MSc Coursework · 2025
Honda CB500 Engine Performance
An analysis of supplied Honda CB500 twin-cylinder engine dynamometer data, connecting torque, speed and fuel flow with engine performance and fuel consumption.
Project at a Glance
- Approach
- Supplied dynamometer data analysed across 3,000–5,000 rpm using torque, speed and fuel flow.
- Key Finding
- One checked operating point gives 10.996 kW and 218.27 g/kWh; efficiency and BMEP need additional inputs.
- Tools
- Excel · Shaft-power calculations · BSFC analysis
- Evidence
- Coursework analysis and a documented arithmetic check; no new engine test or modified-engine result.
Objective
Examine how engine speed and torque affect power output and brake-specific fuel consumption, and consider possible changes to improve engine performance.
My Contribution
I processed the supplied torque, speed and fuel-flow data, organised the calculated performance parameters in a table and produced a brake-specific fuel-consumption engine map. The report also compares petrol and diesel engines and discusses possible engine modifications.
Analysis Method
The supplied operating points cover engine speeds from 3,000 to 5,000 rpm. The analysis calculates shaft power and brake-specific fuel consumption, with the engine map used to examine differences between operating points. The submitted report also attempted efficiency and BMEP calculations; the corrected method and remaining inputs are explained below.
Engineering Interpretation
The tabulated data show increasing power with torque at a fixed speed and generally lower brake-specific fuel consumption at higher torque within the supplied groups. These observations describe the provided operating points rather than a complete engine operating envelope.
Proposed Improvements
The coursework discusses compression ratio, injection timing and turbocharging as possible development options. These are proposals for further assessment; no modified engine was tested, and no measured improvement is claimed.
Calculation Review
I rechecked the calculation method using consistent units. For speed N in rpm and torque T in N·m, shaft power is 2πNT/60,000 kW. For fuel flow in kg/h, BSFC is 1,000 × fuel flow / power in g/kWh. At 30 N·m, 3,500 rpm and 2.4 kg/h, these give 10.996 kW and 218.27 g/kWh. This checks the arithmetic of one reported operating point, not the original dynamometer measurement.
Efficiency and BMEP
The original efficiency expression omitted fuel heating value. Brake thermal efficiency is shaft power divided by fuel mass flow times lower heating value, using watts, kg/s and J/kg. For a four-stroke engine, BMEP is 4πT / displacement in pascals, with displacement in m³. Fuel heating value and the tested engine displacement must be confirmed before publishing numerical efficiency or BMEP results.
Scope and Further Work
The dynamometer data were supplied for coursework. The revised portfolio checks power and BSFC arithmetic; it does not claim a new engine test or verified efficiency improvement. Further work would confirm the dataset, fuel properties and displacement, then reassess the proposed modifications.
Source: Engine Performance Analysis and Optimisation coursework report, Abdul Barek; submission date: 7 March 2025. This portfolio page summarises the method and scope; the original report is not offered as a public download pending technical review.