This document summarizes a performance test conducted on four cylinder and six cylinder diesel engines produced by Ashok Leyland. Key findings include: - The four cylinder diesel engine had higher mechanical efficiency than the six cylinder engine, making it preferred for performance. - Graphs show relationships between brake power, smoke, specific fuel consumption, and mechanical efficiency. - Testing involved measuring time for fuel flow, speed, torque, smoke, specific fuel consumption, brake power, indicated power, and efficiencies. - The conclusions could help the company save fuel and reduce emissions, while increasing engine production.

2. PERFORMANCE TEST ON PRODUCTION SERIES
OF MULTI CYLINDER DIESEL ENGINE
COMPANY NAME:-
ASHOK LEYLAND,ENNORE
PROJECT DONE BY:-
MD KAUKAB IBRAHIM
Anna University
DEPARTMENT OF MECHANICAL
ENGINEERING

3. INTRODUCTION:-
ASHOK LEYLAND IS AN INDIAN AUTOMOBILE MANUFACTURING COMPANY BASED
IN CHENNAI , INDIA. FOUNDED IN 1948, THE COMPANY IS ONE OF INDIA'S LEADING
MANUFACTURERS OF COMMERCIAL VEHICLES, SUCH AS TRUCKS AND BUSES, AS WELL AS
EMERGENCY AND MILITARY VEHICLES. OPERATING SIX PLANTS, ASHOK LEYLAND ALSO
MAKES SPARE PARTS AND ENGINES FOR INDUSTRIAL AND MARINE APPLICATIONS. IT SELLS
ABOUT 60,000 VEHICLES AND ABOUT 7,000 ENGINES ANNUALLY. IT IS THE SECOND LARGEST
COMMERCIAL VEHICLE COMPANY IN INDIA IN THE MEDIUM AND HEAVY COMMERCIAL
VEHICLE (M&HCV) SEGMENT WITH A MARKET SHARE OF 28% (2007–08). WITH PASSENGER
TRANSPORTATION OPTIONS RANGING FROM 19 SEATERS TO 80 SEATERS, ASHOK LEYLAND IS
A MARKET LEADER IN THE BUS SEGMENT.THE COMPANY CLAIMS TO CARRY OVER 60
MILLION PASSENGERS A DAY, MORE PEOPLE THAN THE ENTIRE INDIAN RAIL NETWORK. IN
THE TRUCKS SEGMENT ASHOK LEYLAND PRIMARILY CONCENTRATES ON THE 16 TON TO 25
TON RANGE OF TRUCKS. HOWEVER ASHOK LEYLAND HAS PRESENCE IN THE ENTIRE TRUCK
RANGE STARTING FROM 7.5 TONS TO 49 TONS. THE JOINT VENTURE ANNOUNCED
WITH NISSAN MOTORS OF JAPAN WOULD IMPROVE ITS PRESENCE IN THE LIGHT
COMMERCIAL VEHICLE (LCV) SEGMENT (<7.5 TONS).

4. ENNORE IS THE MOTHER PLANT AND ACCOUNTS FOR OVER 40% OF THE
PRODUCTION. SPREAD OVER 135 ACRES OF WHICH 30 ACRES IS BUILT-UP,
THE PLANT MANUFACTURES VEHICLES PLUS IMPORTANT AGGREGATES LIKE
ENGINES, GEARBOXES, AXLES. IT HOUSES SOME ADVANCED FACILITIES LIKE
AUTOMATED TEST BEDS, TOOL MONITORING THROUGH RFID, MATERIAL
HANDLING THROUGH AGV, GANTRY, AEMS, ETC., CENTRALIZED CHIP
HANDLING AND A CENTRALIZED COOLING SYSTEM. OVER 5000 PEOPLE ARE
EMPLOYED AT THIS PLANT. ASHOK LEYLAND DEFENCE SYSTEMS [ALDS]IS A NEWLY
FLOATED COMPANY BY THE HINDUJA GROUP. ASHOK LEYLAND, THE FLAGSHIP
COMPANY OF HINDUJA GROUP,HOLDS 26 PERCENT IN THE NEWLY FORMED
ASHOK LEYLAND DEFENCE SYSTEMS (ALDS). THE NEWLY FLOATED COMPANY HAS
A MANDATE TO DESIGN AND DEVELOP DEFENCE LOGISTICS AND TACTICAL
VEHICLES, DEFENCE COMMUNICATION AND OTHER SYSTEMS.[ASHOK LEYLAND
IS THE LARGEST SUPPLIER OF LOGISTICS VEHICLES TO THE INDIAN ARMY. IT HAS
SUPPLIED OVER 60,000 OF ITS STALLION VEHICLES WHICH FORM THE ARMY'S
LOGISTICS BACKBONE.
A BRIEF OF ENNORE UNIT:-

