two types:
Redwood viscometer No.1 is commonly used for determining viscosities of thin lubricating oils
and it has a jet of bore diameter 1.62mm and length 10mm.
Redwood viscometer No.2 is used for measuring viscosities of highly viscous oils. It has a jet of
diameter 3.8mm and length 15mm.
FORMULA:

Kinematic viscosity () = At B/t x 10-6 m2/ s

Where,
A= 0.247, B= 65 , for t = 85 to 200 seconds
t = time taken to collect 50ml in seconds
A = 0.264 , B = 190 , for t = 40 to 85 seconds.

PROCEDURE:
1. The leveled oil cup is cleaned and ball valve rod is placed on the gate jet to
close it.
2. Oil under test, free from any suspension and dust is filled in the cup upto the
pointer level.
3. An empty conical flask is kept just below the jet.
4. Water is filled in the bath and side-tube is heated slowly with constant stirring
of the bath.
5. When the oil is at the desired temperature, the ball valve is lifted and
suspended from thermometer bracket.
6. The time taken to collect 50ml of oil in the flask is noted and the valve is
immediately closed to prevent any overflow of oil.
7. The result is expressed in redwood No.1 seconds at particular temperature.
8. Similarly the above procedure is repeated for the oil at various temperatures
and the viscosity is found out.
9. Now a graph is drawn between the temperature and viscosity of oil.
GRAPH:
i. Temperature Vs Kinematic viscosity
RESULT:
Thus the viscosity of the lubrication oil is found out using Redwood viscometer
and the graphs are drawn.
VISCOSITY MEASUREMENT USING REDWOOD VISCOMETER

SL
NO

OILTEMPRATURE
(0C)

TIME TAKEN FOR

50ml
(sec)

KINEMATIC
VISCOSITY
(stokes)

FLASH AND FIRE POINTS OF FUELS

Ex.No : 7
Date :
AIM:
To determine the flash and fire point of the given fuel.
APPARATUS REQUIRED:
1. Pensky Martens closed cup flash-point apparatus
2. Thermometer
DESCRIPTION: ]
Flash point is the lowest temperature at which the fuel gives off enough vapours that
ignite for a moment, when a small flame is brought near it. Fire point is the lowest temperature at
which the vapours of the oil burn continuously for atleast 5 seconds when a tiny flame is brought
near it. In most cases fire points are 5C to 40C higher than the flash point. The flash and firepoints are usually determined by using Pensky-Martens apparatus.
PROCEDURE:
1.

The fuel under examination is filled upto the mark in the oil cup and then heated
by heating the water-bath by a burner.
2. Stirrer is worked between tests at a rate of about 1 to 2 revolutions per second.
3. Heat is applied so as to raise the oil temperature by about 5o C per minute.
4. At every 1oC rise of temperature, flame is introduced for a moment by working
the shuttle.
5. The temperature at which a distinct flash ( a combination of a weak sound and
light) appears is noted and is the flash point.
6. The heating is continued thereafter and the test-flame is applied as before.
7. When the oil ignites and continues to burn for atleast 5 seconds, the temperature
reading is noted and is the fire point. s

RESULT:
Thus the flash and fire-point of the given fuel is found out experimentally.
Flash Point :
Fire point :

Tabulation:
Sl.
No.

Flash point (0C)

Oil sample
Trial 1

Trial 2

Fire point (0C)

T flash

Trial 1

Trial 2

T fire

PERFORMANCE TEST ON SIMPLE IMPULSE TURBINE

Ex.No:8
Date :
AIM:
To conduct a performance test on the simple impulse steam turbine and find the brake
thermal efficiency and specific steam consumption.
SPECIFICATION:
Type: Simple impulse turbine with 3 inlet nozzles
Maximum turbine power = 500kW
Turbine speed = 3000rpm
Dynamometer type = Swinging field DC dynamometer, 1hp capacity.
Condenser = water cooled two pass steam condenser.
Vacuum pump = Reciprocating piston type.
APPARATUS REQUIRED
1. Turbine setup
2. Stopwatch
FORMULAE USED:
1. Turbine output power = 2NT kW
60
Torque T= W g R N-m
R Effective radius m
W Load shown by spring balance kg
Power generated by DC dynamometer = VI kW
1000

V- Voltage (V)
I Current (I)
2. Heat supplied in the boiler = mf CVfuel kW
3. Pump power = vf (Boiler pressure Condenser pressure) ms kW
vf = Specific volume of water corresponding to condenser pressure kg/m3
ms = Steam flow rate kg/sec
4. Boiler pressure = (Turbine inlet pressure + atmospheric pressure) bar
5. Condenser pressure = Turbine outlet pressure
760-condenser pressure mmHg 133.3
=
100000
6. Steam flow rate = 0.35
7. Brake thermal efficiency =

