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polyalkylene glycol base [39, 64]. Additionally, because the HTF leaking into the combustion chamber was under relatively low pressure (~70 kPa), the HTF did not atomize and, upon disassembly, was found to have coated the top of the combustion chamber. The evaporation of this coating of liquid in the combustion chamber would also serve to lower combustion chamber temperatures resulting in a reduction in exhaust temperatures. The experiment was unable to determine the exact effect of coolant temperature on engine efficiency because of a loss of head gasket seal during testing. The changes in brake efficiency due to the unmetered fuel (engine oil and HTF) masked any direct effects from higher combustion chamber temperatures. The head gasket failure also affected the exhaust emissions, with O2 and NOx increasing as the leakage increased. The increased temperature of the intake air caused the air flow rate to decrease as the engine temperature rose. However, the additional oxygen provided by the HTF prevented O2 levels from dropping at higher temperatures. The next section will describe the methods used to monitor the engine condition during testing to pinpoint problem areas during high temperature engine operation. 6.3 Engine Condition Monitoring Engines are designed to run over a standard range of operating temperatures, usually with a maximum coolant temperature of approximately 90°C. Because the engine in the current study was operated at considerably higher temperatures, engine wear was monitored closely during testing. Prior to testing, the engine was disassembled and carefully inspected. All key components and clearances were found to be within manufacturer specifications, and photos were taken to document the initial engine condition. The engine was torn down again after all testing was completed and the condition was again evaluated for comparison with the baseline. However, 147PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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