PROGRESS REPORT NO. 8 DIESEL ENGINE IGNITION AND COMBUSTION JAY A. \BOLT N. A. HENEIN PERIOD APRIL 1, 1966 TO DECEMBER 30, 1967 DECEMBER.: 1967 This project is under the technical supervision of the: Propulsion Systems Laboratory U.S. Army Tank-Automotive Center Warren, Michigan and is work performed by the: Department of Mechanical Engineering The University of Michigan Ann Arbor, Michigan under Contract No. DA-20-0O8-AMC-1669(T)

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DISTRIBUTION LIST Contract Distribution Name and Address U. So Army Tank-Automotive Center Propulsion Systems Laboratory Warren, Michigan 48090 Attention: SMOTA-RCP Internal Distribution Professor J. A. Bolt Professor E. T. Vincent Professor N. A. Henein No. of Copies 4 4 1 2 iii

TABLE OF CONTENTS Page LIST OF TABLES vi LIST OF FIGURES viii Part I: Summary I. BACKGROUND 3 II. OBJECTIVES 4 III. CUMULATIVE PROGRESS 5 IV. PROGRESS DURING THIS PERIOD 8 V. CONCLUSIONS 10 A. Ignition Delay (I.D. ) 10 B. Activation Energy ( E 10 C. Noise 11 D. Smoke 11 E. Troubles in Engine Performance 11 VI. PROBLEM AREAS AND CORRECTIVE ACTION 12 A. Fuel Leakage 12 B. Drainage of Fuel-Pump Sump 12 C. Surface Thermocouple Failure 12 D. Failure of Pressure Transducers 12 E. Fouling of Injection Nozzle Holes and Needle 13 F. Failure of 502A Oscilloscope 13 VII. FUTURE PLANS 14 A. Next Period 14 B. Overall 14 VIII. SIGNIFICANT ACCOMPLISHMENTS 15 IX. PROJECT STATUS 16 iv

TABLE OF CONTENTS (Concluded) Page Part II: Experimental Data and Results X. DATA AND RESULTS OF A SAMPLE RUN 19 A. Recorded Data (Photographs) 19 B. Test Conditions (as they Appear in Computer Sheets) 19 C. Results Obtained From Traces 19 D. Computed Results 20 E. Comparison Between Measured I.D.p With That Calculated From Various Formulae 20 XI. EXPERIMENTAL WORK AND RESULTS 25 A. Series A2A 25 B. Series A2B 29 C. Series A2C 31 D. Series A2D 36 XII. COMPARISON BETWEEN THE THREE FUELS 39 A. Delay Period and Activation Energy 39 B. Noise Level 44 C. Smoke Intensity in Exhaust 51 D. Specific Fuel Consumption 51 51 APPENDIX A: FUEL SPECIFICATIONS 54 APPENDIX B: CALCULATION OF THE CLEARANCE VOLUME 59 APPENDIX C: VOLUME-CRANK ANGLES RELATIONSHIP 63 APPENDIX D: DIGITAL COMPUTATIONS 67 v

LIST OF TABLES Table 1. Comparison Between Measured I.D.p with that Calculated from Various Formulae 2. Activation Energy for Different Fuels 3. ATAC Engine Cylinder Volume and Gradients at Crank Angles from 0 to 180~, Compression Stroke 4. ATAC Engine Cylinder Volume and Gradients at Crank Angles from 0 to -180~, Expansion Stroke List of Symbols, Headings, and Representations as they Appear on the Computer Sheets of Table 8 6. List of Symbols, Headings, and Representations as they Appear on the Computer Sheets of Table 9 7. List of Symbols, Headings, and Representations as they Appear on the Computer Sheets of Table 10 Page 20 44 65 66 69 71 73 8. Computer Data Sheet, Recorded Data, Series A2A for CITE Fuel 9. Computer Data Sheet, CITE Fuel 100 Computer Data Sheet, A2A for CITE Fuel 11. Computer Data Sheet, 12. Computer Data Sheet, CITE Fuel 13. Computer Data Sheet, A2B for CITE Fuel 14 Computer Data Sheet, 15. Computer Data Sheet, Diesel Fuel 16. Computer Data Sheet, A2C for Diesel Fuel Computation Results, Series A2A for Comparison with Previous Work, Series Recorded Data, Series A2B for CITE Fuel Computation Results, Series A2B for Comparison with Previous Work, Series Recorded Data, Series A2C for Diesel Fuel Computation Results, Series A2C for Comparison with Previous Work, Series vi 75 76 77 78 79 80 81 82

LIST OF TABLES (Concluded) Table Page 17. Computer Data Sheet, Recorded Data, Series A2D for Gasoline Fuel 83 18. Computer Data Sheet, Computstion Results, Series A2D for Gasoline Fuel 84 19. Computer Data Sheet, Comparison with Previous Work, Series A2D for Gasoline Fuel 85 vii

LIST OF FIGURES Figure Page 1. Cylinder pressure for one complete engine cycle. 21 20 Cylinder pressure for the exhaust and inlet strokes. 21 3. Needle lift at start of injection. 22 4. Measurement of I.D.p from cylinder pressure and needle lift traces. 22 5. Fuel line pressure. 23 6. Needle lift diagram. 23 7. Combustion chamber surface temperature. 24 8. Swing in wall-surface temperature.> 24 9. Effect of intake air temperature on pressure at the start of injection (surge tank pressure = 15 in. Hg g), 26 10. Effect of intake air temperature on mean pressure during ignition delay (surge tank pressure = 15 in. Hg g). 27 11. Effect of temperature on I.D.p of CITE fuel. 28 12. Effect of intake air temperature on minimum combustion chamber wall surface temperature. 30 13. Surge tank pressure at various intake temperatures, for a constant mean pressure of 706 psia during I.D. p 32 14. Ignition delay, I.D.p as a function of mean temperature during ignition delay for CITE fuel. 33 15. Effect of intake air temperature on the volumetric efficiency. 34 16. Mass-flow rate at various intake air temperatures. 35 17. Ignition delay IoD.p as a function of mean temperature during ignition delay for diesel no. 2 fuel. 37 viii

LIST OF FIGURES (Concluded) Figure Page 18. Ignition delay, I.D.p as a function of mean temperature during ignition delay for gasoline fuel. 38 19. Comparison between the ignition delay, I.D.p, of different fuels. 40 20. Logarithm of ignition delay, I.D.p, as a function of the reciprocal of the absolute mean temperature, for CITE fuel. 41 21. Logarithm of ignition delay, I.D.p, as a function of the reciprocal of the absolute mean temperature for diesel no. 2 fuel. 42 22. Logarithm of ignition delay, I.D.p, as a function of the reciprocal of the absolute mean temperature, for gasoline fuel. 43 23. Maximum cylinder pressure for different fuels. 45 24. Maximum pressure gradient for different fuels. 46 25. Maximum pressure gradient for different fuels as a function of the length of ignition delay. 47 26. Rate of change of pressure gradient for different fuels. 48 27. Rate of change of pressure gradients for different fuels as a function of the mean temperature during ignition delay. 49 28. Rate of change of pressure gradient for different fuels as a function of the length of ignition delay. 50 29. Smoke intensity for different fuels. 52 30. Brake specific fuel consumption as a function of BMEP for different fuels (constant mean pressure during the ignition delay). 53 31. Details of ATAC engine open combustion chamber. 60 32. Details of recesses in ATAC engine piston. 61 33. ATAC engine two-bar mechanism. 64 ix

PART I SUMMARY 1

I. BACKGROUND A program of activity to study the combustion process in supercharged diesel engines has been developed at The University of Michigan. This program is primarily concerned with the ignition delay and the effect of the several parameters on it. A special concern is given to the effect of pressure, temperature, and density of the cylinder air charge on ignition delay. The different types of delay have been studied in detail and an emphasis is made on the pressure rise delay and illumination delay. The instruments needed for the measurement of these two delay periods have been developed and a continuous effort is being made to improve their accuracy. This research is being made on two experimental engines. One is the ATAC high output open combustion chamber engine, and the other is a ListerBlackstone swirl combustion chamber engine. Three fuels have been used in these tests. 3

II. OBJECTIVES A. To study how gas pressure at the time of injection affects ignition delay and combustion. The effects are to be studied at pressures ranging from approximately 300 to 1000 psia. B. To study how gas temperature at the time of injection affects ignition delay. The temperatures range from approximately 900~F to 1500~F. C. To study various combinations of pressures and temperatures to determine whether density is an independent variable affecting ignition delay. D. To conduct all these studies with three fuels: CITE refree grade (Mil-F-45121) fuel, diesel no. 2 fuel, and Mil-G-3056 refree grade gasoline.

III. CUMULATIVE PROGRESS Cumulative progress has been made in the following areas: A. Review and analysis of previous work. B. Theoretical analysis. C. Experimental work on Lister-Blackstone engine. D. Comparison between the present work done on the Lister engine and previous work in bombs and engines. E. Experimental work done on the ATAC open combustion chamber engine, using three different fuels. Items A through D have been discussed in detail in previous progress reports. Item E will be discussed in the following paragraphs. ITEM E: CUMULATIVE PROGRESS ON ATAC OPEN COMBUSTION CHAMBER ENGINE The engine has been connected to an electric dynamometer. It is supercharged with shop air that has been passed through a surge tank fitted just before the engine. Another surge tank is fitted on the exhaust side. The pressures in the two tanks can be regulated to the required values. A Kistler pressure transducer is fitted in the hole furnished by the International Harvester Company. Two more holes were drilled in the cylinder head above the piston cavity. One hole is fitted with a quartz window, and the other is fitted with a surface thermocouple. The top dead center of the engine, as determined by the dial gage method, was found to be 1/2 crank degree past the top dead center mark engraved on the flywheel. The degree marks are produced by a steel disk 18 in. in diameter and 1/8 in. thick, mounted on the coupling between the crankshaft and the dynamometer. Holes 1/16 in. in diameter are drilled around the periphery at 3~ intervals, and larger holes, 1/8 in. in diameter, at 45~ intervals. A magnetic pickup has been used to produce corresponding pips on the oscilloscope screen every 30, with bigger pips every 45O. One of the bigger holes is aligned at top dead center. The temperature of the inside surface of the combustion chamber is measured by a surface thermocouple placed between the inlet and exhaust valves. 5

The fuel-injection system is instrumented so that the start and rate of injection can be calculated from measurements of the needle lift and fuel pressure before the nozzle. The position of the plunger w.r.t., the barrel, and the injection timing are both controlled by micrometers. An electric heater has been fitted between the critical flowmeter, and the inlet surge tank. All the piping between the heater, engine, and exhaust tank are insulated by. l.5 in. thick calcium silicate pipe insulation. The exhaust surge tank is cooled by spraying tap water into' the tank. The direction of the spray is such as not to interfere with the flow of gases from the engine to the tank or with the exhaust thermocouple or smokemeter probe. A new oscilloscope (Taktronix type 502A) and a new Polaroid camera are now in use to obtain and record the different traces for the combustion process in the engine. A specialprojectedgraticule is now in use with the camera, in order to eliminate the parallex which had been noticed before using this attachment. The flow rate of blowby gases is measured by a flowmeter connected to the crankcase ventilation tube. An oil separater has been installed between the ventilating tube and the flowmeter to collect 'the oil droplets discharged with the blowby gases before reaching the flowmeter. The value of the blowby rate will be recorded together with all other data while running the engine. The smoke produced in the exhaust of the ATAC engine is measured by a "'Hartridge Smokemeter."' The different instruments used in this research project have been calibrated. These instruments are: 1. The critical flowmeter used to measure the rate of air flow into the engine. 2. Kistler pressure transducer (type 401A) together with the charge amplifier (type 655, S/N 1194). This transducer is used for measuring the gas pressure in the cylinder. 3. Kistler pressure transducer (type 601H) together with the charge amplifier (type 503, S/N 359). This transducer is used for measuring the fuel pressure before the nozzle. 4. The Bently distance detector used to measure the needle lift. 5. The surface thermocouple used to measure the inside wall surface temperature. The thermocouple output is found to agree with the standard thermocouple tables. 6

6. The Honeywell thermocouple (rotating disk type) used to measure the air, water, oil, and exhaust gas temperature. Most of the computations needed for this project are now carried out on an IBM 7090 computer, in The University of Michigan Computing Center. Statistical and curve fitting procedures are made to assist in data synthesis programs, combustion analysis programs, and delay analysis programs. 7

