“Experimental validation of two stroke S.

I
VCR Engine with modification in Carburator”
Project Guide : Prof P.G.Sapre
 Project Team Members
– Sanchit Godse
– Sagar Kadam
– Kunal Valecha
– Chetan Jagdale
– Abhishek Jangam
 INTRODUCTION
• The design of our project is experimental and objective is to validate two
stroke S.I VCR (Simply Internal Variable Compression Ratio) engine with
modification in carburetor and cylinder head.

• This is done to increase fuel efficiency while under varying loads.

• For automotive use this needs to be done dynamically in response to the

load and driving demands

• The basic idea of this project is to increase average and pick up by

simultaneously and ensure complete customer satisfaction.
 LITERATURE SURVEY & REVIEW
• The first commercial two-stroke engine involving in-cylinder compression
is attributed to Scottish engineer Dugald Clerk, who patented his design in
1881

• Gasoline spark ignitions versions are particularly useful in lightweight or

portable applications such as chainsaws and motorcycles.

• In a two-stroke engine, the heat transfer from the engine to the cooling
system is less than in a four-stroke, which means that two-stroke engines
can be more efficient
 LITERATURE SURVEY & REVIEW
• The students from BNCOE pusad college have done the same project on
VCR engine they got some improvement in performance in engine by
doing VCR modification, we have did same modification extended to
modification in carburetor and we got fabulous increment in performance
parameter
 FABRICATION PROCESS
• WORKSHOP ORIENTATION
• STEEL ANGLE CUTTING
• ENGINE PLACEMENT CHECK ON ANGLES
• WELDING PROCESS
• ALIGNMENT CHECK
 WORKING PRINCIPLE
• The working of this project is based on increasing the efficiency of the
engine.

• The overall process was discussed initially, planned and executed. Initially
we got an engine and built a frame for it.

• As the engine was framed, we checked the alignment of the same and
proceeded with the wiring. Initial check on petrol tank arrangement was
done before starting the engine.

• We took the initial values and its original efficiency. Readings were
considered for break power, fuel efficiency, compression ratio etc.
• We increased the head distance and compression ratio was increased and
changes were made in carburetor by implementing new jets (nozzle and
main jet)

• After many trials and errors while modifying the carburetor at last we
succeeded and could increase the output.
 OBSERVATION
OBSERVATION TABLE FOR NORMAL CONDITION

RPM LOAD TIME TORQUE BRAKE MASS FLOW BRAKE

(KG) (hr) (N-m) POWER RATE OF THERMAL
(KW) FUEL(Kh/hr) EFFICIENCY
(%)
470 5 0.0395 1.71 0.084 0.4555 1.54
405 10 0.0355 3.43 0.14 0.506 2.31
335 15 0.0263 5.15 0.18 0.6883 2.45
270 20 0.024 6.86 0.19 0.7448 2.13
250 25 0.022 8.58 0.22 0.8117 2.26
 OBSERVATION
OBSERVATION TABLE FOR VCR MODIFICATION

RPM LOAD TIME TORQUE BRAKE MASS FLOW BRAKE

(KG) (hr) (N-m) POWER RATE OF THERMAL
(KW) FUEL(kg/hr) EFFICIENCY(%)

800 5 0.04025 1.71 0.084 0.4465 1.57

700 10 0.03675 3.43 0.14 0.4891 2.39
650 15 0.02585 5.15 0.18 0.6021 2.50
580 20 0.0265 6.86 0.19 0.6783 2.34
520 25 0.0235 8.58 0.22 0.7648 2.40
 OBSERVATION
OBSERVATION TABLE FOR VCR+CARBURATOR

RPM LOAD TIME TORQUE BRAKE MASS FLOW BRAKE

(KG) (HR) (N-M) POWER RATE OF THERMAL
(KW) FUEL(KG/HR) EFFICIENCY (%)