5. ABSTRACT:-
THE METHOD OF MANUFACTURING DIESEL ENGINE HAS UNDERGONE MANY
DRAMATIC CHANGES AND ADVANCEMENTS. HOWEVER IT MAY BE, COOLANT AND
PERFORMANCE HAS BEEN ONE OF THE MAJOR PROBLEM RIGHT FROM THE ORIGIN OF I.C
ENGINES. ITS HIGHLY IMPOSSIBLE TO MANUFACTURE EVERY ENGINE WITHOUT EFFICIENCY
ISSUES. SO WE ARE IN NEED TO MOVE TOWARDS THE TECHNOLOGY THAT CAN ANALYZE
AND ENHANCE THE PERFORMANCE AND EFFICIENCY INSIDE OR OUTSIDE THE ENGINE.
IN THAT SENSE ASHOK LEYLAND INCLUDES AN IN LINE VERIFICATION EQUIPMENT (IPV) AT
H ENGINE SHOP FOR PERFORMANCE STUDY OF H ENGINE WHICH IS THE LATEST PRODUCT
OF ASHOK LEYLAND. SINCE THE PERFORMANCE TEST BEING THE NEW PROCESS IN THE
NEW ASSEMBLY IS NOT YET ESTABLISHED
IN PROCESS FLOW. H ENGINE NEEDS A SPECIFICATION FOR PERFORMANCE TEST ANALYSIS.
WE USED THE INSTRUMENT WITH THE PROPER GUIDANCE AND ARRIVED THE
SPECIFICATION SUCCESSFULLY. WITH THAT SPECIFICATION WE CAN IDENTIFY THE IDEA OF
INCREASING PERFORMANCE AND ABLE TO RECTIFY IT BEFORE THE ENGINE ENTERS THE
TEST CELL WHICH RESULTS IN THE REDUCTION OF FUEL AND TIME WASTAGE, POWER
WASTAGE AND SAVED ECONOMY.

6. OBJECTIVE OF THE PROJECT:-
 TO CHECK THE PERFORMANCE OF THE FOUR CYLINDER DIESEL ENGINE AND
SIX CYLINDER DIESEL ENGINE .
 TO COMPARE THE RESULTS TO CONCLUDE THE ENGINE WITH BETTER
EFFICIENCY AND LESS SMOKE VALUES.

7. FUEL INJECTION SYSTEM:-
 A mechanical system to inject atomized fuel
directly into the cylinders of an internal-
combustion engine
This system avoids the need for a carburettor.
 It consists of fuel pump, fuel pressure
regulator , fuel lines, fuel rail etc.
FUEL
INJECTION
SYSTEM
THROTTLE
BODY
INJECTION
ELECTRONIC
FUEL
INJECTION
MULTI POINT
FUEL
INJECTION
TUNED PORT
INJECTION

8. FUEL INJECTOR OR INJECTION PUMP:-
 AN INJECTION PUMP IS THE DEVICE THAT PUMPS
FUEL IN TO THE CYLINDERS OF A DIESEL ENGINE.
 TRADITIONALLY, THE INJECTION PUMP IS DRIVEN
INDIRECTLY FROM THE CRANKSHAFT BY GEARS,
CHAINS OR A TOOTHED BELT (OFTEN THE TIMING
BELT) THAT ALSO DRIVES THE CAMSHAFT.
 IT ROTATES AT HALF CRANKSHAFT SPEED IN A
CONVENTIONAL FOUR-STROKE ENGINE. ITS TIMING
IS SUCH THAT THE FUEL IS INJECTED ONLY VERY
SLIGHTLY BEFORE TOP DEAD CENTRE OF THAT
CYLINDER'S COMPRESSION STROKE.
 IT IS ALSO COMMON FOR THE PUMP BELT ON
GASOLINE ENGINES TO BE DRIVEN DIRECTLY FROM
THE CAMSHAFT. IN SOME SYSTEMS INJECTION
PRESSURES CAN BE AS HIGH AS 200 MPA.