IV. PROGRESS DURING THIS PERIOD During this period the experimental work for the effect of temperature on I.D. and combustion characteristics of three different fuels have been completed. The air temperature before the inlet valve was changed over a range from 95~F to 750~F, in steps of 50~F. Five series of runs have been made, with all the parameters held constant except the inlet air temperature and the inlet air pressure. These parameters include: the engine speed, the fuel-air ratio, the cooling water temperature, the injector opening pressure, and the injection timing. The fuels used in these tests are: 1. CITE refree grade (Mil-F-45121) fuel; 2. Diesel no. 2 fuel; and 3. Mil-G-3056 refree grade gasoline fuel. These fuels have been purchased from the Ashland Oil and Refining Company and a copy of the certificates of analysis is given in Appendix A. Two batches of CITE fuel have been used in the experiments: Batch no. 13 dated December 3, 1965, and batch no. 19 dated March 29, 1967. The difference in their behavior in the engine is within the experimental error. The five series of runs were made to study the following: Series Al: Comparison between the three fuels under naturally aspirated conditions. Series A2A: Effect of temperature on I.D. of CITE fuel at constant inlet surge tank pressure of 15 in. Hg g. Series A2B: Effect of temperature on I.D. of CITE fuel at a constant mean pressure during the delay period. Series A2C: Effect of temperature on I.D. of diesel no. 2 fuel at a constant mean pressure during the delay period. Series A2D: Effect of temperature on I.Do of gasoline fuel at a constant mean pressure during the delay period. The mean pressures during the delay period were held constant for the three fuels. All the data and results obtained from the last four series together with discussions are given in this report. The analysis of the results of Series Al, which is made to study the combustion kinetics of the different fuels under naturally aspirated conditions has not been finished yet as it includes a large amount of analytical and computational work. These results will be given in a future progress report. In order to determine the thermodynamic state of the gases at any point in the pyle, the volume of these gases is required with the greatest accuracy possible. In order to achieve such accuracy the clearance volume of the engine 8

was calculated and the results checked by actual measurements. The details of these computations are given in Appendix B. The swept volume is also calculated at different crank angle positions, taking into consideration the eccentricity or offset of the piston pin in the piston. The details of these computations are given in Appendix C. The present report also includes experimental results of interest, other than the ignition delays. These are: 1. Smoke intensity in the exhaust gases. 2. Wall temperature measured on the inside surface of the combustion chamber on the centerline between the inlet and exhaust valves. 3. Maximum pressures reached in the cycle. 4. Maximum pressure gradient due to combustion. 5. The rate of change of the pressure gradient from the end of ignition delay to the point of maximum pressure gradient. The results of the present work on the ATAC engine are compared with the previous experimental work done in engines and in bombs. For this comparison the previous data were replotted and analyzed to compute the activation energy, and compare it with the values obtained on the ATAC engine. The results of the comparison between the present and previous data indicated that the experimental activation energy is a function of some of the physical factors in engine performance. A theoretical study of the factors that affect the activation energy is being done, in an effort to correlate between the results of different investigators under the different running conditions. These studies are still on the way and will be reported as soon as they are finished. 9

V. CONCLUSIONS These conclusions are based on the tests made on the three fuels during this reporting period. A. IGNITION DELAY (I.D.p) 1. For all the three fuels, the I.D.p decreased continuously with the increase in temperature. A slight increase in the I.D.p of CITE fuel has been noticed between 700~F and 7450F. The factors that might cause such a behavior are related to the mechanism of the chemical reactions taking place during the ignition delay. 2. The rate of decrease of the I.D.p with the increase in temperature is greatest for gasoline. At a temperature of 106~F the ignition delay of gasoline is 2.142 times that of CITE fuel. But, at 700~F the ignition delay of gasoline is almost equal to that of the CITE fuel. B. ACTIVATION ENERGY (E) The temperature dependence of the ignition delay can be expressed in terms of an activation energy "E. "* The activation energy can be considered equal to the minimum energy that should be achieved by the reactants before the start of combustion. AeE/RT I. D. = e pP n where A = constant E = activation energy, Btu/lb mole R = Universal gas constant, Btu/lb mole ~ ~R T = absolute temperature, ~R p = absolute pressure n = index of pressure *M. E. Elliott, "Combustion of Diesel Fuel," SAE Quart. Trans. 3, 1949. 10

The experimental results show that the activation energy for the different fuels is as follows: Fuel Diesel no. 2 CITE fuel Gasoline fuel E, Btu/lb mole 5,230 10,430 14,780 C. NOISE Two methods have been used to find the noise level: (1) Direct observation. (2) Analysis of the pressure crank angle traces to determine the maximum pressure gradient and its rate of change. At atmospheric temperature the highest noise level is produced with the engine running on gasoline. However, at high inlet temperatures, above 600~F, the noise level with gasoline is the same as CITE and diesel fuels. D. SMOKE The smoke is measured with a Hartridge smokemeter. The lowest smoke concentration is obtained with gasoline, followed by diesel no. 2 fuel, CITE fuel produced the highest smoke intensity. The high smoke level of CITE fuel is partly due to the after-injection which has been observed with this fuel. E. TROUBLES IN ENGINE PERFORMANCE 1. The fuel leakage past the injector needle and the been noticed to be excessive with CITE and gasoline fuels. quent change of the lubricating oil in the fuel-pump sump, inj ector. fuel plunger has This required freand cleaning of the 2. Gasoline fuel produced a deposit over the injection system parts and required frequent cleaning. 11

VI. PROBLEM AREAS AND CORRECTIVE ACTION A. FUEL LEAKAGE Problem. Gasoline and CITE fuels have high leakage rates past fuel injection nozzle needle. In average, the rates of leakage of the different fuels are as follows: Diesel = 0. 07 litre/hr CITE = O. 26 litre/hr Gasoline = O. 38 litre/hr Corrective Action. A visit was made to American Bosch Company in Springfield, Massachusetts, to discuss this problem with them. We found that they construct a special plunger barrel assembly to avoid this excessive leakage by means of a relief annulus. Buying this assembly is now under consideration. B. DRAINAGE OF FUEL-PUMP SUMP Problem. The drainage of lubricating oil from pump-sump was found impossible without taking the pump off the bracket. Corrective Action. A slot is made opposite to the drainage plug. The original slot made in the bracket was on the wrong side. C. SURFACE THERMOCOUPLE FAILURE Problem. The thermocouple output was found faulty due to a break in the silver solder holding the top piece to the adapter. Corrective Action. The sensing tip of the thermocouple was checked and found in good condition. A new adapter was designed and constructed to hold the top to the adapter by a screw connection thus ensuring proper operation. D. FAILURE OF PRESSURE TRANSDUCERS Problem. Failure occurred after 75 working hours in the fuel injection line. Corrective Action. A spare transducer is ordered. This represented an expenditure of about $330.00 for the replacement of the faulty transducer. This cost is after a credit of $50.00 made for the trade-in. 12

E. FOULING OF INJECTION NOZZLE HOLES AND NEEDLE Problem. Fouling of injection nozzle holes and needles have been noticed with CITE fuel and gasoline. Corrective Action. A Robert Bosch nozzle cleaning kit, and a nozzle reconditioning kit were ordered and are now in use for cleaning purposes. F. FAILURE OF 502A OSCILLOSCOPE Problem. Lower beam of this scope was noticed not to operate properly. Corrective Action. This was fixed in the Mechanical Analysis Laboratory of the Department of Mechanical Engineering. Spare parts and labor costs were charged to Tektronix Company. 13

VII. FUTURE PLANS A. NEXT PERIOD 1. Experimental a. To run tests on the ATAC open chamber engine, to find effect of pressure on ignition delay and combustion phenomena of CITE fuel. b. To study the effect of speed on I.D. c. To prepare the cooling system for the use of ethylene glycol instead of water. 2. Analytical To study the kinetics of the combusti6ht-rprocess as far as its effect on the ignition delay and combustion characteristics of the different fuels. B. OVERALL 1. Experimental a. To run tests on the ATAC open chamber engine, to find the effect of raising the coolant temperature to 2500F on ignition delay and combustion phenomena of CITE fuel. b. To study the effect of raising the coolant temperature to 250'F on the injection process and on the engine performance in general. 2. Analytical To analyze the data published by other investigators, on ignition delays in bombs and engines, in order to compare their results with the results of the ATAC engine.

VIII. SIGNIFICANT ACCOMPLISHMENTS All the tests on the effect of temperature on the pressure-rise delays are completed for CITE, diesel, and gasoline fuels. The results showed that all the instruments are operating properly and showed a very good degree of reproducibility. All the computer programs prepared for this project are ready to record, compute, and analyze the data. A comparison between the results obtained with the ATAC engine and from formulae based on previous research has also been made with the aid of the computer. This analytical work will continue. This is being done in an effort to reach general conclusions regarding the cause of the discrepancy between tests in bombs and in engines. A comparison between the results of ignition delay in different engines will also be made. 15

IX. PROJECT STATUS FUNDS AND EXPIRATION DATE OF CONTRACT Original contract July 1, 1964 to January 1, 1965 $ 23,020 Modification No. 7 Extension of contract to February 28, Addition of $18,000 to contract funds 1966 for a total of 41 020 Modification No. 8 Extension of contract to February 27, 1967 Addition of $37,000 to contract funds for a total of Modification No. 10 Extension of contract to December 1, 1967 Addition of $45,000 to contract funds for a total of Modification No. 12 Extension of contract to December 1, 1968 Addition of $45,000 to contract funds for a total of 78,020 123,020 168,020

PART II EXPERIMENTAL DATA AND RESULTS 17

X. DATA AND RESULTS OF A SAMPLE RUN A. RECORDED DATA (Photographs) A sample of the traces recorded during a test on the ATAC engine are shown in Figs. 1 to 8, for run number 13, with CITE fuel. The following are the test conditions and results for this run. B. TEST CONDITIONS (as they Appear in Computer Sheets) Speed = 1999 rpm Load on dynamometer = 9.0 lb Mass of fuel consumed, "D'> = 0.5007 lbm Critical flowmeter orifice, "D"'* = 7/32 in. dia Time for fuel consumption = 5.79 min Fuel leakage past injector = 0.17 liters/hr Air pressure before flowmeter orifice —= 38.1 psig Air temperature before flowmeter orifice =- 79~F Air temperature before inlet valve = 464~F Cooling water temperature at outlet = 167~F Barometric pressure = 29.2 in. Hg Surge tank pressure = 15.1 in. Hg Exhaust temperature = 851~F Smokemeter reading = 30 H.U. C. RESULTS OBTAINED FROM TRACES Minimum inside wall wurface temperature = 454~F Temperature swing on inside surface = 47~F Pressure at close of I.V. w.r.t. surge tank pressure = 3.0 psi Pressure in cylinder at the start of injection, w.rot. pressure at I.V.C. = 415 psi Pressure at the end of ignition delay w.r.t. to pressure at start of injection = 194 psi Start of needle lift before T.D.C. = 21.40 C.A. End of ignition delay before T.D.C. = 13.40 C.A. *Refer to Appendix D.2 for identification. 19

D. COMPUTED RESULTS Brake horsepower =: 6. 0 BMEP = 33.2 2psi BSFC = 0. 817 lbm/BHP hr Fuel-air ratio = 0. 0317 Air/cycle in (lbm/10OO) = 2.58 Exhaust gases/cycle in (lbm/1000) = 0.11 Surge tank pressure = 21.8 psia Volumetric efficiency = 98. 0% Temperature at I.V.C. = 477~F Pressure of charge at start of injection = 440 psia Density of charge at start of injection = 0.609 lbm/cu ft Temperature of charge at start of injection = 1926~R Average pressure during I.D. = 533 psia Average density during I.D. = 0.707 lbm/cu ft Average temperature during I.D. 2010~R I. D..6 p = O.667 msec E. COMPARISON BETWEEN MEASURED I. Dp WITH THAT CALCULATED FROM VARIOUS FORMULAE TABLE 1 COMPARISON BETWEEN MEASURED I.D.p WITH THAT CALCULATED FROM VARIOUS FORMULAE Calculated I.D. Based on Based on Measured, Formula Conditions at Start Average Conditions msec of Injection During I.D. Wolfer O.595 O. 394.667 Elliott 1. 930 1.851.667 Sitkei 1.406 1.119.667 Tsao (at 1000 rpm) 0. 924 o. 702.667 20

Sample of Recorded Data ATAC - Open Chamber Run No. 13 /l) a) co co p-4 a) 0) 'Hz vi 0d Fl 200 psi 200 psi Tf -g o t* 450 C.A. T.D.C. 0) CD M co a) 0) rH Vrl r-I U Crank Angle Fig. 1. Cylinder pressure for one complete engine cycle. 10 psi I.v.0. 0I.V.C E.V.C. Crank Angle Fig. 2. Cylinder pressure for the exhaust and inlet strokes. 21

Sample of Recorded Data ATAC - Open Chamber Run No. 13 a) r-I rd U) Q) ci) H N N 0 q-, 0 -P CHr Ho F4a I Start of 3~ C.A. Injection Crank Angle Fig. 3. Needle lift at start of injection. Cylinder Pressure Needle Lift Start of - 0ol msec- - eInjection Ignition Delay Start of Pres sure Rise Fig. 4. Measurement of I.D.p from cylinder pressure and needle lift traces. 22

