Name: ___Ruiz, Kaye Andrea, H.

___ Course/Section: ____BSME 4-2____

Date Performed: ____March 22, 2023_____ Date Submitted: __April 02, 2023___

Activity No.3
Performance Test of a Single Cylinder, Two- Stroke Petrol Engine

I. Introduction
A two-stroke (or two-stroke cycle) engine is a type of internal combustion engine that
completes a power cycle with two strokes (up and down movements) of the piston during one
power cycle, this power cycle being completed in one revolution of the crankshaft. A four-stroke
engine requires four strokes of the piston to complete a power cycle during two crankshaft
revolutions. In a two-stroke engine, the end of the combustion stroke and the beginning of the
compression stroke happen simultaneously, with the intake and exhaust (or scavenging) functions
occurring at the same time.
Two-stroke engines often have a high power-to-weight ratio, power being available in a narrow
range of rotational speeds called the power band. Two-stroke engines have fewer moving
parts than four-stroke engines.
Compared with multi-cylinder engines, single-cylinder engines are usually simpler and
compact. Due to the greater potential for airflow around all sides of the cylinder, air cooling is
often more effective for single cylinder engines than multi-cylinder engines. This reduces the
weight and complexity of air-cooled single-cylinder engines, compared with liquid-cooled
engines.
Drawbacks of single-cylinder engines include a more pulsating power delivery through
each cycle and higher levels of vibration. The uneven power delivery means that often a single-
cylinder engine requires a heavier flywheel than a comparable multi-cylinder engine, resulting in
relatively slower changes in engine speed. To reduce the vibration level, they often make greater
use of balance shafts than multi-cylinder engines, as well as more extreme methods such as a
dummy connecting rod. These balancing devices can reduce the benefits of single-cylinder engines
regarding lower weight and complexity.
Most single-cylinder engines used in motor vehicles are fuelled by petrol (and use a four-
stroke cycle), however diesel single-cylinder engines are also used in stationary applications.

II. Objective: To conduct performance test of a 2-Stroke, Single Cylinder, Air Cooled
Petrol Engine.

III. Theory:
Single cylinder stationary, constant speed diesel engines are generally quality governed. As
such the air supplied to the engine is not throttled as in the case of S.I. engines. To meet the power
requirements of the shaft, the quantity of fuel injected into the cylinder is varied by the rack in the
fuel pump. The rack is usually controlled by a governor or by a hand. The air flow rate of single
cylinder engine operating at constant speed does not vary appreciably with the output of the engine.
Since the fuel flow rate varies more or less linearly with output, the fuel air ratio increases with
output. Performance tests can be conducted either at constant speed (or) at constant throttle. The
constant speed method yields the Frictional Power of the engine.
 IV. Apparatus

The Test Rig comprises the following:

1. Engine coupled to DC Generator
2. Measurement and Control Panel
3. Sensor, for RPM and temperature

ENGINE SPECIFICATIONS
TYPE 2-Stroke, Single Cylinder Petrol Engine
(Air Cooled)
MAKE Bajaj Chetak
CAPACITY 2.2 Kw
BORE DIAMETER “D” 57 mm
STROKE LENGTH “L” 57 mm
COMPRESSION RATIO 7.4 : 1
DISPLACEMENT 145.45 cc

DYNAMOMETER SPECIFICATIONS
TYPE Brushless
MAKE Fuji Alternator
PHASE Single
OUTPUT VOLTAGE 220 V
OUTPUT CURRENT 2 Kw ( 9 A)
FREQUENCY 50 Hz
SPEED 3000 RPM

V. Methodology
1. Make sure that the Test Engine Fuel Tank has enough fuel for the test.
2. Switch on the electrical and water supplies to the TD-200 Test Bed.
3. Open the fuel taps on your fuel gauge to allow fuel to flow to the Test engine. If
necessary, tap the fuel line to remove ant air bubble.
4. Adjust the engine rack (speed control) to half way.
V. Data and Results