9. FUEL INJECTION PUMP INSTALLATION:-
 FUEL INJECTION IS A SYSTEM FOR ADMITTING FUEL INTO AN
INTERNAL COMBUSTION ENGINE. IT HAS BECOME THE PRIMARY
FUEL DELIVERY SYSTEM USED IN AUTOMOTIVE ENGINES, HAVING
REPLACED CARBURETTORS.
 A VARIETY OF INJECTION SYSTEMS HAVE EXISTED SINCE THE
EARLIEST USAGE OF THE INTERNAL COMBUSTION ENGINE.
THE PRIMARY DIFFERENCE BETWEEN CARBURETORS AND FUEL
INJECTION IS THAT FUEL INJECTION ATOMIZES THE FUEL BY FORCIBLY
PUMPING IT THROUGH A SMALL NOZZLE UNDER HIGH PRESSURE.
 WHILE A CARBURETOR RELIES ON SUCTION CREATED BY INTAKE AIR
ACCELERATED THROUGH A VENTURI TUBE TO DRAW THE FUEL INTO
THE AIRSTREAM.

10. WHAT IS H –SERIES ENGINE?
ENGINE SPECIFICATIONS:-
1.NO OF CYLINDERS -4
2.ASPIRATIONNATURALBORE (MM) -104
3.STROKE (MM) -118
4.CUBIC CAPACITY (LITRES) -4.009
5.COMPRESSION RATIO -17.9:1
6.WEIGHT OF ENGINE (KGS) -540
THE HINO-SERIES ENGINE IS DESIGNED FOR TRANSVERSE MOUNTING AND,IN THE
PRELUDE, IS AVAILABLE WITH EITHER A FIVE-SPEED MANUAL GEARBOX OR A
FOUR-SPEED AUTO.
DRIVE IS TO THE FRONT WHEELS.

11. THE H-FACTOR :-
 THE ‘H’ FACTOR: SINCE ASHOK LEYLAND OBTAINED THE ENGINE TECHNOLOGY FROM
HINO IN THE 1980S, CONSIDERABLE IN-HOUSE WORK HAS BEEN DONE ON THIS HIGHLY
EFFICIENT AND MODERN ENGINE PLATFORM TO MAKE IT EURO 1 AND EURO 2
COMPLIANT. TO RECOGNISE THE VALUE ADDITION THAT HAS BEEN EFFECTED, IT HAS
BEEN RE-CHRISTENED THE ‘H’ SERIES.
WITH A LOW PARTS COUNT AND LOW LUBE OIL CONSUMPTION THE ENGINE CAN
LOG 5 LAKH KMS.
 THE SECRET BEHIND THE HIGH FUEL EFFICIENCY OF THE H SERIES ENGINE IS THE
UNIQUE MICRO-MIXING SYSTEM WHICH MAKES FOR EFFICIENT COMBUSTION.
THE H SERIES CONSISTS OF 4 AND 6 CYLINDER ENGINES WITH NATURALLY ASPIRATED,
TURBO-CHARGED AND TURBO-CHARGED INTER-COOLED VARIANTS WITH POWER
OUTPUT RANGING FROM 80 TO 210 PS. THE SERIES IS CAPABLE OF UPGRADATION TO
EURO 3 STAGE.

12. PRODUCTION PROCEDURE OF THE H-SERIES ENGINE :-
ENGINE ASSEMBLY
ENGINE TESTING
ENGINE DRESSING
ENGINE PACKING
ENGINE DISPATCH

13. ENGINE ASSEMBLY:-
TOTAL
ENGINE
ASSEMBLY
THE FINAL
WASH
SETTING
UP THE
ENGINE
RING END
GAP
CAMSHAFT
AND
BEARINGS
FITTING
WELSH
PLUGS
FITTING
CRANKSH
AFT
FITTING
RINGS TO
PISTONS
FITTING
PISTONS
TO BORE
FITTING
BIG-ENDS
PISTON
DECK
HEIGHT
. OIL PUMP
ASSEMBLY
CYLINDER
HEAD
ASSEMBLY
. TIMING
BELT OR
CHAIN
PAINT AND
PROTECTI
ON

14. ENGINE TESTING:-
STEP 1:- LOADING AND UNLOADING OF THE ENGINE TAKES PLACE
FROM THE ASSEMBLY AREA.
STEP 2:- RIGGING AND DERIGGING TAKES PLACE WHICH COMPRISES OF
FITMENT AND REMOVAL OF OIL PRESSURE GAUGE,DRIVE
ADAPTOR WITH BOLTS.
STEP 3:- FITMENT OF WATER PUMP ,COOLANT PUMP, THROTTLE LEVER
TAKES PLACE.
STEP 4:- ENGINE IS TESTED AND SENT FOR DERIGGING
STEP 5:- IF THE ENGINE SPECIFICATIONS MATCH THE GIVEN NORMS
ENGINE IS PASSED , IF ENGINE FAILS TO COMPETE THE
SPECIFICATIONS IT IS SENT TO RECTIFICATION CENTRE
AND CHECKED FOR FURTHER STEPS.