Sample of Recorded Data ATAC - Open Chamber Run No. 13 a) p Cl co a) H U).r-i rll PC, 1000 psi -v T.D.C. 5 - 450 C.A. Crank Angle Fig. 5. Fuel line pressure. I-I a) ~rq d 3/1000 in. a):2~~~~~ Crank Angle Fig. 6. Needle lift diagram. 23

Sample of Recorded Data ATAC - Open Chamber Run No. 13 o a) 0 U) U) o c) 454~F_ Crank Angle 32~F r T.D.C. Fig. 7. Combustion chamber suriace temperature. fl, 5010F- I o a) c-P a) U) U) E-1 c) Ca U) 454oF — Crank Angle Fig. 8. Swing in wall-surface temperature. 24

XI. EXPERIMENTAL WORK AND RESULTS A. SERIES A2A Effect of Temperature on I.D.p of CITE Fuel, at Constant Inlet Surge Tank Pressure Conditions: Fuel = CITE refree grade (Mil-F-45121) fuel Intake air pressure in surge tank = 15 in. Hg g Exhaust pressure in surge tank = 15 in. Hg g Cooling water temperature at outlet = 169~F rpm = 2000 Fuel-air ratio = 0.0316 Injector opening pressure = 3000 psi Injection timing (needle lift) = 21.35~ BTDC Variable: Inlet air temperature from 97~F to 513~F. The results of this series indicate that the pressure at the start of injection, as well as the average pressure during the ignition delay, vary with change in inlet air temperature. An increase in the inlet air temperature from 970F to 513'F caused a drop of 97 psi in the gas pressure at the start of injection, and a drop of 191 psi in the average pressure during the delay period. The pressure at the start of injection at different inlet temperatures is shown in Fig. 9. The corresponding average pressures are shown in Fig. 10. The drop in pressure at higher temperatures is mainly due to the increased heat losses from the gases to the cylinder walls. The results of this series concerning I.D. are given in Table 8 and plotted in Fig. 11, curve AD It shows that in the range of temperatures between 100'F to 501'F the ignition delay decreases continuously with increase in temperature. It should be noted that the net change in I.D. is due to two opposing factors: 1. An increase in gas temperature which causes a decrease in ignition delay. 25

I R- -I~I ---- -- - Is - I- - II - - - - -II II --- ATAC ENGINE OPEN COMBUSTION CHAMBER Fuel: CITE R. P. M.: 2000 Intake Press. = 15 in. Hg g 550 0 o a) o U2 II 4-, Cd a) Co Co 0 500 1 0 0 450 F 0 400 100 200 300 400 500 Intake Air Temperature, OF Fig. 9. Effect of intake air temperature on pressure at the start of injection (surge tank pressure = 15 in. Hg g). 26

cr-4 600 Co Co 0 o 550 510 _ I 100 200 300 400 500 Intake Air Temperature, OF Fig. 10. Effect of intake air temperature on mean pressure during ignition delay (surge tank pressure = 15 in. Hg g). 27

1. 1k 1. 0l U vp C) 0 O.-4 a) o -.ho4.9 8k A ATAC ENGINE OPEN COMBUSTION CHAN Fuel = CITE R. P.M. = 2000 \ ~ Q~izF/A = 0.0315 B: Q- Mean Pr.: 706 psia A: ~ --- — Intake Pr.: 15 in. H \ \ A \0.0 IBER [g g B.7.6.5.4 100 200 300 400 500 600 700 800 Temperature of Intake Air, OF Fig. 11. Effect of temperature on I.D.p of CITE fuel.

2. A drop in gas pressure causing an increase in ignition delay. In order to eliminate the effect of pressure on I.D., the surge tank pressure was changed in each run, such that the mean pressure during the delay period remains constant. The results of these tests are plotted in Fig. 11, curve B, and are discussed under series A2B. Wall Surface Temperature The temperature of the inside surface of the combustion chamber is measured by a special thermocouple placed between the inlet and exhaust valve and on the line between their two centers. A record of the surface temperatures is shown in Figs. 7 and 8, together with the crank angles. In Fig. 7 the surface temperature is shown together with the reference temperature, which is 32~F. The minimum temperature in this photograph is 454~F. The temperature swing due to combustion as indicated in the photograph of Fig. 8, reached 47~F. The change of the minimum surface temperature for this series is plotted in Fig. 12. It shows that the minimum temperature has changed from 354~F, at 97~F inlet air temperature, to 4835F at 513~F inlet air temperature. B. SERIES A2B Effect of Temperature on I.D.p of CITE Fuel, at a Constant Mean Pressure During the Ignition Delay To maintain the average pressure during the ignition delay constant, the surge tank pressure was increased with temperature. The average pressure during the delay period was kept at a constant mean value of 706 psia for all the runs of this series. Conditions: Fuel = CITE refree grade (Mil-F-45121) fuel Mean pressure during delay period = 706 psia rpm = 2000 Fuel-air ratio = 0.0315 Injector opening pressure = 3000 psi Injection timing (needle lift) = 20.9 BTDC Cooling water temperature at outlet = 171~F Variables: Inlet air temperature from 97~F to 745~F Inlet air pressure from 15 in. Hg to 41.9 in. Hg g 29

ATAC ENGINE OPEN COMBUSTION CHAMBER Fuel: = CITE R. P. M. = 2000 500 F/A = 0.0315 o Q I ~ 460 r-4 KN 420 o E 380 340 340 I I I, 100 200 300 400 500 600 Intake Air Temperature, OF Fig. 12. Effect of intake air temperature on minimum combustion chamber wall surface temperature.

In order to keep the mean pressure at a constant value of 706 psia, the pressure in the inlet surge tank was 15 in. Hg boost at 97~F and reached 41.9 in. Hg boost at 7450F. The values of the air surge tank pressure are plotted as a function of the inlet air temperature in Fig. 13. The results of this series of runs are plotted in Figs. 11, curve B, and Fig. 14. Figure 11, curve B, shows the results at constant average pressure together with the results at constant surge tank pressure (curve A). The increase in ignition delays shown by curve A, above the values of curve B, are due to the lower pressures occurring during the delay period. The results for the I.D.p for CITE fuel are plotted in Fig. 14. The ignition delay decreases with increase in temperature up to about 2150~R after which it appears to increase. Effect of Intake Air Temperature on the Volumetric Efficiency In this report the volumetric efficiency is defined as: Actual -mass flow rate Volumetric efficiency = Theoretical mass flow rate based, on intake manifold conditions The change in the volumetric efficiency at the different air temperatures, for test series A2A and A2B is shown in Fig. 15. It shows a slight drop in efficiency between 556~R and 600~R and a continuous increase with any further increase in temperature. This change is caused by the heat transfer phenomena between the air and the manifold and cylinder walls. The change in the flow rate of air at the different temperaturs is given in Fig. 16. It shows that for series A2A the air mass is reduced by 37.4% with the increase in inlet air temperature from 97~F to 513~F. This reduction is not so great in series A2B because the inlet surge tank pressure was changed to give a constant average pressure of 706 psia during the delay period. C. SERIES A2C Effect of Temperature on I.D.p of Diesel Fuel, at a Constant Mean Pressure During the Ignition Delay Conditions and Variables: These are the same as in series A2B except that the fuel used is diesel no. 2. 31

40 36 32 Mo 32 /28 24 b) =: | /ATAC ENGINE OPEN COMBUSTION CHAMBER 20 0 CITE, batch No. 13 [0 CITE, batch No. 19 R. P. M. = 2000 Pmean = 706 psia 16 12 0 200 400 600 800 Intake Air Temperature, OF Fig. 13. Surge tank pressure at various intake temperatures, for a constant mean pressure of 706 psia during I.D.pR.P. 32

1. 2 ATAC ENGINE OPEN COMBUSTION CHAMBER 0 CITE, batch No. 13 1. C- \ CITE, batch No. 19 R. P. M. = 2000 P mean = 706 psia U M O.4.2 O. II I I I, I I.0* 1500 1600 1700 1800 1900 2000 2100 2200 Mean Temperature During Ignition Delay, OR Fig. 14. Ignition delay, I.D.p as a function of mean temperature during ignition delay for CITE fuel. 3.3

100 98,._II I ATAC ENGINE OPEN COMBUSTION CHAMBER Fuel = CITE R.P.M. = 2000 0 4: C) r-4 () O 4-4 96 94 92 O A Constant Mean Press. During I. D. O Constant Surge Tank Press. 90 I I,,,, I. i I I I, I 600 700 800 900 1000 1100 1200 Intake Air Temperature, OR Fig. 15. Effect of intake air temperature on the volumetric efficiency.

240 230 220 210 200 190 "~~~~~~~1~~~~~~~ 15 in. Hg. g. ~I~~ /I Constant Mean Press. during I.D. = 706 psia 170 160 -150 140 130 I I I I I I 100 200 300 400 500 600 700 800 Intake Air Temperature, F~ Fig. 16. Mass-flow rate at various intake air temperatures. 55

The results of this series of tests are shown in Fig. 17. It shows a drop of 40.3% in I.D. by an increase in the mean air temperature during I.D. from 1565~R to 2292~R. D. SERIES A2D Effect of Temperature on I.D.p of Gasoline Fuel at a Constant Mean Pressure During the Ignition Delay Conditions and Variables: These are the same as in series A2B except that the fuel used is Mil-G-3056 refree grade gasoline fuel. The results of this series of tests is shown in Fig. 18. It shows a drop of 76.2% in I.D. by an increase in the mean air temperature during I.D. from 1665~R to 25000R. Summary of Observations made on Gasoline Combustion Many attempts have been made during this reporting period to examine the factors that affect the combustion of gasoline in the ATAC engine. First, in Series Al ofthesetests, the engine has been run on gasoline with simulated naturally aspirated conditions. No combustion was observed. In order to obtain burning the speed was reduced to about 900 rpm, and irregular combustion was observed. It has been interesting to note that, with atmospheric inlet air temperature, an increase of 15 in. Hg in the air pressure in the surge tank made the combustion much more regular, although the I.Do was very long. 36

1. 2 ATAC ENGINE OPEN COMBUSTION CHAMBER Fuel: Die sel No. 2 R. P. M.: 2000 Mean Press. = 727 psia 1.01 - U p( <o CH,8 i.6 - O 0 0 0 0 O.4.2 _ I I.0 1500 1600 1700 1800 1900 2000 2100 2200 2300 Mean Temperature during Ignition Delay, OR Fig. 17. Ignition delay I.D.p as a function of mean temperature during ignition delay for diesel no. 2 fuel. 37

2. 2 ATA C ENGINE OPEN COMBUSTION CHAMBER Fuel: Gasoline R. P. M. = 2000 Mean Press. = 705 psia 2. 0 1. 8 1. - 1.4 1. 2 X 1.0\ Cuf.8 -0 O.4 2. M I. I I I 1700 1800 1900 2000 2100 2200 2300 2400 250C Mean Temperature during Ignition Delay, OR Fig. 18. Ignition delay, I.D.p, as a function of mean temperature during ignition delay for gasoline fuel. 38

XII. COMPARISON BETWEEN THE THREE FUELS A comparison will be made between the CITE, diesel, and gasoline fuels, regarding their combustion characteristics. This comparison covers the following: A. Delay period and activation energy B. Noise level lo Maximum pressure 2. Maximum pressure gradient 3. The rate of change of pressure gradient C. Smoke intensity in exhaust D. Specific fuel consumption. A. DELAY PERIOD AND ACTIVATION ENERGY To compare between three fuels, all the results of I.D. are plotted on the same diagram in Fig. 19. It shows that diesel no. 2 has the lowest ignition delay, while gasoline has the highest values. At a temperature of 106OF the gasoline has an ignition delay of 2.142 msec, while the values for CITE and diesel are 1.0 msec and 0.752 msec, respectivelyo However, at an air inlet temperature of 700~F the three fuels have almost equal ignition delays of O. 45 msec. The difference between the CITE fuel and diesel no. 2 fuel is probably not significant for inlet air temperatures above 2000F. The values for I.D. are plotted in Figs. 20, 21, and 22 for the different fuels on a log scale versus the reciprocal of the absolute temperature. The slope of these lines gives the value of (E/R), where E is the activation energy and R is the universal gas constant. The value of the activation energy for the different fuels, as calculated from the corresponding graphs is given in Table 2o 39

u W a) 1 CO fl0 c! b0 100 200 300 400 500 600 700 800 Temperature of Intake Air, OF Fig. 19. Comparison between the ignition delay, I.D.p, of different fuels. 40

10. ATAC ENGINE OPEN COMBUSTION CHAMBER Fuel: CITE RPM: 2000 Mean Press. = 706 psia u C. Cd 'I 4-j 1. 0rg 4 5 6 7 Reciprocal of Absolute Mean Temperature, 104 OR Fig. 20. Logarithm of ignition delay, I.D.p, as a function of the reciprocal of the absolute mean temperature, for CITE fuel. 41

L O.-. ATAC ENGINE OPEN COMBUSTION CHAMBER Fuel: Diesel No. 2 RPM: 2000 Mean Press = 727 psia U Co -a, 1. CC.1 4 5 6 Reciprocal of Absolute Mean Temperature, 104 OR 7 Fig. 21. Logarithm of ignition delay, I.D.p, as a function of the reciprocal of the absolute mean temperature for diesel no. 2 fuel.