OBSERVABLE TABLE:
Manometer Load Fuel Temperatures,
deference Speed Consumption °C
Trial in RPM Time for 10 cc T1, T2,
h1 h2 V A in sec Air Exhaus
mm mm Inlet t Gas
1 258 256 2100 157 0 85 31 157
2 257 255 2100 141 0.68 78 31 188
3 250 253 2100 142 1.30 65 31 208
4 250 253 2100 145 1.33 59 31 216
5 250 253 2100 141 1.45 65 31 219

TABULAR COLUMN:
Trial "# BP, Kw 𝑲𝒈 𝜼𝑩𝑻𝑬 , %
𝑴𝒇 , $% SFC, 𝑲𝒘)𝒉𝒓
1 0.000318 0 0 0
2 0.000346 5.737 0.217 34.531
3 0.000415 11.046 0.135 55.403
4 0.000458 11.540 0.143 52.536
5 0.000415 12.234 0.122 61.360

VI. Graphs and calculations

1. Graph TFC vs BP.

2. Graph Brake Thermal Efficiency vs BP.
3. Graph Mechanical Efficiency vs BP.
4. Graph SFC vs BP.

Use the formula:

For BRAKE POWER (BP):
𝟐𝝅𝑻𝑵
𝑩𝑷 = 𝟔𝟎
; Kw
Where: T = Torque; KN-m
N = Rotative speed, rps
For MASS FLOW RATE OF FUEL (Mf):
𝑺𝑮𝑷 𝒙 𝑽𝑷 "#
𝑴𝒇 = 𝟏𝟎𝟎𝟎 𝒙 𝒕
; ;<=
Where: 𝑆𝐺> = Specific Gravity of Petrol = 0.75
 𝑽𝑷 @"
?
= Volumetric consumption of fuel, ;
For BREAK THERMAL EFFICIENCY (𝜼𝑩𝑻𝑬 ):
𝑩𝑷 𝒙 𝟏𝟎𝟎
𝜼𝑩𝑻𝑬 = 𝑴 𝒙 𝑪
𝒇 𝒗
For SPECIFIC FUEL CONSUMPTION (SFC):
𝑻𝑭𝑪 𝑴𝒇 ×𝟑𝟔𝟎𝟎 "#
𝑺𝑭𝑪 = 𝑩𝑷
= 𝑩𝑷
; "G)$%
Where: TFC = Total Fuel Consumption; Kg/hr
BP = Brake Power, Kw
For HEAT INPUT (HI):
𝑻𝑭𝑪
𝑯𝑰 = 𝟔𝟎 𝑿 𝟔𝟎 X Cv ; Kw
"I
Where: Cv = Calorific Value of Petrol = 48,000 "# (𝑎𝑝𝑝𝑟𝑜𝑥. )
For AIR-FUEL RATIO (A/F):
𝒎𝒂
𝑨/𝑭 = 𝒎𝒇
Where: mf = mass flow rate of fuel; Kg/min
ma = mass flow rate of air, Kg/min
ma = 60 x Cd x A x Va x 𝜌𝑎
Va = velocity of air, m/s
$@ NG
=:(2 𝑔 >LMMM? 𝑥 @ NO − 1C)
= 133.47√ℎ𝑚
Cd = 0.62
PQ %
A = R ; in 𝑚S Orifice diameter, d=0.0014m
Hm in mm of water from manometer reading
@
g = 9.81 ;%
𝜌𝑎 = 𝐷𝑒𝑛𝑠𝑖𝑡𝑦 𝑜𝑓 𝐴𝑖𝑟
T#
= 1.10 "
@
𝜌𝑤 = 𝐷𝑒𝑛𝑠𝑖𝑡𝑦 𝑜𝑓 𝑤𝑎𝑡𝑒𝑟
T#
= 1000 @"
For INDICATED POWER (IP):
𝑰𝑷 = (𝑩𝑷 + 𝑭𝑷) ; 𝑲𝒘
Where: FP = (1/3) BP; (1/3 of maximum BP by William’s
Curve)
For MECHANICAL EFFICIENCY (𝜼𝒎):
U>
𝜼𝒎 = V> 𝒙 𝟏𝟎𝟎%
Calculations:
• For MASS FLOW RATE OF FUEL (Mf):
𝑺𝑮𝒑 𝑽𝒑 𝟎. 𝟕𝟓 𝟏 × 𝟏𝟎'𝟓 𝒎𝟑 𝟑, 𝟔𝟎𝟎, 𝟎𝟎𝟎 𝒌𝒈/𝒉𝒓
𝑻𝒓𝒊𝒂𝒍 𝟏: 𝑴𝒇 = × = ×4 × ? = 𝟎. 𝟎𝟎𝟎𝟑𝟏𝟕𝟔𝟒𝟕𝟎𝟓𝟖𝟖 𝒌𝒈/𝒉𝒓
𝟏𝟎𝟎𝟎 𝒕 𝟏𝟎𝟎𝟎 𝟖𝟓 𝒔 𝟏 𝒎𝟑 /𝒔