800 5 0.0410 1.71 0.084 0.4384 1.69

700 10 0.038 3.43 0.14 0.4730 2.47

650 15 0.0334 5.15 0.18 0.5381 2.80
580 20 0.029 6.86 0.19 0.6198 2.56
520 25 0.025 8.58 0.22 0.719 2.56
 CALCULATION
Max Torque calculations
98cc and 7bhp
7bhp=5.83kW
𝟐𝝅𝑵𝑻
Rated Power (P) = 𝒌𝑾
𝟔𝟎𝒙𝟏𝟎𝟎𝟎

𝟐𝝅×𝟓𝟓𝟎𝟎×𝑻
5.83 KW = 𝟔𝟎×𝟏𝟎𝟎𝟎

T =10.07 N-m
NOW, TO CALCULATE MAX LOAD CAN BE TAKEN,
T=FORCE × DISTANCE
T= mg × r
10.07=m×9.81×0.035 meter
M=29.32 kg
 𝒎𝒇×𝒑𝒇
MASS FLOW RATE OF FUEL = 𝟏𝟎𝟎𝟎×𝒕𝒊𝒎𝒆

𝟎.𝟎𝟐𝟓×𝟕𝟏𝟗
=𝟏𝟎𝟎𝟎×𝟎.𝟎𝟑𝟗𝟓

MASS FLOW RATE OF FUEL = 0.4555

NOW, CALCULATE BRAKE THERMAL EFFICIENCY

𝑩.𝑷×𝟑𝟔𝟎𝟎
NBTH = × 100
𝒎.𝒇×𝒄.𝒗

𝟎.𝟎𝟒𝟖×𝟑𝟔𝟎𝟎
= 𝟒𝟑𝟎𝟎𝟎×𝟎.𝟒𝟓𝟓𝟓 × 𝟏𝟎𝟎

= 1.54 %
 RESULT & DISCUSSION
NORMAL CONDITION

Load(kg)Vs Brake Thermal Efficiency (nbth)%

Brake Thermal Efficiency(nbth)%

3
Brake Thermal Efficiency(%)

2.5

1.5

0.5

0
0 5 10 15 20 25 30
Load(kg)
 RESULT & DISCUSSION
TESTING ON VCR 8.0

load vs Brake Thermal Efficiency(nbth)%

Brake Thermal Efficiency(nbth)%
3
BRAKE THERMAL EFFICIENCY %

2.5

1.5

0.5

0
0 5 10 15 20 25 30
LOAD(KG)
 RESULT & DISCUSSION
TESTING ON VCR + CARBURATOR

load vs Brake Thermal Efficiency(nbth)%

Brake Thermal Efficiency(nbth)%

3
BRAKE THERMAL EFFICIENCY %

2.5

1.5

0.5

0
0 5 10 15 20 25 30
LOAD(KG)
 RESULT & DISCUSSION
Validation Graph for Brake thermal efficiency (%) Vs Load (kg)
Validation Graph for Brake thermal efficiency(%) Vs Load(kg)
3

2.5
Brake Thermal Efficiency(%)

1.5 BTE (%) Normal

BTE (%) VCR 8.0
BTE (%) VCR+C
1

0.5

0
0 5 10 15 20 25 30
Load(kg)
 ADVANTAGES
• Simple in construction
• Cost less in Manufacture
• More Power
• Fuel Economy
• Low Maintenance
• High Output
• Easy Assembly
• Light Weight
 APPLICATION

• Lawn and garden equipment

• Dirt bikes
• Mopeds
• Jet skis
• Small outboard motors
• Radio controlled model planes
• Chain saws and jet skies
 CONCLUSION

• By using this modification in carburetor and cylinder head we believe that

the output is achieved with increase in mileage and power the main
purpose of the project was to increase the mileage by doing little
modification hence the project purpose of increase in the efficiency
worked.
• From below table it is conclude that we have got some improvement in
brake thermal efficiency in % change as=0.30%

NORMAL VCR VCR+C

Nbth(%) Nbth(%) Nbth(%)

2.26 2.40 2.56

• From below table it is conclude that we have got some improvement in

mass flow rate in kg/hr change as=0.0918%
THANK- YOU !