10 ATAC ENGINE OPEN COMBUSTION CHAMBER FUEL: Gasoline RPM: 2000 Mean Press = 705 psia V u Q C/) a) pa) Cd.l1 a).1 0 4 5 6 7 Reciprocal of Absolute Mean Temperature, 104 MR Fig. 22. Logarithm of ignition delay, I.D.p, as a function of the reciprocal of the absolute mean temperature, for gasoline fuel.

TABLE 2 ACTIVATION ENERGY FOR DIFFERENT FUELS Activation Energy, Btu/lb mole CITE 10,L430 Diesel no. 2 5,230 Gasoline 14,780 B. NOISE LEVEL 1. Maximum Pressure The maximum pressure reached in the cylinder near the end of the combustion process is one of the factors that affects the noise level in the diesel engine. The maximum pressures reached with the different fuels are plotted in Fig. 23 against the intake air temperature. Over the whole temperature range, the order of magnitude of the maximtulpressures reached with CITE and diesel fuels is almost the same. The maximum pressure with gasoline in much higher than the other two fuels at intake temperatures below about 2500F. It is to be noticed that the maximum pressure with gasoline at 100'F is low because of the very late combustion. 2. Maximum Pressure Gradient The maximum rate of pressure rise is among the factors that affects the noise level of the engine. The values obtained for the maximum (dP/dG) are plotted in Fig. 24. It shows that gasoline has the highest values, which can be attributed to its long ignition delay and the large amounts of fuels accumulated in the combustion chamber at the end of the delay period. This is shown in Fig. 25 in which (dP/dQ)max is plotted versus the length of ignition delay in crank angles. 3. The Rate of Change of Pressure Gradient The rate of change of the pressure gradient with crank angles from the end of the delay period to the point of maximum (dP/d@) is among the factors that affect the noise level and engine vibrations. Values of (d2P/dG2) for the three fuels is plotted versus the intake air temperature in Fig. 26, and versus the mean temperature during the delay period in Fig. 27. The highest values of (d2P/dG2) is for gasoline. The effect of the length of the I.D. on (d2P/dQ2) is shown in Fig. 28. From this figure it seems that the absolute length of I.D. is the main factor controlling (d2P/dQ2), for gasoline and CITE fuels. 44

1600 ATAC ENGINE OPEN COMBUSTON CHAMBER RPM: 2000 Mean Pr. = 700 psia F/A =.0315.d.,-4 g 1500 U -,-4 02 W 1300 'OAol 00_00 -A\. of~~~~~~~~~~~~~~~~ 0 —.. \31 -\-P 0 0 0 ----O D- ---— El MILG No. 2 CITE O) — (Very late combustion) 1200 100 200 300 400 500 60 Temperature of Intake Air, OF Fig. 23. Maximum cylinder pressure for different fue' )0 700O

ATAC ENGINE n'l-I-I"'T',T -t'n'/r')'rTTr-rT nNT '"T- IA 'A/rT';'" 280 jV.llN,U IVIZU~/IIJLN _t-I-lVI/l0 | R. P.M. = 2000 Mean Press = 705-727 psia F/A = 0. 0315 260 o 240 220 bD - 0 Q MILG '< 200 a \/...../ No. 2 Fuel U; 180 | —....Q ] CITE 13 cd 160 E \ 140 120 \ \ 100 - \ 80 > H,. 60 A0 60 40 I, I I I I I I 100 200 300 400 500 600 700 Intake Air Temperature, OF Fig. 24. Maximum pressure gradient for different fuels. I 46

300 280 ( 260 [ O 240 - ATAC ENGINE R.P.M. = 2000 F/A =.0315 Mean Pres. = 700 psia F/A = 0. 0315 0 () -- (i) MILG.. *7-] CITE 13 '-._ ---' -— ~ No. 2 Fuel 220 e 0) -- UP a 0. Cd 200 - 180 - _ 160 m Q a): 140 120 100 80 60 40 I I I I I I I I 6 8 10 12 14 16 Ignition Delay Period in Crank Angles 18 20 Fig. 25. function Mbhximum pressure gradient for different of the length of ignition delay. fuels as a 47

ATAC OPEN COMBUSTION CHAMBER R. P.M. = 2000 A /f -, — IDr -Q = 70S-77.7 nqiq 80 ie Vlreii. - uo- z y F/A 0. 0315 \ i2. — No. 2 Fuel 7 0 \E... CITE Fuel MILG Fuel 0 60 _ 50 I'\ '-O, 40 E l do 30 t o 200 10~\0 O 2~~0 N~~~0' 100 200 300 400 500 600 700 800 Temperature of Intake Air, OF Fig. 26. Rate of change of pressure gradient for different fuels. 48

ATAC ENGINE OPEN COMBUSTION CHAMBER R. P.M. = 2000 Mean Pr. = 705-727 osia F/A = 0.0315 _ --- /A No. 2 Fuel 80 70 [J —.-.. CITE Fuel O(:)lll MILG Fuel L 60 40 - CD U EJ 4o, o 50 Cd 30 20 0 1600 1700 1800 1900 2000 2100 2200 2300 2400 Mean Temperature During Delay, OR Fig. 27. Rate of change of pressure gradients for different fuels as a function of the mean temperature during ignition delay. 250C 49

80 ATAC ENGINE OPEN COMBUSTION CHAMBER R. P. M. = 2000 Mean Pr. = 705-727 psia F/A = 0.0315 70 4 -/ 3 60 C a ) C 40 06 30 A ----. — No. 2 Fuel / ----- CITE Fuel 20 /' / / /I$ A 0MILG Fuel _ ' 0Q' 0l I I I I I I I I I 5 6 7 8 9 10 11 12 13 14 15 16 Ignition Delay in Crank Angles Fig. 28. Rate of change of pressure gradient for different fuels as a function of the length of ignition delay. 30

From this analysis it can be concluded that the phenomena of I.D. is useful in rating the different fuels in diesel engines. C. SMOKE INTENSITY IN EXHAUST The intensity of smoke in the exhaust gases was measured by using a "Hartridge Smokemeter," as described in Progress Report No. 7. The smokemeter readings were taken under an effective pressure of 5 in. Hg acting on the flowmeter. The results of the smokemeter readings are plotted for the three fuels in Fig. 29. It can be noticed that the CITE fuel has the highest average smoke intensity. It ranged from 40 to 71 Hartridge units. The gasoline has the lowest smoke intensity, and ranged from 6 to 19 Hartridge units. The high smoke level of CITE fuel is partly due to the after injection which has been observed with this fuel. D. SPECIFIC FUEL CONSUMPTION The brake specific fuel consumption for the ATAC engine is plotted in Fig. 30 against the brake mean effective pressure for different fuels. The conditions at which these data were obtained were as...follows: 1. A constant fuel-air ratio of 0. 0315. 2. A constant mean pressure during the ignition delay of about 700 psia. This required a change in the intake air pressure at each temperature to keep the mean pressure constant. The charge temperature and pressure before the inlet valve are shown opposite to the end points on each curve. 3. A constant speed of 2000 rpm. 4. A constant cooling water temperature at 175~F at outlet from the cylinder head. 5. A constant injection timing at 21 crank angle degrees before top dead center. 6. A constant injector opening pressure of 3000 psia. Under the above conditions Fig. 30 shows that in the range of BMEP from 355 to 80 psi, the lowest specific consumption is obtained when the engine is run with gasoline. The highest specific fuel consumption is obtained with CITE fuel. 51

ATAC ENGINE OPEN COMBUSTION CHAMBER Pmean = 700 psia 80 F/R =.0315 R. P.M. = 2000 70 60 D 30 0 b4 20 Co 10 100 200 300 400 500 600 70C Intake Air Temperature, OF Fig. 29. Smoke intensity for different fuels. el 52

1. 100 1.000 L \.900 7o2 OF |.80 \A (38. 9 Inhg U. 800 J fp6970F b 1.6 Inhg.700 f.) 600 - K 0) N j18.7 Inhg.500 (106 0F 7 8.8 Inhg (97oF.400 40 50 60 70 80 90 100 Brake Mean Effective Pressure, PSI Fig. 30. Brake specific fuel consumption as a function of BMEP for different fuels (constant mean pressure during the ignition delay).

APPENDIX A FUEL SPECIFICATIONS The following certificates have been received from Ashland Oil and Refining Company. These are for the following fuels: (a) Diesel fuel VV-F-800 Grade II. Dated December 29, 1965. (b) Automotive Combat, Refree grade Mil-G-3056B. Dated September 17, 1965. (c) CITE fuel, Mil-F-45121B Batch No. 13. Dated December 3, 1965. (d) CITE fuel, Mil-F-45121B Batch No. 19. Dated March 29, 1967.

CERTIFICATE OF ANALYSIS December 29, 1965 I, Eldon Sloan, certify that I am employed by Ashland Oil and Refining Company as Coordinator of Laboratories, and did supervise the following tests on Diesel Fuel VV-F-800 Grade II. Specification VV-F-800 Grade DF-2 Drum Flash Point, OF, min Cloud Point, ~F, max Pour Point, OF, max Kinematic Vis. at 100~F, cs, min Water and Sediment, % by vol., max Sulfur, % Ash, % max Corrosion, cu strip 3 hr at 122 ASTM No., max Distillation, ~F 90 % End Point Ignition Quality, Cetane No. Gravity, ~API 125 715 75 1.8 - 6.o o. o05 1. 00 0. 02 165 $4 -5 2. 5 nil 0. 11 0. 001 3 Record, -675 725 40 Record 1 516 590 6o4 57. 5 39.1 ASHLAND OIL AND REFINING CO. Eldon Sloan Coordinator of Laboratories 55

CERTIFICATE OF ANALYSIS September 17, 1965 I, Eldon Sloan, certify that I am employed by Ashland Oil and. Refining Company as Coordinator of Laboratories and did personally supervise the -following tests on Automotive Combat, Refree- Grade Mil-G-3056B dated 4 June 1958 with following exceptions and/or limits, manufactured in 737 Tank as Batch No. 4 on Sept. 17, 1965. Specifications Min Max 737 Tank Batch No. 4 Distillation 10%o evap. ~F 20% evap. ~F 50% evap. ~F 90% evap. ~F Residue RVP, psi CRC Calculated Temperature V/L Ratio of 10 V/L Ratio of 30 Gravity Octane Number - Motor - Research Gum, mg/lOO ml (before wash) (after wash) Sulfur, % by weight Aromatics, % Olefins Corrosion Metallic Lead Content grams/US gal Oxidation Stability, min Color Oxidation Inhibitor, lb/1000 bbl Type and Amount 131 158 To be recorded 194 239 275 356 2%o 7. 5 9.5 125~F 140 ~F 135~F 150~F 82 9o 86 4 To be recorded 0. 15 40 Record ASTM No. 1 132 152 220 320 1. 0 8. 7 15533 148 61. 0 85.9 92.8 1. 2 0. 8 o. 003 26. 5 9. 0 1A 2. 2 6007 OK 25 2. 11 480 Equal 10 35. 17 Record to Standard 10 10 2,6 Ditertiary butylphenol Metal Deactivator lb/bOO0 bbl 3 3 3 N, N disalicylidene 1, 2 Propanediamine ASHLAND OIL AND REFINING COMPANY Eldon Sloan Coordinator of Laboratories 56_

CERTIFICATE OF ANALYSIS December 3. 1965 I, Eldon Sloan, certify that I am employed by Ashland Oil and Refining Company as Coordinator of Laboratories, and did personally supervise the following tests on CITE Fuel, Mil-F-45121B manufactured in 708 Tank as Batch No, 13 on December 2, 1965. Mil-F-45121B Specifications 708 Tank Min Max Batch Noo 13 Gravity, ~API 49~ 5 Distillation, ~F Initial 130 160 156 1o0 200 260 226 5X0 300 375 370 90% 450 500 456 End Point 575 476 Residue, % 2 1 Loss, % 2 1 Reid Vapor Pressure 1 3 2. 0 Total Sulfur, % weight 0.'25- 0. 4 O. 30 Copper Strip Corr. at 212~ 1 1A Olefin Content, vol % 2. 0 5. 0 2.3 Aromatic Content, vol. % (D1319) 15. 0 25.0 16.2 Gum, Ext. Steam Evap. mgs/100 ml 7. 0 O. 6 Potential Gum, mg/100 ml 14.0 2. 2 Freezing Point, ~F -67 -68 Kinematic Viscosity CS at 100~F 0.9 0. 98 CS at -30~F 16.5 3.74 Cetane Number 35 40 38.0 Additives, lb/1000 bbl (a) Oxidation. Inhibtor 5 9 8 (b) Metal Deactivator 1 2 2 Smoke Point, MM 17 21 Thermal Stability Change in pressure in 5 hr in Hg 15 o Preheater/filter deposit 300/400F 3 1 Water Separation Index Mod. WSIM 75 88 ASHLAND OIL AND REFINING CO. Eldon Sloan Coordinator of Laboratories 57