𝑺𝑮𝒑 𝑽𝒑 𝟎. 𝟕𝟓 𝟏 × 𝟏𝟎'𝟓 𝒎𝟑 𝟑, 𝟔𝟎𝟎, 𝟎𝟎𝟎 𝒌𝒈/𝒉𝒓

𝑻𝒓𝒊𝒂𝒍 𝟐: 𝑴𝒇 = × = ×4 × ? = 𝟎. 𝟎𝟎𝟎𝟑𝟒𝟔𝟏𝟓𝟑𝟖𝟒𝟔𝟐 𝒌𝒈/𝒉𝒓
𝟏𝟎𝟎𝟎 𝒕 𝟏𝟎𝟎𝟎 𝟕𝟖 𝒔 𝟏 𝒎𝟑 /𝒔

𝑺𝑮𝒑 𝑽𝒑 𝟎. 𝟕𝟓 𝟏 × 𝟏𝟎'𝟓 𝒎𝟑 𝟑, 𝟔𝟎𝟎, 𝟎𝟎𝟎 𝒌𝒈/𝒉𝒓

𝑻𝒓𝒊𝒂𝒍 𝟑: 𝑴𝒇 = × = ×4 × ? = 𝟎. 𝟎𝟎𝟎𝟒𝟏𝟓𝟑𝟖𝟒𝟔𝟏𝟓𝟒 𝒌𝒈/𝒉𝒓
𝟏𝟎𝟎𝟎 𝒕 𝟏𝟎𝟎𝟎 𝟔𝟓 𝒔 𝟏 𝒎𝟑 /𝒔

𝑺𝑮𝒑 𝑽𝒑 𝟎. 𝟕𝟓 𝟏 × 𝟏𝟎'𝟓 𝒎𝟑 𝟑, 𝟔𝟎𝟎, 𝟎𝟎𝟎 𝒌𝒈/𝒉𝒓

𝑻𝒓𝒊𝒂𝒍 𝟒: 𝑴𝒇 = × = ×4 × ? = 𝟎. 𝟎𝟎𝟎𝟒𝟓𝟕𝟔𝟐𝟕𝟏𝟏𝟖𝟔 𝒌𝒈/𝒉𝒓
𝟏𝟎𝟎𝟎 𝒕 𝟏𝟎𝟎𝟎 𝟓𝟗 𝒔 𝟏 𝒎𝟑 /𝒔

𝑺𝑮𝒑 𝑽𝒑 𝟎. 𝟕𝟓 𝟏 × 𝟏𝟎'𝟓 𝒎𝟑 𝟑, 𝟔𝟎𝟎, 𝟎𝟎𝟎 𝒌𝒈/𝒉𝒓

𝑻𝒓𝒊𝒂𝒍 𝟓: 𝑴𝒇 = × = ×4 × ? = 𝟎. 𝟎𝟎𝟎𝟒𝟏𝟓𝟑𝟖𝟒𝟔𝟏𝟓𝟒 𝒌𝒈/𝒉𝒓
𝟏𝟎𝟎𝟎 𝒕 𝟏𝟎𝟎𝟎 𝟔𝟓 𝒔 𝟏 𝒎𝟑 /𝒔
 • For BRAKE POWER (BP):
𝑽𝑨 𝟏𝟓𝟕 × 𝟎
𝟐𝝅𝑻𝑵 𝟐𝝅 G𝟎. 𝟏𝟎𝟓 × 𝑵 × 𝟏𝟎𝟎𝟎I 𝑵 𝟐𝝅 × G𝟎. 𝟏𝟎𝟓 × 𝟐𝟏𝟎𝟎 × 𝟏𝟎𝟎𝟎I 𝒌𝑵 − 𝒎 × (𝟐𝟏𝟎𝟎)𝒓𝒑𝒎