Turbine power pump power %

Heat supplied in the boiler

OBSERVATION:
Steam pressure at the turbine inlet =
Steam pressure at the turbine outlet =
Steam temperature at the turbine inlet =
Steam temperature at the turbine outlet =
Time taken for 4cm condensate rise =
Condensate temperature =
Voltage generated by the DC dynamometer =
Current generated by the DC dynamometer =
Load shown by spring balance (W) =
Turbine speed (N)=
Initial level of diesel =
Final level of diesel after 2 minutes =

Bar

DESCRIPTION:
The turbine used is a simple impulse turbine with three jets. The steam from the boiler is
fed into the turbine and the flow rate of the steam is so adjusted to maintain the turbine speed
below 3000rpm. The steam coming out from the turbine is sent to the condenser. The high
pressure and high temperature steam expands in te turbine and generates shaft power. The turbine
shaft is coupled to a swinging field DC dynamometer produces electric power. The turbine
blades are water-cooled. The steam leaving the turbine gets condensed by rejecting heat to the
surrounding cooling water in the condenser. The high temperature condensate is sprayed outside
into a sump from where it is fed to the boiler through a demineralization unit. A vacuum pump is
used to suck the condensate from the condenser and creates vacuum.
PROCEDURE:
1. Before starting, the water level and diesel level in the tanks are checked.
2. The cooling water pump is switched ON.
3. By putting appropriate switch ON, the combustion is started.
4. The initial water level is noted. The final water level is noted after 2 minutes
5. Similarly the initial and final diesel level also noted.
6. The steam generation is started and the steam pressure can be maintained at a
required safe level with the help of a stop valve.
7. The required pressure and temperatures are noted form the pressure gauges and
the temperature display units.
8. The times required for 4cm rise of condensate in the jar is noted.
9. The spring balance reading is also noted.
10. The required observation and calculation are made and the brake thermal
efficiency of the turbine is calculated.
RESULT:
Thus the performance test in the impulse turbine is conducted and the brake thermal
efficiency of the turbine is calculated.
Brake thermal efficiency =

Ex.No:9
Date :
PERFORMANCE TEST ON DIESEL FIRED STEAM BOILER
AIM:
To conduct a performance test on the diesel-fired boiler and to find out the equivalent
evaporation rate from and at 1000c and the boiler efficiency.
SPECIFICATION:
Type: Automatic three pass oil fired boiler with economizer
Maximum capacity: 200kg/hr
Operation pressure: 12kg/cm2
Fuel: Diesel.
APPARATUS REQUIRED:
1.Boiler setup
2.Stopwatch
FORMULAE USED:
1. Mass of water evaporated per sec ms (kg/sec) =
(Initial water levelFinal water level) area of the tank water
120
2. Mass of fuel supplied mf (kg/sec) =
(Initial Diesel levelFinal Diesel level)area of the Diesel tank Diesel
120
0
3.Equivalent Evaporation from and at 100 c=
ms (hsteam-hwater)
kg of steam
0
mf hfgat 100 c
kg of fuel
4. Steam Pressure=Gauge pressure + Atmospheric pressure

5. hwater = Cp Tinlet
Tinlet = Temperature of feed water to boiler
6. Boiler efficiency = ms (hsteam-hwater)
mfCVfuel

OBSERVATION:
Initial level of water=
Final level of water 2 minutes=
Initial level of Diesel=
Final level of Diesel2 minutes=
Steam temperature=
Feed water temperature=
DESCRIPTION:
The boiler used is a three pass, oil fired vertical boiler, which is capable of generating
steam at a maximum rate of 200kg/hr. the operating pressure is 12kg/cm2.but 10kg/cm2 is the
safe limit. The air for combustion enters the combustion chamber of the boiler. The diesel from
the diesel tank is injected into the combustion chamber. Combustion takes place inside the
combustion chamber. Water from the sump is pumped into the water tubes of the boiler through a
demineralization unit. The high pressure water picks up the heat from the flue gas and gets
converted into steam. The steam from the boiler is then fed to the turbine. Safety valves and stop
valves are provided for safety purpose.
PROCEDURE:
1. Before starting, the water level and diesel level in the tanks are checked.
2. The cooling water pump is switched ON.
3. By putting appropriate switch ON, the combustion is started.
4. The initial water level is noted. The final water level is noted after 2 minutes

5. Similarly the initial and final diesel level also noted.

6. The steam generation is started and the steam pressure can be maintained at a
required safe level with the help of a stop valve.
7. The steam temperature corresponding to this steam pressure is noted.
8. The temperature of the feed water to the boiler is noted from the display unit.
9. The required observation and calculation are done and the evaporation rate and
boiler efficiency are calculated.
RESULT:
Thus the performance test in the oil-fired boiler is conducted and the evaporation rate and
the boiler efficiency are calculated.
Evaporation rate =
Boiler efficiency=