CERTIFICATE OF ANALYSIS March 29, 1967 I, Eldon Sloan, certify that I am employed by Ashland Oil and Refining Company as Coordinator of Laboratories, and did personally supervise the following tests on CITE Fuel, Mil-F-45121B manufactured in 708 Tank as Batch No. 19 on March 21, 1967. Mil-F-45121B Specifications Min Max Gravity, ~API Distillation, ~F Initial 10% 50% 9 0% End Point Residue, % Loss, % Reid Vapor Pressure Total Sulfur, % weight Copper Strip Corr. at 212~ Olefin Content, vol. % Aromatic Content, vol. % (D1319) Gum, Ext. Steam Evap. mgs/100 ml Potential Gum, mg/100 ml Freezing Point, ~F Kinematic Viscosity CS at 100~F CS at -30~F Cetane Number Additives, lb/1000 bbl (a) Oxidation Inhibitor (b) Metal Deactivator Smoke Point, MM Thermal Stability Change in pressure in 5 hr in Hg. Preheater filter deposit 300/400oF Water Separation Index Mod. WSIM 3c 50 160 Do 260 DO 375 50 500 575 2 2 1 3 0. 25' o. 4 1 2.0 5.0 L5. 0 25. 0 7. 0 14. o -67 708 Tank Batch No. 19 49. 2 134 204 342 454 484 1 1 2. 8 0. 27 1A 1. 7 17.6 0.4 2. 2 -73 0.95 3. 5 37. 5 I 0. 9 16. 5 40 5 1 17 9 2 15 8 2 20 0.3 3 1 90 75 ASHLAND OIL AND REFINING CO. Eldon Sloan Coordinator of Laboratories

APPENDIX B CALCULATION OF THE CLEARANCE VOLUME The clearance volume is computed from the dimensions of the original combuation chamber and the recesses made for the instruments. The dimensions used for these computations are shown in Figs. 31 and 32. These are obtained from engine drawings or from direct measurements made on the engine. The clearance volume constitutes of the following: A, In piston top 1. Volume of dish = 3.6339 cu in. 2. Volume of intake value recess = 0.4101 cu in. 3. Volume of exhaust value recess = 0.1983 cu in. 4. Volume gained due to rounding of piston edge =. 0048 cu in. Total volume of piston recesses = 4.2471 cu in. 5. Volume between piston top and,cylinder head = 0. 7189 cu in. 6. Volume of quartz window hole (with the quartz in place) 0. 0067 cu in. 7. Volume of pressure pickup hole = 0. 0063 cu in. 8. Net volume of injector and hole = 0. 0014 cu in. 9. Volume of intake valve protrusion = -0.2966. 10. Volume of exhaust valve protrusion = -0.1228. NOTE: The following volumes are excluded because they are usuallyfull of cars bon deposits: a. Volume between piston and sleeve till the first ring = 0.1568 cu in. b. Volume between sleeve top and cylinder head = 0. 0788 cu in. c. Volume between gasket and sleeve = 0. 0459. Total clearance volume (clean surfaces) = 4.5610 cu in. Compression ratio (clean surfaces) = 16. 692:1. EFFECT OF CARBON DEPOSIT ON C.R. The effect of a carbon deposit 3/1000 in. thick on the combustion chamber walls is found to increase the compression ratio from 16.692:1 to 17.116:1, or 2. 54%.

Injector Press. Trans.. 0184.0633 - 5. 070 -5. 140. 0452 Minimium 1 ON 0.355 1 1 0-2-4 f. 50 R -Dimensions in inches. -Dimensions UNDERLINED ARE FROM BLUE PRINTS. No. 8504, EHD-SK537A & Manual Fig. 31. Details of ATAC engine open combustion chamber.

Intake (2,080D, 1. 65dH) -Dimensions in inches. -Dimensions underlined are from blue prints. Fig. 32. Details of recesses in ATAC engine piston.

COMPRESSION RATIO USED IN COMPUTATIONS Upon checking the surface of the combustion chamber walls, after running for periods of 100 working hours, they were found to be fairly clean. For the data analysis a compression ratio of 16.692:1 is therefore used. 62

APPENDIX C VOLUME-CRANK ANGLES RELATIONSHIP The volume of gas enclosed in the ATAC engine cylinder is calculated for the different crank angle positions as follows: V = Vc + Vs where Vc = clearance volume calculated in Appendix B Vs = swept volume obtained from the piston displacement from T.D.C. position. The formula used for computing the cylinder volume took into consideration the offset of the piston pin with respect' to piston center. This offset shown in Fig. 33 is obtained from the engine drawings and amounts to 60/1000 in. The cylinder volume is calculated for all crank angles from 180 to +180~. To facilitate any further programming on the computer, the cylinder volume and the rate of change of volume w.r.t. crank angles are calculated and tabulated for intervals of 1/100 crank angle. A summary of these are shown in Tables 3 and 4.

Plane of Wrist Pin Travel 0>I 0 or 0 Fig. 33. ATAC engine two-bar mechanism.

TABLE 3 ATAC ENGINE CYLINDER VOLUME AND GRADIENTS AT CRANK ANGLES FROM 0 TO 180~, COMPRESSION STROKE C.R. = 16.692:1 Angle 0 Measured from T.D.C. Angle deg 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 0, Volume, cu in. 4. 5610 4. 5882 4.6699 4.8060 4.9960 5.2398 5.5368 5.8864 6.2882 6.7411 7.2446 7.7975 8.3998 9.0475 9.7423 10.4820 11.2651 12.0902 12.9559 13.8605 14.8023 15.7798 16.7910 17.8343 18.9078 20.0095 21.1376 22.2900 23.4649 24.6602 25.8740 Volume Gradient 0000 -. 0272 -. 0544 -.0815 -.1085 -.1352 -~.1617 -.i879 -.2137 -.2392 -.2642 -.2887 -.3126 -.3360 -.3587 -.3808 -.4022 -.4228 -.4427 -.4618 -.4800 -.4973 -.5138 -.5293 -.5440 -.5576 -.5703 -.5820 -.5927 -.6024 -.6111 Angle 0, Volume, Volume Angle 0, Volume, Volume deg cu in. Gradient deg cu in. Gradient 62 27. 1041 -.6188 122 62.6310 -.4576 64 28.3487 -.6255 124 63.5322 -.4435 66 29.6056 -.6312 126 64.4048 -.4291 68 30.8729 -.6359 128 65.2484 -.4144 70 32.1485 -.6396 130 66.0624 -.3996 72 33.4306 -.6423 132 66.8465 -.3845 74 34.7171 -.6441 134 67.6002 -.3693 76 36.0062 -.6449 136 68.3234 -.3539 78 37.2959 -.6447 138 69.0156 -.3383 80 38.5845-",-, -.6437 140 69.6765 -.3226 82 39.8700 -.64i7 142 70.3061 -.3069 84 41.1507 -.6389 144 70.9039 -.2910 86 42.4250 -.6352 146 71.4700 -.2750 88 43.6910 -.6308 148 72.0040 -.2590 90 44.9473 -.6254 150 72.5059 -.2429 92 46.1923 -.6194 152 72.9756 -.2268 94 47.4244 -.6126 154 73.4129 -.2106 96 48.6422 -.6051 156 73.8178 -.1943 98 49.8443 -.5969 158 74.1902 -.1781 100 51.0295 -.5881 160 74.5300 -.1618 102 52.1964 -.5787 162 74.8373 -.1455 104 53.3440 -.5687 164 75.1119 -.1291 106 54-4709 -.5581 166 75.3539 -.1128 108 55.5762 -.5471 168 75.5631 -.0965 110 56.6589 -.5355 170 75.7397 -. 0801 112 57.7180 -. 5235 172 75.8836 -. 0638 114 58.7526 -.5111 174 75.9947 -.0474 116 59.7620 -.4982 176 76.0732 -.0310 118 60.7453 -.4850 178 76.1189 -.0147 120 61.7019 -.4715 180 76.1319.0017 65

TABLE 4 ATAC ENGINE CYLINDER VOLUME AND GRADIENTS AT CRANK ANGLES FROM 0 TO -180~, EXPANSION STROKE C.R. = 16.692:1 Angle Q Measured From T.D.C. Angle deg 0 - 2 -4 -6 -8 -10 -12 -14 -16 -18 -20 -22 -24 -26 -28 -30 -32 -34 -36 -38 -40 -42 -44 -46 -48 -50 -52 -54 -56 -58 -60 0, Volume, cu in. 4.5610 4.5882 4.6699 4.8059 4.9958 5.2394 5-5362 5.8856 6.2869 6.7393 7.2421 7.7942 8.3946 9.0422 9.7358 10.4740 11.2555 12.0789 12.9426 13.8450 14.7846 15.7 595 16.7681 17.8085 18.8789 19.9774 21.1021 22.2510 23.4223 24.6138 Volume Gradient.0000.0272.0544.0815.1084.1351.1616.r877.2135.2389.2638.2882.3121.3354.3581.3801.4013.4219.4417.4606.4788.4960.5124.5279.5424.5560.5686.5802.5909.6005 Angle 9, Volume, Volume Angle 0, Volume, Volume deg cu in. Gradient deg cu in. Gradient - 62 27.0498.6168 - 64 28.2902.6235 - 66 29.5430.6291 - 68 30.8061.6338 - 70 32-0775.6375 - 72 33-3553.6402 - 74 34.6376.6419 - 76 35.9225.6428 - 78 37.2080.6426 - 80 38.4924-. 6416 - 82 39-7739.6397 - 84 41.0507.6369 - 86 42.3211 ~6333 - 88 43.5835.6289 - 90 44.8362.6237 - 92 46.0778.6178 - 94 47.3068.6111 - 96 48.5217.6037 - 98 49.7211.5956 -100 50.9038.5869 -102 52.0685.5777 -104 53.2140.5678 -106 54.3393.5574 -108 55.4432.5464 -110 56.5247.5550 -112 57.5830.5232 -114 58.6172.5109 -116 59.6264.4982 -118 60.6098.4852 -120 61.5669.4718 -122 -124 -126 -128 -130 -132 -134 -136 -138 -140 -142 -144 -146 -148 -150 -152 -154 -156 -158 -160 -162 -164 -166 -168 -170 -172 -174 -176 -178 -180 62.4968 63.3991 64.2731 65.1184 65.9345 66.7210 67.4774 68.2035 68.8990 69.5635 70.1969 70.7989 71.6426 71.9079 72.4147 72.8894 73.3320 73.7423 74.1204 74.4660 74.7792 75- 0599 75.3081 75.5237 75 7067 75.8571 75.9748 76.0599 76.1122 76.1319.4581.4441.4299.4154.4007.3858.3707.3554.3400.3245.3089.2931.2693.2614.2454.2293.2132.1971.1809.1647.1485.1322.1159.0997. 08o33.0670.0507.0344.0180.0017 25.8236.6092 66

APPENDIX D DIGITAL COMPUTATIONS A computer program has been developed for the present project, for the analysis of the data. The recorded information include: (a) The experimental data obtained from the tests, (b) the results of computations based on the experimental data, and (c) a comparison between the present results and previously published data. 1. DATA RECORDING The data recorded includes the following items, arranged according to their order, in the attached computer records: Data Set A2A: A, stands for ATAC 2, stands for Group 2 of runs (Group 1 will be included in a future report) A, stands for the first series in this group, in which fuel used is CITE fuel, Batch 13 or 19. Runs at constant intake surge tank pressure of 15 in. Hg go Data Set A2B: Data Set A2C: Data Set A2D: as set A2A, except that the mean pressure during the ignition delay is kept constanto as set A2B, with diesel no. 2 fuel. as set A2B, with gasoline fuelo 2. IDENTIFICATION a. Mass of Fuel Symbol B C D E Mass? lbm 0.12667 0.25247 0.5007 0.9985 67

b Critical Flowmeter Orifice Symbol Diameter of Orifice A 3/32 in. B 1/8 C 3/16 D 7/32 E D and A F D and B G D and C H D, C, and A I D, C, and B J D, C, B, and A 68