𝑻𝒓𝒊𝒂𝒍 𝟏: 𝑩𝑷 = = =
𝟔𝟎 𝟔𝟎 𝟔𝟎
= 𝟎 𝒌𝑾
𝑽𝑨 𝟏𝟒𝟏 × 𝟎. 𝟔𝟖
𝟐𝝅𝑻𝑵 𝟐𝝅 G𝟎. 𝟏𝟎𝟓 × 𝑵 × 𝟏𝟎𝟎𝟎I 𝑵 𝟐𝝅 × G𝟎. 𝟏𝟎𝟓 × 𝟐𝟏𝟎𝟎 × 𝟏𝟎𝟎𝟎I 𝒌𝑵 − 𝒎 × (𝟐𝟏𝟎𝟎)𝒓𝒑𝒎
𝑻𝒓𝒊𝒂𝒍 𝟐: 𝑩𝑷 = = =
𝟔𝟎 𝟔𝟎 𝟔𝟎
= 𝟎. 𝟎𝟗𝟓𝟔𝟐𝟒𝟎𝟗𝟔𝟑𝟗 𝒌𝑾
𝑽𝑨 𝟏𝟒𝟐 × 𝟏. 𝟑𝟎
𝟐𝝅𝑻𝑵 𝟐𝝅 G𝟎. 𝟏𝟎𝟓 × 𝑵 × 𝟏𝟎𝟎𝟎I 𝑵 𝟐𝝅 × G𝟎. 𝟏𝟎𝟓 × 𝟐𝟏𝟎𝟎 × 𝟏𝟎𝟎𝟎I 𝒌𝑵 − 𝒎 × (𝟐𝟏𝟎𝟎)𝒓𝒑𝒎
𝑻𝒓𝒊𝒂𝒍 𝟑: 𝑩𝑷 = = =
𝟔𝟎 𝟔𝟎 𝟔𝟎
= 𝟎. 𝟏𝟖𝟒𝟏𝟎𝟕𝟑𝟎𝟐𝟖 𝒌𝑾
𝑽𝑨 𝟏𝟒𝟓 × 𝟏. 𝟑𝟑
𝟐𝝅𝑻𝑵 𝟐𝝅 G𝟎. 𝟏𝟎𝟓 × 𝑵 × 𝟏𝟎𝟎𝟎I 𝑵 𝟐𝝅 × G𝟎. 𝟏𝟎𝟓 × 𝟐𝟏𝟎𝟎 × 𝟏𝟎𝟎𝟎I 𝒌𝑵 − 𝒎 × (𝟐𝟏𝟎𝟎)𝒓𝒑𝒎
𝑻𝒓𝒊𝒂𝒍 𝟒: 𝑩𝑷 = = =
𝟔𝟎 𝟔𝟎 𝟔𝟎
= 𝟎. 𝟏𝟗𝟐𝟑𝟑𝟓𝟑𝟖𝟑𝟔 𝒌𝑾
𝑽𝑨 𝟏𝟒𝟏 × 𝟏. 𝟒𝟓
𝟐𝝅𝑻𝑵 𝟐𝝅 G𝟎. 𝟏𝟎𝟓 × 𝑵 × 𝟏𝟎𝟎𝟎I 𝑵 𝟐𝝅 × G𝟎. 𝟏𝟎𝟓 × 𝟐𝟏𝟎𝟎 × 𝟏𝟎𝟎𝟎I 𝒌𝑵 − 𝒎 × (𝟐𝟏𝟎𝟎)𝒓𝒑𝒎
𝑻𝒓𝒊𝒂𝒍 𝟓: 𝑩𝑷 = = =
𝟔𝟎 𝟔𝟎 𝟔𝟎
= 𝟎. 𝟐𝟎𝟑𝟗𝟎𝟒𝟑𝟐𝟑𝟐 𝒌𝑾