15. FORMULA USED :-
1) BRAKE POWER = 2πNT/60000 KW
2) MASS OF FUEL CONSUMPTION = a x 0.87/1000 x t kg/sec
3) INDICATED POWER = 100 KLAnPm/60 KW
4) BRAKE THERMAL EFFICIENCY = BP x 100/MFC x CU %
5) MECHANICAL THERMAL EFFICIENCY = BP x 100/IP %
6) INDICATED THERMAL EFFICIENCY = IP x 100/MFC x CV %
7) NUMBER OF CYCLE (n) = N/2 , N= SPEED [ FOR FOUR STROKE]

16. FINAL RESLUT OF THE PERFORMANCE TEST FOR SIX CYLINDER DIESEL ENGINE :-
S.N0 Time for
10 cc
flow of
fuel
(sec)
Speed
(rpm)
Torque
(N-m)
Smoke
(FSN)
SFC
(kg/KW
sec)
BP
(KW)
IP
(KW)
η
mech
(%)
η
bth
(%)
η
ith
(%)
MFC
(Kg/sec)
1 6 2400 485.2 1.80 0.00007 121.95 291.84 37.56 30.47 72.32 0.0087
2 7 1600 531.6 0.98 0.00006 89.07 194.56 45.78 26.17 57.15 0.0074
3 8 1800 433.2 2.97 0.00062 59.53 195.92 37.56 18.23 48.8 0.0065

17. FINAL RESLUT OF THE PERFORMANCE TEST FOR FOUR CYLINDER DIESEL ENGINE :-
S.N0 Time for
10 cc
flow of
fuel
(sec)
Speed
(rpm)
Torque
(N-m)
Smoke
(FSN)
SFC
(kg/KW
sec)
BP
(KW)
IP
(KW)
η
mech
(%)
η
bth
(%)
η
ith
(%)
MFC
(Kg/sec)
1 12 2400 475.2 1.53 0.00068 119.4 188.4 95.2 89.5 73.2 0.0029
2 10 1600 535.5 0.91 0.00006 89.7 125.6 71.38 57.3 80.3 0.0034
3 14 1200 430.1 2.54 0.00061 54.04 99.2 57.34 48.9 85.3 0.0024

18. GRAPHICAL REPRESENTATION :-
BRAKE POWER vs SMOKE BRAKE POWER vs SFC BRAKE POWER vs η mech
0
0.5
1
1.5
2
2.5
3
3.5
0 50 100 150
0
0.0001
0.0002
0.0003
0.0004
0.0005
0.0006
0.0007
0 50 100 150
0
5
10
15
20
25
30
35
40
45
50
0 50 100 150
FOR FOUR STROKE SIX CYLINDER DIESEL ENGINE : -

19. GRAPHICAL REPRESENTATION :-
BRAKE POWER vs SMOKE BRAKE POWER vs SFC BRAKE POWER vs η mech
FOR FOUR STROKE FOUR CYLINDER DIESEL ENGINE : -
0
0.5
1
1.5
2
2.5
3
0 50 100 150
0
10
20
30
40
50
60
70
80
90
100
0 50 100 150
0
10
20
30
40
50
60
70
80
90
100
0 50 100 150

20. CONCLUSION :-
S.No SPEED (rpm) η mech for six cylinder engine η mech for six cylinder engine
1 2400 41.78 95.20
2 1600 45.78 71.38
3 1200 37.36 57.34
The conclusion drawn from the above study is that the mechanical efficiency of the four cylinder diesel engine is greater
than the mechanical efficiency of the six cylinder diesel engine. Therfore four cylinder diesel engine is preferred over six
cylinder engine in context to performance.
η mech η mech
(FOUR CYLINDER) > (SIX CYLINDER)
 The above suggested ideas will be beneficial not only to the company but also to the country as fuel is saved.
 Since smoke is controlled, pollution is reduced, thus lowering the amount of emissions that causes global warming.
 The number of engines that are rolled out from the assembly in a particular day can be increased as the time taken for
an engine to roll out is reduced.
 Costs associated with spill cut marking are greatly reduced. This leads to considerable savings for the company.