TABLE 5 LIST OF SYMBOLS, HEADINGS, AND REPRESENTATIONS AS THEY APPEAR ON THE COMPUTER SHEETS OF TABLE 8 Column 1 2 Heading For Run Use W 3 Use O 4 Speed RPM 5 Load lbs 6 Fuel min 7 Fuel L/hr 8 Air PSIG 9 Air F 10 Blow CFPM 11 Temperatures (F) Air 12 Temperatures (F) Out 15 Temperatures (F) Min 14 Temperatures (F) Inc 15 Room In HG 16 Surge In HG 17 At I VC PSI 18 At INJ PSI 19 RISE PSI Representation Identification of run, serial number Identification of mass used for fuel consumption measurements~ Identification of the orifice combination, used for air flow rate measurements (critical flowmeter) Engine speed, rpmo Load, lb. Fuel consumption time, mino Fuel leakage rate, liters/hr. Pressure before orifice, psigo Temperature before orifice, ~F. Blowby rate in cu ft/min. Temperature of air before the inlet valve, OF. Temperature of cooling water at outlet from the engine, ~F. Minimum temperature of the inside surface of the combustion chamber, ~F. Swing in temperature of the inside surface of the combustion chamber, ~F. Barometric pressure in room, in. Hg. Pressure in surge tanks, inlet and exhaust above barometric pressure, in. Hg. Cylinder pressure at the point of IV. C., above surge tank pressure, psi. Cylinder pressure at the point of start of fuel injection. Cylinder pressure at the end of the pressurerise delay w.r. to pressure at start of inji ection. 69

TABLE 5 (Concluded) Column Heading 20 DBTDC LIFT 21 At Start of Rise 22 At Start of Illum 23 Exhaust F 24 Exhaust HU Representation Point of needle lift, in crank angle degrees before T.D.C. Point of start of pressure rise due to combustion, in crank angle degrees. Point of start of illumination due to combustion, in crank angle degrees. Exhaust temperature, OF. Smokemeter reading in Hartridge units. r7 0o

TABLE 6 LIST OF SYMBOLS, HEADINGS, AND REPRESENTATIONS AS THEY APPEAR ON THE COMPUTER SHEETS OF TABLE 9 Column Heading Representation 1 Ror Identification of run, serial number. Run 2 Brake Brake horsepower. HP 3 BMEP Brake mean effective pressure, psi. PSI 4 BSFC Brake specific fuel consumption in lb/hr/ i/HR HP brake horsepower. 5 FUEL/ Fuel-air ratio. AIR 6 Cycle (LBM/1000) Mass of air used per cycle in lbm/1000 AIR 7 Cycle (LBM/1000) Mass of blowby gases per cycle in lbm/1000O BLOW 8 Cycle (LBM/1000) Mass of exhaust gases in clearance volume/ EXH cycle in lbm/1000. 9 SURGE Absolute pressure in surge tank, psia. PSIA 10 EFF Volumetric efficiency, percentage. PCT 11 At I VC Gas temperature at the closing of inlet F valve, OF. 12 At Start of Injection Index of compression from the point of inIndex let valve closing to start of injection. 13 At Start of Injection Gas pressure at start of injection, psia. PSIA 14 At Start of Injection Gas density at start of injection in lbm/ #/CU FT ft3. 15 At Start of Injectlion Gas temperature at start of injection, OR. R 16 Averaged during delay Average index of compression during the Index ignition delay period. 71.

TABLE 6 (Concluded) Cc )lumn Heading 17 Averaged during delay PSIA 18 Averaged during delay #/cu FT 19 Averaged during delay R Representation Average gas pressure during the ignition delay period. Average gas density during the ignition delay period, in lbm/ft3. Average gas temperature during the ignition delay period, OR. Pressure-rise delay, msec. Illumination delay, msec. 20 Delay (MSEC) PRISE 21 Delay (MSEC) ILLUM. 72~

TABLE 7 LIST OF SYMBOLS, HEADINGS, AND REPRESENTATIONS, AS THEY APPEAR ON THE COMPUTER SHEETS OF TABLE 10 Column Heading Representation 1 For Identification of run, serial number. Run 2 Experimental Experimental value of the pressure rise PRD delay, msec. 3 Experimental Experimental value of the illumination Ild delay, msec. 4 WOLFER Calculated values of ignition delay, by START using Wolfer's Equation, based on pressure and temperature at start of injection. WOLFER Calculated values of ignition delay, using MEAN Wolfer's Equation, based on the mean pressure and temperature during the delay period. 6 ELLIOTT Calculated values of ignition delay, by START using Elliott's Equation, based on the pressure and temperature at start of injection. 7 ELLIOTT Calculated values of ignition delay, by MEAN using Elliott's Equation, based on the mean pressure and temperature during the delay period. 8 SITKEI Calculated values of ignition delay, by START using Sitkei's Equation, based on the pressure and temperature at start of injection. 9 SITKEI Calculated values of ignition delay, by MEAN using Sitkei's Equation, based on the mean pressure and temperature during the delay period. 10 TSAO Calculated values of ignition delay, by using Tsao's Equation, based on the pressure and temperature at start of injection and the actual engine speed. 11 TSAO Calculated values of ignition delay, by usMEAN ing Tsao's Equation, based on the mean pressure and temperature during the ignition delay and the actual engine speed. 12 TSAO at 1000 Same as (10), except that the speed used is START 1000 rpm, instead of the actual engine speed. 13 TSAO at 1000 Same as (11), except that the speed used is MEAN 1000 rpm, instead of the actual engine speed. 73

TABLE 8 COMPUTER DATA SHEET, RECORDED DATA, SERIES A2A FOR CITE FUEL EFFECT CF INLET TEMFERATURE CN IGNITICN DELAY RUNS TAKEN AT CCNSTANT INLET PRESSURE DATA SET A2A HAVING 11 RUN(S) FCLLOWS. T11E ATAC ENGINE WAS TESTEO (INJECTOR OPENING PRESSURE SET AT 3000 PSIG) USING CT13 FUEL. FOR USE RUN W 0 4 E D 4E D 5ED 6 E D 7 E D 8 E D 9 E D 11 C D 12 D D 13 C O 14 C D AVERAGES RMS ERRS SPEED LOAD FUEL AIR eLCW TEMPERATURES(F) ReCOmSURGE< IVC<I NJ<R IS DBTDC AT START OF RPM 1999 200 1 2 O 00 2 0 3 O 2000 1999 1999 2001 2001 1 LdS 17.8 1 7.4 13.6 11.9 17.1 15.7 12.9 10.6 9.S 9.0 8.2 13. 1 3.3 M IN L/HR 7.49.27 7.57.2 8 8. 33.25 8.73.24 9.28.2C 9.74.2 0 5.18.1E 5.46.24 5.58.2r 5.79. 1 7 6.11.17 7.21.22 1.58 C~4 PSIC 66.0 63. C 58.9 56.2 51.3 44. E 42.5 4C. 2 36.1 35.6 S.9 F CFFM 78 -.0 80 -. C 8C -. 8C -. C 7 i -.C 78 -. C 78 -. 79 -.0 77 -. 0 7c -. C 79 -. C 79 -.C 1 -.0 AIR OUT MIN I 97 169 11S 1.72 163 169 190 169 242 170 281 170 337 1 68 376 169 424 169 464 167 513 171 291 16$ 136 1 354 373 39C 386 422 422 448 441 454 454 483 421 38 [NC INHG 12 28.1 11 28.7 S 28.8 -C 28.8 53 28.9 47 29.C 48 2 8.9 47 28.9 4E 29.3 47 29.2 46 29.3 37 28.9 17..3 I NHG 15.1 15.0 15.1 14.9 15.0 14.9 15.0 15.0 15.0 1 5. 1 15.0 15.0.1 PSI PSI PSI 4.0 496 373 3.4 481 341 3.8 490 305 1.6 471 287 2.6 452 255 3.7 435 238 3.2 440 225 3.0 427 219 3.7 420 210 3.0 415 194 3.4 399 194 3.2 448 258.6 31 58 LIFT 21.3 21.2 20.7 21.' 21.4 21.9 21.3 21.5 21.2 21.4 21.7 21.3.3 RISE 7. 3 E.1 S.4 c 11.6 12.7 12.3 13.0 12.7 13.4 14.0 11.3 2.2 ILLUM -.0 -.0 -.0 -.0 -.0 -.0O -.0 -.0 -.0 -.0 -.0 -.0 EXHAUST F HU 804 61 838 63 842 55 832 -0 784 31 793 35 805 52 788 28 842 40 851 30 866 40 822 44 27 13

TABLE 9 COMPUTER DATA SHEET, COMPUTATION RESULTS, SERIES A2A FOR CITE FUEL H/C RATIO = 1.992/1, GES\SITY AT 6C = 48.79 #/CUF1, CLEARANCE VOLUVE = 4.5610 CUIN, COMPRESSICN RATIO = 16.69/1, IVC = 128 DBTDC FOR BRAKE BMEP bSFC FUEL/ RUN HP PSI #/HRFP AIR 4 1 1.9 65..535. C320 5 11. 6 64.2.64i.328 6 9.1 5 r0.2 747.0 315 7 7.9 43.9.613.1 3t12 8 11.4 63.1. 316 9 13.5 51.9.555.7316 10 8.6 47.6.b39.3316 11 7.1 39.1.72. 30,5 12 6.6 36. 5. 764. 13 13 6.0 33.2.817. r 317 14 5.5 3.2.846.(314 MEAN 8.7 48.3.701.3316 ERRS 2.2 12.3.1 2.-995 CYCLE(LBM/1OrC) SURGE EFF dIVC A R 3. 9 2 3.78 3. 5 3.45 3.22 3 2.9 r7 2.78 2. 5 2.45. 4 & bLO C -. 3 fI - 0II -. 00 -.OC -. 00 -. no -. O0 -.00.> 11.11.11.11.11.12. 12. 11.12.11.11.11.11 PSIA 21. 2 21.5 21. 6 21.5 21.6 2 1.o 21. 21.6 2 1. 8 21. 8 21. E 21.6 PCT 92. 1 91.2 92.7 9S 3.5 93. 94.4 96. 6 97. e 98.0 F 176 237 2CC 277 347 376 4C2 465 477 538 335 AT START (IF INJECTION IKDEX PSIA #/CUFT R 1.408 521.917 1510C 1.399 5n06.887 1516 1.386 515.859 1595 1.418 494.818 1606 1.389 476.756 1677 1.364 460.708 1732 1.364 465.685 1807 1.359 452.654 1840 1.329 445.639 1859 1.34n 443.609 1926 1.323 424.574 1970, 1.371 473.737 1731.030 31.113 154 AVERAGED DURING DEL INDEX PSIA #/CUFT 1.221 708 1.176 1.224 675 1.122 1.253 665 1.053 1.240 635 1.0C1 1.273 600.906 1.292 575.841 1.264 574.810 1.327 557.767 1.304 547.748 1.297 533.7C7 1.377 517.664 1.279 599.890.045 60.166 1 15 16 16 1E 18 1E 19 LC 20 210 18 1 LAY DELAY(MSEC) R PRISE ILLUM 592 1.167 -.000 594 1.n91 -.000 576.942 -.000 582.925 -.000 758.817 -.000 317.767 -.000 385.750 -.000 334.708 -.000 347.709 -.000 10l.667 -.000 )77.641 -.000 316.835 -.000 L60.166 -.000.CO. 2 2.4 121 \\31

TABLE 10 COMPUTER DATA SHEET, COMPARISON WITH PREVIOUS WORK, SERIES A2A FOR CITE FUEL FOP PUN 4 5 6.7 8 9 10 11 12 1.3 14 oI MEAN ERRS E X PER 1 ENTAL PAD [LC 1.167 -, C 1. C91 -. CO,94L2 - CCC 925 -. C,817.C7?.767 -. CCC ~ 75 r-C ~, r,~ ~ 7 C -. C r?7C~ -. Cr r.667 -.CO *641 -. C'.835 -C. 0C 1 6 -. C C wCLFER START IYEAN 1.6C 7.E41 1.213.696. 1.231.722 1.C33. 623.9} 1 8.;6 1.74 1.47h. 70.441.6tf5.438.595. 294.563.258.993.585.367.173 ELL IC1 START tEAN 2.542 2.3 1 2 53C: 2.3 7 2,375 2.24 1 2.356 2.23 1 2.240 2.124 2.159 2.C49 2,.01 1. 712 2.022 1.922 2,001 1.9rs 1.93C 1.E51 1.887 1.7c 5 2.191 2.Ci7.222.lC18 S ITKE I START MEAN 2. 536 1. 641 2. '573 1.64 2.1C8 1.476 2.139 1.511 1.922 1.-9S8 1.795 1.326 1.579 1.219 1.542 1.177 1.518 1.174 1.4CE 1.1 1 1, 371 1.C73 1. 86 1. 46.4 11.2C3 TSAC ST ART MEAN.C54 -,249.,'31 -. 264 -.289 -.6 15 -.347 -.659 -,698 -1 - 53 -1. 007 -1.395 -1.446 -1.795 -1.671 -2,119 -1,797 -2*209 -2 254 -2.645 -2,606 -3.142 -1.C94 -1,468.881.942 TSAC @ ST AR T 1. 904 I. 908 1.65 5 1. 650 1. 476 1. 351 1. 163 1. 100 1.063.924. 846 1. 367.361 499AN 1.516 1.317 1.321 1.168 1.S55.916.830 8 1 1,702. 594 1 066. 306