• For SPECIFIC FUEL CONSUMPTION (SFC):

𝑻𝑭𝑪 𝑴𝒇 𝟎. 𝟎𝟎𝟎𝟑𝟏𝟕𝟔𝟒𝟕𝟎𝟓𝟖𝟖 𝒌𝒈/𝒉𝒓 𝒌𝒈
𝑻𝒓𝒊𝒂𝒍 𝟏: 𝑺𝑭𝑪 = = = =𝟎
𝑩𝑷 𝑩𝑷 𝟎 𝒌𝑾 𝒌𝑾 − 𝒉𝒓
𝑻𝑭𝑪 𝑴𝒇 𝟎. 𝟎𝟎𝟎𝟑𝟒𝟔𝟏𝟓𝟑𝟖𝟒𝟔𝟐 𝒌𝒈/𝒉𝒓 𝒌𝒈
𝑻𝒓𝒊𝒂𝒍 𝟐: 𝑺𝑭𝑪 = = = = 𝟎𝟎𝟎𝟑𝟔𝟏𝟗𝟗𝟒𝟑𝟕𝟎𝟗
𝑩𝑷 𝑩𝑷 𝟎. 𝟎𝟗𝟓𝟔𝟐𝟒𝟎𝟗𝟔𝟑𝟗 𝒌𝑾 𝒌𝑾 − 𝒉𝒓
𝑻𝑭𝑪 𝑴𝒇 𝟎. 𝟎𝟎𝟎𝟒𝟏𝟓𝟑𝟖𝟒𝟔𝟏𝟓𝟒 𝒌𝒈/𝒉𝒓 𝒌𝒈
𝑻𝒓𝒊𝒂𝒍 𝟑: 𝑺𝑭𝑪 = = = = 𝟎. 𝟎𝟎𝟐𝟐𝟓𝟔𝟐𝟎𝟗𝟑𝟑𝟔
𝑩𝑷 𝑩𝑷 𝟎. 𝟏𝟖𝟒𝟏𝟎𝟕𝟑𝟎𝟐𝟖 𝒌𝑾 𝒌𝑾 − 𝒉𝒓
𝑻𝑭𝑪 𝑴𝒇 𝟎. 𝟎𝟎𝟎𝟒𝟓𝟕𝟔𝟐𝟕𝟏𝟏𝟖𝟔 𝒌𝒈/𝒉𝒓 𝒌𝒈
𝑻𝒓𝒊𝒂𝒍 𝟒: 𝑺𝑭𝑪 = = = = 𝟎. 𝟎𝟎𝟐𝟑𝟕𝟗𝟑𝟏𝟖𝟒𝟎𝟕
𝑩𝑷 𝑩𝑷 𝟎. 𝟏𝟗𝟐𝟑𝟑𝟓𝟑𝟖𝟑𝟔 𝒌𝑾 𝒌𝑾 − 𝒉𝒓
𝑻𝑭𝑪 𝑴𝒇 𝟎. 𝟎𝟎𝟎𝟒𝟏𝟓𝟑𝟖𝟒𝟔𝟏𝟓𝟒 𝒌𝒈/𝒉𝒓 𝒌𝒈
𝑻𝒓𝒊𝒂𝒍 𝟓: 𝑺𝑭𝑪 = = = = 𝟎. 𝟎𝟎𝟐𝟎𝟑𝟕𝟏𝟓𝟒𝟓𝟐𝟗
𝑩𝑷 𝑩𝑷 𝟎. 𝟐𝟎𝟑𝟗𝟎𝟒𝟑𝟐𝟑𝟐 𝒌𝑾 𝒌𝑾 − 𝒉𝒓

• For BREAK THERMAL EFFICIENCY (ηBTE):

𝑩𝑷 𝒙 𝟏𝟎𝟎 𝟎 𝒌𝑱/𝒔 × 𝟏𝟎𝟎
𝑻𝒓𝒊𝒂𝒍 𝟏: 𝜼𝑩𝑻𝑬 = = = 𝟎%
𝑴𝒇 𝒙 𝑪𝒗 𝒌𝒈 𝟏𝒉𝒓
T𝟎. 𝟎𝟎𝟎𝟑𝟏𝟕𝟔𝟒𝟕𝟎𝟓𝟖𝟖 𝒉𝒓 × 𝟔𝟎𝒔 U × 𝟒𝟖, 𝟎𝟎𝟎 𝒌𝑱/𝒌𝒈