TABLE 11 COMPUTER DATA SHEET, RECORDED DATA, SERIES A2B FOR CITE FUEL EFFECT OF -OS TEMPEPATURE ON IGNITION CELAY WITH CITE FUEL (BATCH 13) RLNS TAKEN AT CONSTANT MEAN PRESSURE DURING DELAY DATA SET A26 HAVING 13 RUN(S) fCLLOWS. THE ATAC ENGINE WAS TESTED (INJECTOR OPENING PRESSURE SET AT 3000 PSIG) USING CT13 F.FI - FOR USE RUN W 0 15 E 0 16 E D 17 E D 18 E 0 19 E D 20 E 0 21 E D 22 E D 23 E D 24 E D 26 E D —.1 28 E D 27 E 0D AVERAGES RMS ERRS SPEED RPM 20C1 2000 2000 2000 20 01 2000 2001 2000 19S9 20CC 2000 2000 1 LOAD LBS 26. 1 22.2 22.2 22.6 18.2 14.8 14.9 14.2 12.2 12.5 1 C. 8 5C.s 8.6 16.2 5.3 FUEL MIN L/HR 7.32.1E 7.51.23 7.46.23 7.44.23 7..71.30 8.05.30 8.22.24 8.44.28 8.66.24 8.68.28 9. 22.31 8.78.29 9.08.28 8. 20.26.64.04 PSI 67. 66. 66. 65. 64. 60. 59. 58. 5E. 56. 54. 53. 53. 6C. 5. aIR ELCW G F CFFM 9 79 -.C C 78 -.0 9 78 -.0 8 76 -.0 77 -.C O 78 -.0 1 82 -.C C 82 -.C 7 83 -.0 3 83 -.0 5 8 -.C 6 90.8, 93 -.0 1 82.8 2 5.C TEMPERATURES (F) AIR OUT MIN INC 97 170 -C -C 154 168 -C -0 205 167 -C -C 255 1 74 -C -0 304 169 -C -C 356 171 -0 -C 402 175 -C -C 447 17C -C -C 501 174 -C -C 550 173 -o -C 654 1 72 -0 -C 654 168 -C -C 745 172 -C -C 410 171 -0 -C 197 2 -C -C RCOM<SURGE<i IVC<8INJ<RIS INHG INHG PSI PSI PSI 29.4 15.0 4.5 503 343 29.3 18.4 4.8 536 300 29.2 22.5 3.8 553 265 29.2 25.4 3.6 572 253 29.2 26.5 4.5 572 229 29.2 27.0 4.4 573 223 29.2 29.1 4.4 556 202 29.2 30.2 4.7 559 203 29S.1 32.5 4.6 565 183 29.1 35.2 5.0 582 167 29.1 3S.7 4.0 603 176 29.2 38.3 5.2 579 172 29.0 41..9 3.1 582 189 29.2 24.4 4.4 564 223.1 7.8.6 24 52 DBTDC LIFT 21.1 20.8 20.8 20.9 20.8 20.5 20.9 20.9 20.8 20.8 21.0 21.4 21.5 20.9.3 AT START OF RISE ILLUM E.6 -.0 10.4 -.0 12.0 -.0 12.8 -.0 13.3 -.0 13.3 -.0 14.5 -.0 14.5 -.0 14.9 -.0 15.6 -.0 15.6 -.0 15. -.0 15.8 -.0 13.6 -.0 2.1 -.0 EXHAUST F HU 729 40 768 51 795 54 838 55 900 53 928 68 968 71 967 60 976 63 1012 54 1027 -0 1024 48 1105 62 926 57 109 8 EFFECT OF CtS TEMPEkATURE CN IGNITION CELAY WITH CITE FUEL (BATCH 1S) RLNS TAKEN AT CONSTANT MEAN PRESSURE DURING DELAY DATA SET A28 HAVING 2 RUN(S) FCLLOWS. T1E ATAC ENGINF WA5 TESTED (INJECTOR OPENING PRESSURE SET AT 3000 PSIG) USING CT19 FUEL. FOR USE RUN W 0 29 E 0 30 E D AVER AGES RMS ERRS SPEED LOAD RPM LES 2000 11.3 1999 9.1 2000 10.2 0 1.1 FUEL 4IR BLOW TEMPERATURES(F) ROOM<SURGE<~I VC<@I NJ<R IS MIN L/HR PSIG F CFPt~ AIR OUT NIN INC INHG IINHG PSI PSI PSI 8.58.44 54.1 98.7 598 172 -0 -C 29.1 135.4 3.6 580 175 8.84.41 52.~ 82.E 7C1 171 -C -C 29.2 40.6 6.5 595 169 8.71.42 53..3 90.? 650 172 -O -C 2g.1 38.0 5.0 588 172 ~ 13.01.7 8.0 52 0 -C -C.0 2.6 1.5 8 3 DOTDC LIFT 20.3 21.1 20.7.4 AT START OF RISE ILLUM 14.5 -.0 15.8 -.0 15.1 -.0.6 -.0 EXHAUST F HU 978 30 1042 70 1010 50 32 20

TABLE 12 COMPUTER DATA SHEET, COMPUTATION RESULTS, SERIES A2B FOR CITE FUEL H/C RATIO = 1.592/1, DENSITY AT C = 48.75 #/CUFT, CLEARANCE VOLUME = 4.5610 CUIN, COMPRESSICN RATIO = 16.69/1, IVC — 128 DBTDC FOR BRAKE 8MEP RUN HP PSI # 15 16 17 18 19 20 21 22 23 24 26 28 27 MEAN ERRS 17.4 14.8 14.8 15.1 12.1 9. 9 9.9 9. 5 8.1 8. 3 7.2 7.3 5.7 10. 8 3.5 6.3 81.9 81.9 83.4 67.1 54.6 55. 52.4 45.0 46.1 39. E 40.2 31.7 59.6 19.6 BSFC FUEL/ /HRFP AIR.453.0325.5 13.0320.516.0319.508.0324.598.0314.7C2.0316.692.0319.699.0312.800.0312.771.0310.829.0297.871.C 20 1.068.0313.694.0315.169.0007 CYCLE( LBM/1C(O ) AIR BLOW E F 4. 04 -.0. 12 3.95 -.00.13 3.99 -.00.14 3.94 -.OC.14 3.85 -.00.14 3.65 -.00.13 3.56 -.CC.14 3.54 -.00O.14 3.47 -.00.14 3.45 -. On.14 3.35 -.OC.15 3.3C.05.15 3.26 -. 00.15 3.65.05.14.27.CC.C1 SURGE EFF @IVC PSIA PCT F 21.8 92.4 1E3 23.4 92.7 245 25.4 93.6 260 26.8 94.2 2$8 27.4 96.4 353 27.6 96.8 4C0 2E.6 96.9 441 29.2 98.7 476 31.3 S8.8 521 31.6 9S.~ 574 33.8 98.9 638 33.2 99.5 669 34.8 101.1 671 28.8 96.8 441 3.8 2.7 161 AT START OF INJECTION INDEX PSIA #/CUFT R 1.391 529.953 1475 1.381 564.944 1586 1.380 582.956 1617 1.379 602.942 1696 1.357 604.924 1735 1.349 605.887 1811 1.331 589.860 1818 1.322 593.849 1855 1.312 600.837 1904 1.3C4 619.833 1972 1.310 641.805 2114 1.294 617.782 2097 1.304 620.770 2141 1.340 597.873 1832.C33 27.064 202 AVERAGED DURING DELAY INDEX PSIA #/CUFT R 1.23C 699 1.193 1550 1.220 711 1.141 1651 1.234 711 1.124 1677 1.237 725 1.095 1755 1.218 715 1.062 1786 1.242 714 1.014 1868 1.290 687.971 1880 1.289 691.958 1917 1.259 689.935 1957 1.272 700.920 2023 1.243 726.892 2165 1.229 701.869 2146 1.286 712.858 2205 1.25C 706 1.002 1891.025 12.107 198 DELAY(MSEC) PRISE ILLUM 1.041 -.000.867 -.000.733 -.000.675 -.000.625 -.000.600 -.000.533 -.000.533 -.000.491 -.000.433 -.000.450 -.000.458 -.000.475 -.000.609 -.000.174 -.000 H/C RATIO = 1.999/1, DENSITY AT 60 = 48.E4 #/CUFT, CLEARANCE VOLUME = 4.5610 CUIN, COMPRESSICN RATIO = 16.69/1, IVC = 128 DBTDC FOR RUN 29 30 MEAfN ERRS BRAKE BMEP BSFC HP PS I #/HRtFP 7. 5 41. 7. 827 6.1 33.6 1.0f 2 6.8 37.6.915.7 4.1.088 FUEL/ AIR.03 15.0309.0312.0003 CYCLE (LBM/ 10CO) SURGE AIR BLOW E)H PSIA 3.30.05.15 31.7 3.28.05.15 34.3 3.29.05.15 33.0.01.00.00 1.3 EFF @I\VC AT START OF INJECTION PCT F INDEX PSIA #/CUFT R 98..8 5EO 1.307 615.813 20609 99.5 748 1.273 636.786 2148 99.2 664 1.290 626.8C0 207.8.4 84.017 10.014 69 AVERAGED DURING DELAY INDEX PSIA -#/CUFT R 1.214 701.9C7 2054 1.227 718.870 2195 1.220 7C9.888 2125.006 9.018 70 DELAY(MSEC) PRISE ILLUM.483 -.000.442 -.000.463 -.000.021 -.000

TABLE 13 COMPUTER DATA SHEET, COMPARISON WITH PREVIOUS WORK, SERIES A2B FOR CITE FUEL FOR RUN 15 16 17 18 1s 2C 21 22 23 24 26 28 2 7 M EAN ERRS EXP E:R I MENTAL W ECLF FiR ELL ICT PRO 1. 4 1 * 867.733 * 675.62C.533.5:33.4S1 *.433 6.475.1 74 ILD -~ O.O. On,.CO, -. 00 _,,~ ni -. C ), 0 r*.,, x,..... -. Coo -.A * _:c!, -. fw Cl ~ r Or3 r~r' _ '. '..f STRT, 1.121 7* 7_ ~ 7136.544.4 93.432.358 * 258 2 79.256 ~6 5 5{.4 2'.438 Iv E AIN.54.278 203 ~219.1 94..;.433.219 S T A IRT 2.621 2 391 1 2.337 2.21 2.1 54 2.056 2.048 2 r006 1.9 52 1.886 1. 76 ( 1.779 1, 746 2 * 073.254 t E AlN 2.4 tC 2.2'E0 2.127 1 s 7 1.939 1. 8I," 1. E 40 1. i 28 1.742 1.7C1 2.CC l. 2 S ITKE I START MEAN 2.738 1.805 1.986 1.468 1.82C; 1.407 1.534 1.235 1.~4 1. 195 1. 290 1.C 86 I. 3C2 1~.C6 1.238 1.C50 1.15S 1.C12 1.'61. 48.924.843.954.E66.922.830 413. 1,142.4 6.271 TSAO START.175 -.245 -.372 -.73 8 -.931 -1 339 -1.392 -1.596 - 1. 8 8 5 -2.274 -3.162 -3. C89 -3.379 -1.556 1.114 MEAN -. S1 -.610 -. 58 -1.141 -1.581 -1.667 -1.876 -2 116 -2. 501 -3.3 14 -3. 2 87 -3 * 666 -1.7 79 1L * 9t TSAO @ START 2.009 1.627 1 528 10 309 1. 2 17 * 049 1.C 44,966.866 * 734,494. 526 *460 1. 064.451 1000 MEAN 1.618 1. 349 1.289 1.106 1. 046.886 * 874.804.734.622.404,435.351 886.373 FOR RUN 29 30 MEAN ERRS EX P EI,1 M E N I A L PR[3 I L.483 -.,'0. 4 4 2 -. 0cC.463 -. 00.021 -.0 0 i ~~~~~~~~~~~,. J2 I,,. '.. I ECLF ER S.T 3 Azt.245. 195.-289.228.044 *.33 ELL ICT START NEAN 1.852 1. E8 1.741 1. 7C 7 1,.796 1 f C.05 6. C 5 3 S ITKE I TSAO START fIEAN START MEAN I. )28. 24 -2.516 -2.6S7.906.E32 -3.,397 -3.586. 967. E78 -2* 57 -3. 141,061 C46 * 440.445 TSAO @ START, 670.445.558 *112 1000 MEAN.572.363.468.104