𝑩𝑷 𝒙 𝟏𝟎𝟎 𝟎. 𝟎𝟗𝟓𝟔𝟐𝟒𝟎𝟗𝟔𝟑𝟗 𝒌𝑱/𝒔 × 𝟏𝟎𝟎

𝑻𝒓𝒊𝒂𝒍 𝟐: 𝜼𝑩𝑻𝑬 = = = 𝟑𝟒. 𝟓𝟑𝟎𝟗𝟐𝟑𝟔𝟗%
𝑴𝒇 𝒙 𝑪𝒗 (𝟎. 𝟎𝟎𝟎𝟑𝟒𝟔𝟏𝟓𝟑𝟖𝟒𝟔𝟐 𝒌𝒈/𝒉𝒓 × 𝟏𝒉𝒓/𝟔𝟎𝒔) × 𝟒𝟖, 𝟎𝟎𝟎 𝒌𝑱/𝒌𝒈

𝑩𝑷 𝒙 𝟏𝟎𝟎 𝟎. 𝟏𝟖𝟒𝟏𝟎𝟕𝟑𝟎𝟐𝟖 𝒌𝑱/𝒔 × 𝟏𝟎𝟎

𝑻𝒓𝒊𝒂𝒍 𝟑: 𝜼𝑩𝑻𝑬 = = = 𝟓𝟓. 𝟒𝟎𝟐𝟔𝟔𝟎𝟓𝟔%
𝑴𝒇 𝒙 𝑪𝒗 (𝟎. 𝟎𝟎𝟎𝟒𝟏𝟓𝟑𝟖𝟒𝟔𝟏𝟓𝟒 𝒌𝒈/𝒉𝒓 × 𝟏𝒉𝒓/𝟔𝟎𝒔) × 𝟒𝟖, 𝟎𝟎𝟎 𝒌𝑱/𝒌𝒈

𝑩𝑷 𝒙 𝟏𝟎𝟎 𝟎. 𝟏𝟗𝟐𝟑𝟑𝟓𝟑𝟖𝟑𝟔 𝒌𝑱/𝒔 × 𝟏𝟎𝟎

𝑻𝒓𝒊𝒂𝒍 𝟒: 𝜼𝑩𝑻𝑬 = = = 𝟓𝟐. 𝟓𝟑𝟔𝟎𝟐𝟔𝟓𝟐%
𝑴𝒇 𝒙 𝑪𝒗 (𝟎. 𝟎𝟎𝟎𝟒𝟓𝟕𝟔𝟐𝟕𝟏𝟏𝟖𝟔 𝒌𝒈/𝒉𝒓 × 𝟏𝒉𝒓/𝟔𝟎𝒔) × 𝟒𝟖, 𝟎𝟎𝟎 𝒌𝑱/𝒌𝒈

𝑩𝑷 𝒙 𝟏𝟎𝟎 𝟎. 𝟐𝟎𝟑𝟗𝟎𝟒𝟑𝟐𝟑𝟐 × 𝟏𝟎𝟎

𝑻𝒓𝒊𝒂𝒍 𝟓: 𝜼𝑩𝑻𝑬 = = = 𝟔𝟏. 𝟑𝟔𝟎𝟎𝟗𝟕𝟐𝟓%
𝑴𝒇 𝒙 𝑪𝒗 (𝟎. 𝟎𝟎𝟎𝟒𝟏𝟓𝟑𝟖𝟒𝟔𝟏𝟓𝟒 𝒌𝒈/𝒉𝒓 × 𝟏𝒉𝒓/𝟔𝟎𝒔) × 𝟒𝟖, 𝟎𝟎𝟎 𝒌𝑱/𝒌𝒈

• For INDICATED POWER (IP):

𝟏 𝟏
𝑻𝒓𝒊𝒂𝒍 𝟏: 𝑰𝑷 = (𝑩𝑷 + 𝑭𝑷) = T𝑩𝑷 + 𝑩𝑷U = 4𝟎 + T × 𝟎U? = 𝟎 𝒌𝑾
𝟑 𝟑

𝟏 𝟏
𝑻𝒓𝒊𝒂𝒍 𝟐: 𝑰𝑷 = (𝑩𝑷 + 𝑭𝑷) = T𝑩𝑷 + 𝑩𝑷U = 4𝟎. 𝟎𝟗𝟓𝟔𝟐𝟒𝟎𝟗𝟔𝟑𝟗 + T × 𝟎. 𝟎𝟗𝟓𝟔𝟐𝟒𝟎𝟗𝟔𝟑𝟗U? = 𝟎. 𝟏𝟐𝟕𝟒𝟗𝟖𝟕𝟗𝟓𝟐 𝒌𝑾
𝟑 𝟑

𝟏 𝟏
𝑻𝒓𝒊𝒂𝒍 𝟑: 𝑰𝑷 = (𝑩𝑷 + 𝑭𝑷) = T𝑩𝑷 + 𝑩𝑷U = 4𝟎. 𝟏𝟖𝟒𝟏𝟎𝟕𝟑𝟎𝟐𝟖 + T × 𝟎. 𝟏𝟖𝟒𝟏𝟎𝟕𝟑𝟎𝟐𝟖U? = 𝟎. 𝟐𝟒𝟓𝟒𝟕𝟔𝟒𝟎𝟑𝟕 𝒌𝑾
𝟑 𝟑
 𝟏 𝟏
𝑻𝒓𝒊𝒂𝒍 𝟒: 𝑰𝑷 = (𝑩𝑷 + 𝑭𝑷) = T𝑩𝑷 + 𝑩𝑷U = 4𝟎. 𝟏𝟗𝟐𝟑𝟑𝟓𝟑𝟖𝟑𝟔 + T × 𝟎. 𝟏𝟗𝟐𝟑𝟑𝟓𝟑𝟖𝟑𝟔 U? = 𝟎. 𝟐𝟓𝟔𝟒𝟒𝟕𝟏𝟕𝟖𝟏 𝒌𝑾
𝟑 𝟑

𝟏 𝟏
𝑻𝒓𝒊𝒂𝒍 𝟓: 𝑰𝑷 = (𝑩𝑷 + 𝑭𝑷) = T𝑩𝑷 + 𝑩𝑷U = 4𝟎. 𝟐𝟎𝟑𝟗𝟎𝟒𝟑𝟐𝟑𝟐 + T × 𝟎. 𝟐𝟎𝟑𝟗𝟎𝟒𝟑𝟐𝟑𝟐U? = 𝟎. 𝟐𝟕𝟏𝟖𝟕𝟐𝟒𝟑𝟎𝟗 𝒌𝑾
𝟑 𝟑

• For MECHANICAL EFFICIENCY (ηm):