TABLE 14 COMPUTER DATA SHEET, RECORDED DATA, SERIES A2C FOR DIESEL FUEL EFFECT OF GAS TEMPtERATURE ON IGNITION DELAY WITH NO. 2 DIESEL FUEL RLNS TAKEN AT CONSTANT MEAN PRESSURE DURING DELAY DATA SET A2C FAVING 9 RUN(S) FOLLOWS. ThE ATAC ENGINE WAS TESTED (INJECTOR OPENING PRESSURE SET AT 3000 PSIG) USING NO.2 FUEL. FOR USE RUN W 0 SPEED LOAD FUEL AIR ELEW RPM LBS MIN L/HR PSIG F CFFP TEMPERATURES(F ROOM<SURGE<@IVC<I NJ<RIS AIR OUT MIN INC INHG INHG PSI PSI PSI 41 ED 2000 27.5 7.i3.06 74.1 73.E 90 173 36 ED 2000 23.0 7.96.OE 66.5 87.9 217 168 33 ED 2000 20.18.46.04 61.5 81.8 328 170 34 ED 2000 17.9 8.89.n4 58.5 86.9 418 170 37 Eo 2000..... 16',3......9-'.'-'02 ---.'C6.......56.5- 77 -.E 474 171 43 ED.2000 15.8 9.1.1.C7 5.6.3 83.E 509 171 39 ED 200014.5 9.40.0~ 53.5 8C.7 555 171 40 ED 2000 13.5 c.43.1C 52. S 87.~ 623 16<; 44 DC 2001 11.2 4.88.C7 73.0 87.8 702 17C AVERAGES 2000 1'7.8 8.25.07 61.4 82.~ 435 170 RMS ERRS.....0 4-;8....I'-;'-3~.-0"2............7'.-'~-.....5........,'1 184 1 -0 -0 -C -C -0 -C -C -C -0 -C -0 -C -0 -C -C -C -C -C -0 -C -c -C 29.4 29.2 29.3 29.3 29.0 29.0 29.0C 29.0 29.0 29.1 18.7 23.2 26.7 29.8 31.9 33.4 33.4 36.9 38.9 30.3 4.6 4.5 6.3 6.8 4.8 5.2 4.8 4.1 5.5 5.2 560 568 583 596 606 607 602 612 597 592 276 237 230 221 171 173 182 192 180 207 DBTDC AT START OF LIFT RISE ILLUM 21.1 11.9 8.7 21.0 13.4 11.0 21.0 14.1 11.4 21.0 14.4 14.6 21.0 15.6 14.7 21.1 15.7 14.0 21.0 15.3 14.9 21.2 15.4 15.7 21.4 15.9 16.1 21.1 14.6 13.5.1 1.2 2.4 EXHAUST F HU 740 54 803 50 850 38 888 33 909 26 917 27 944 31 985 28 997 40 893 36 79 10 0C) 0o.2 6.1.8 17 34

TABLE 15 COMPUTER DATA SHEET, COMPUTATION RESULTS, SERIES A2C FOR DIESEL FUEL H/C RATIC = 1.8e37/1, DENSITY AT 60 = 51.6C #/CUFT, CLEARANCE VOLUME = 4.5610 CUIN, COMPRESSION RATIO = 16.69/1, IVC = 128 DBTDC FOR BRAKE BMEP RUN HP PSI #/ 41 36 33 34 37 43 39 40 44 MEAN ERRS 18.3 15.3 13.4 11.9 10.9 10.5 9. 7 9.0 7.5 11.8 3.2 1C1.4 84.8 74.1 6 6.0 60.1 58.3 53.5 49.8 41.3 65.5 17.6 BSFC FUEL/ 'HRHP AIR.452.C316.481.0312.523.0314.559.C313.601.{0313.612.0312.643.0312.686.0314.8C7.C316.596.0314.1C3.0002 CYCLE( LBM/100C ) AIR BLCOW EX 4.37.05.13 3.94.06.14 3.72.05.14 3. 55. 6. 15 3.48.05.15 3.45.05.15 3.32.05.15 3.27.05.15 3. 1E.C5.15 3.5S.05.15.35.0C.C1 PSI 23.6 25.7 27. 5 29.0O 29.9 30. 6 30. 6 32.4 33.3 29.2 2.9 PCT 91.1 92. 8 95.4 96.4 97.4 97.8 98.6 98.1 99.4 96.3 2. 6 F 178 255 431 525 513 553 57S 623 724 4S 1 15E INDEX 1.408 1.381 1.344 1.328 1.34S 1.338 1.337 1.336 1.302 1.347.029 PSIA 588 598 617 632 641 643 637 648 636 627 20 SURGE EFF @IVC AT START OF INJECTION #/CUFT R 1.031 15 13.937 1694.887 1845.851 1972.834 2040.825 2070.798 2123.781 2205.756 2236.856 1966.C81 227 AVERAGED DURING DELAY INDEX PSIA #/CUFT R 1.208 722 1.223 1565 1.244 713 1.080 1751 1.291 728 1.010 1913 1.273 739.963 2037 1.210 724.924 2083 1.218 727.914 2114 1.222 726.889 2172 1.238 742.872 2261 1.247 723.839 2292 1.239 727.968 2021.027 8.114 226 DELAY(MSEC) PRISE ILLUM.767 1.033.633.833.575.800.550.533.450.525.450.592.475.508.483.458.458.441.538.636.101.193 Co

TABLE 16 COMPUTER DATA SHEET, COMPARISON WITH PREVIOUS WORK, SERIES A2C FOR DIESEL FUEL FUR EXPERIMENTAL W(]LFER ELLICT SI TKEI TSAC TSAO @ 1000 RUN PRD ILD START MEAN START MEAN START MEAN START MEAN START MEAf 41.767 1. 33 1.377.897 2,535 2.43C 2,259 1.7C3.041 -.146 1,817 1.56C 36,633.833.747.516 2,213 2.,132 1.547 1,255 -*729 -,65 1,317 1*12C 33.575.800c.481 3 36 2.016 1. 4 3 1.220 1.025 -1.520 -1.821.973.80C 34. 5C. 533.34.253 1.886 1.828 1. 48.S13 -2. 261 -2 548.729,59C 37.45C.525.298.237 1.825 1.7SC.979.8c, - 2.683 -2.851.610.523 43 4.:fC. 59 2.28 f).222 1. H8 1. 765.954 870 -2.871 -3.049 562 47 39.475.5083 2.256. 1.7 59 1.24.921. 839 -3,228 -3,423. 482.394 4C.t483.458.216.168 1.701 1.664.865.7S2 -3.771 -3.997.361.274 44.458.441. 21C. 164 1.680 1.645.8356.787 -4.016 -4.245.321.237 MEAN.538.636.468?.333 1.935 1.E83 1.183 1.CC8 -2*337 -2.561,797,664 ERRS. 11. l3.359.224.264.240.432.281 1.291 1.286.466.40E ro I I F r p

TABLE 17 COMPUTER DATA SREET, RECORDED DATA, SERIES A2D FOR GASOLINE FUEL EFFECT CF CAS TEMPERATURE CN IGNITION DELAY WITH MILG FUEL RUNS TAKEN AT CGNSTANT MEAN PRESSURE DURING DELAY DATA SET A20 hAVING 7 RUN(S) FCLLOWS. TtE ATAC ENGINE WAS TESTED (INJECTOR OPENING PRESSURE SET AT 3000 PSIG) USING MILG FUEL. FOR USE RUN W 0 52 E D 53 E D 54 0 D 55 D D 56 D D 57 C D 58 0 C AVERAGES RMS ERRS SPEED RPM. 20 01 20C 1 2000 2000 1999 19S9 2001 20CO 1 LOAD FU3EL LBS MIN L/HR 20.4 8.80. 17.7 8.82.36 14.3 4.58.42 14.2 4.62.40 11.9 4.75-.3$ 11.0 4.84.3S 9.7 4.99.40 14.2 5.1 38 3.5 1.84.03 PIR ELCW TEMPERATURES(F) PSIG F CFPM AIR OUT MIN INC 54. C 8.E 106 169 -0 -C 53.0 87.9 212 172 -0 -C 4S.5 93.7 3E0 17C -0 -C 48.5 86. E 408 172 -0 -C 46.6 90.S 499 172 -0 -C 46.C 86 1.0 600 169 -0 -C 62.5 9C.S 697 172 -0 -C 51.4 8..S 404 171 -0 -C 5.3 2.1 196 1 -C -C ROOM<SURGE<(I VC<iI NJ<RIS INHG INHG PSI PSI PSI 28.9 8.8 4.1 446 336 28.9 14.8 6.2 483 390 29.0 17.0 5.6 505 326 29.0 21.9 5.0 529 281 29.0 25.0 5.0 549 252 29.0 29.6 5.4 576 189 29.0 31.6 5.9 581 188 29.0 21.2 5.3 524 280.0 7.6.6 46 71 DBTDC LIFT 21.0 21.0 20.8 21.1 21.0 21.0 21.0 21.0.1 AT START OF RISE ILLUM -4.7 -5.0 4.0 3.5 8.1 6.4 11.2 10.7 12.4 13.4 14.9 15.1 14.S 16.0 8.7 8.6 6.5 7.0 EXHAUST F HU 724 6 760 14 797 14 875 12 907 18 946 19 1008 19 860 15 96 4

TALBE 18 COMPUTER DATA SHEET, COMPUTATION RESULTS, SERIES A2D FOR GASOLINE FUEL H/C RATIO = 2.141/1, DENSITY AT 60C = 45.E7 #/CUFT, CLEARANCE VOLUVE = 4.5610 CUIN, COMPRESSION RATIO = 16.69/1, IVC = 128 DBTDC FOR RUN 52 53 54 55 56 57 58 MEAN ERRS eR AK E HP 13.6 11.8 9.5 9.5 7.9 7. 3 6.5 9.4 2.3 BMEP BSFC PSI #/HRHP 75.3.461 65.3.526 52.8.617 52.4.619 43.9.719 40.6.762 35.8.831 52.~3.648 13.,.121 FUEL/ CYCLE(LBM/1000) AIR AIR BLOW EXh.0316 3.31.05 C10.0316 3.27.06.12.0318 3. Cc.5.12.0319 3.06.05.13.0321 2.96.06.13.0317 2.94. C7.14.0322 2.7S.06.14.0318 3.06.06.12.Y002. l 7.01. SURGE PSI A 18.5 21. 5 22.6 25.0 2 6.5 28. 8 2c. 8 24.7 3.8 EFF @IVC PCT F 9C.7 2,13 91.8 370 94.1 434 95.2 498 95.9 578 97.0 669 97.1 7,C 94.5 506 2. 3 176 AT START OF INJECTION INDEX PSIA #/CUFT R 1.4C2 469.786 1587 1.349 511.779 1743 1.356 533.743 1908 1.356 559.730 2037 1.348 581.710 2174 1.333 610.708 2293 1.319 617.672 2441 1.352 554.733 2026.024 50.038 281 AVERAGED DURING DELAY INDEX PSIA #/CUFT R 1.138 710 1.129 1665 1.172 717 1.039 1827 1.177 696.931 1982 1.207 696.875 2112 1.208 703.833 2244 1.234 702.794 2353 1.2 17 708.754 2500 1.193 705 9C08 2098.030 7.125 273 DELAY(MSEC) PRISE ILLUM 2.141 2.166 1.416 1.458 1.058 1.200.825.867.717.634.509.492.508.416 1.025 1.033.543. 580 OD

TABLE 19 COMPUTER DATA SHEET, COMPARISON WITH PREVIOUS WORK, SERIES A2D FOR GASOLINE FUEL FOR EXPER. IM EN\TAL W(IL -F ER ELL IT S ITKEI RUN 52 53 54 55 56 57 58 MEAN ERRS PRO 2.141 1.416 i.058.825.717. 5CCj. 508 1.025. 543 ILL 2. 166O 1. 2!). 6734.492. 416 1. C 33 * 58 0 ST ART 1. 3C;8.353.260. 2Q 1. 159.5 21 * 409 iM E A N ~ 4 20 * f4.235.184.155.124.298.176 START 2.39r 2.144 1.948 1.827 1. 722 1.644 1.5 63 1.8 9.272 I EEAN 2.258 2.C 1 1.E 5 1.767 1.61C 1.534 1. E 822. _- 7 START 2.:3 41 1. 616 1.24 8 1. 6.931.845.783 1. 261.513 MEAN 1.435 1.135 c84.889.816.774.7 27.23C TSAU START MEAN -.265 -.559 - 1.32 -1.358 -1.984 -2.258 -2.786 -3.073 -3. 688 -3.944 -4.474 -4*7C4 -5.568 -5.769 -2.828 -3.095 1.751 1.716 TS AO i START 1.741 1. 272 * 894.643.419.248.066.755. 550 1000 MEAN 1.317.963.689.485.300.165. 560.430 0: \dl

UNIVERSITY OF MICHIGAN 31111III III 11 1111111ll1 1 I 11 11 3 9015 02229 1242