𝑩𝑷 𝟎 𝒌𝑾
𝑻𝒓𝒊𝒂𝒍 𝟏: 𝜼𝒎 = 𝒙 𝟏𝟎𝟎% = × 𝟏𝟎𝟎% = 𝟎%
𝑰𝑷 𝟎 𝒌𝑾
𝑩𝑷 𝟎. 𝟎𝟗𝟓𝟔𝟐𝟒𝟎𝟗𝟔𝟑𝟗 𝒌𝑾
𝑻𝒓𝒊𝒂𝒍 𝟐: 𝜼𝒎 = 𝒙 𝟏𝟎𝟎% = × 𝟏𝟎𝟎% = 𝟕𝟒. 𝟗𝟗𝟗𝟗𝟗𝟗𝟗%
𝑰𝑷 𝟎. 𝟏𝟐𝟕𝟒𝟗𝟖𝟕𝟗𝟓𝟐 𝒌𝑾
𝑩𝑷 𝟎. 𝟏𝟖𝟒𝟏𝟎𝟕𝟑𝟎𝟐𝟖 𝒌𝑾
𝑻𝒓𝒊𝒂𝒍 𝟑: 𝜼𝒎 = 𝒙 𝟏𝟎𝟎% = × 𝟏𝟎𝟎% = 𝟕𝟓. 𝟎𝟎𝟎𝟎𝟎𝟎𝟎𝟏%
𝑰𝑷 𝟎. 𝟐𝟒𝟓𝟒𝟕𝟔𝟒𝟎𝟑𝟕 𝒌𝑾
𝑩𝑷 𝟎. 𝟏𝟗𝟐𝟑𝟑𝟓𝟑𝟖𝟑𝟔 𝒌𝑾
𝑻𝒓𝒊𝒂𝒍 𝟒: 𝜼𝒎 = 𝒙 𝟏𝟎𝟎% = × 𝟏𝟎𝟎% = 𝟕𝟓. 𝟎𝟎𝟎𝟎𝟎𝟎𝟎𝟏%
𝑰𝑷 𝟎. 𝟐𝟓𝟔𝟒𝟒𝟕𝟏𝟕𝟖𝟏 𝒌𝑾
𝑩𝑷 𝟎. 𝟐𝟎𝟑𝟗𝟎𝟒𝟑𝟐𝟑𝟐 𝒌𝑾
𝑻𝒓𝒊𝒂𝒍 𝟓: 𝜼𝒎 = 𝒙 𝟏𝟎𝟎% = × 𝟏𝟎𝟎% = 𝟕𝟓. 𝟎𝟎𝟎𝟎𝟎𝟎𝟎𝟏%
𝑰𝑷 𝟎. 𝟐𝟕𝟏𝟖𝟕𝟐𝟒𝟑𝟎𝟗 𝒌𝑾

VII. Observations
The experiment demonstrates that the mass flow rate of the gasoline increases per unit
time as additional fuel is quickly consumed (10 cc at a time). This illustrates the linear
relationship between the mass flow rate and the braking force of the piston cylinder. This is
evident when the mass flow rate increases and the braking power does as well. This significance
was not mathematically investigated because a mass flow rate component is not present in the
brake power calculation formula. It can be demonstrated that the torque of the brake is
significantly dependent on the voltage and ampere of each test in order to calculate watts. The
ability to utilize lower-grade fuel makes the two-stroke, single-cylinder, air-cooled, petrol engine
more cost-effective, as can be seen from the huge values of brake thermal efficiency that
compliment how weak the braking power is. Because more power is required to move less
weight, the power-to-weight ratio rises as a result. These engines are known to be used in the
majority of two-wheeled vehicles, including motorcycles, lawn mowers, and even watercraft like
ships. As a result, prospective mechanical engineers should recognize and continue to develop
the two-stroke, single-cylinder, air-cooled petrol engines for the benefit of society. This is caused
by multiplying the original value of the braking power by a factor of three, which is then used to
calculate the stated power and mechanical efficiency. As a result, the performance of the petrol
engine will always be at 75% mechanical efficiency or effectiveness. Furthermore, as the braking
power increases, so does the exhaust temperature.
VIII. Conclusion
The experiment's goal is to evaluate the performance of a two-stroke, single-cylinder, air-
cooled petrol engine. The information gained enables the conclusion that gasoline engines provide
favorable conditions for light and simple applications. Their low braking force, high efficiency,
and high discharge temperature are the causes of this. They can start producing power after just
one cycle because of the simultaneous gas intake and exhaust as well as the large temperature
differential. Because of this, these engines are frequently lighter in weight, more able to accelerate,
and able to provide adequate power for a particular load to be carried for a number of purposes.
The ability to use lower-grade gasoline makes the two-stroke, single-cylinder, air-cooled, petrol
engine more advantageous from a financial standpoint. The ability to utilize lower-grade fuel
makes the two-stroke, single-cylinder, air-cooled, petrol engine more cost-effective, as can be seen
from the huge values of brake thermal efficiency that compliment how weak the braking power is.
Because more power is required to move less weight, the power-to-weight ratio rises as a result.
These engines are known to be used in the majority of two-wheeled vehicles, including
motorcycles, lawn mowers, and even watercraft like ships. As a result, prospective mechanical
engineers should recognize and continue to develop the two-stroke, single-cylinder, air-cooled
petrol engines for the benefit of society.