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InterviewQuestionsPDF
QuestionsandAnswers
I.C.EnginesObjectiveQuestionsand
Answerspdf:
1.Theworkingcycleincaseoffourstrokeengineiscompleted
infollowingnumberofrevolutionsofcrankshaft
(a)1/2
(b)1
(c)2
(d)4
(e)8.
Ans:c
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6/24/2017 255TOPMOSTI.C.ENGINESQuestionsandAnswerspdfMechanicalEngineeringMechanicalEngineeringMultipleChoiceQuestions
2.Inadieselengine,thefuelisignitedby
(a)spark
(b)injectedfuel
(c)heatresultingfromcompressingairthatissuppliedfor
combustion
(d)ignition
(e)combustionchamber.
Ans:c
3.Scavengingairindieselenginemeans
(a)airusedforcombustionsentunderpressure
(b)forcedairforcoolingcylinder
(c)burntaircontainingproductsofcombustion
(d)airusedforforcingburntgasesoutofenginescylinder CustomSearch
Search
duringtheexhaustperiod poweredby
(e)airfuelmixture.
Ans:d
4.Superchargingistheprocessof Engineering
(a)supplyingtheintakeofanenginewithairatadensity Questions
greaterthanthedensityofthesurroundingatmosphere
(b)providingforcedcoolingair EngineeringQuestions
4,255likes
(c)injectingexcessfuelforraisingmoreload
(d)supplyingcompressedairtoremovecombustionproducts
fully
LikePage
(e)raisingexhaustpressure.
Ans:a Bethefirstofyourfriendstolikethis
5.Doesthesupplyofscavengingairatadensitygreaterthan
thatofatmospheremeanengineissupercharged?
(a)yes
(b)no Finduson
(c)tosomeextent GooglePlus
(d)unpredictable
(e)dependsonotherfactors. Engineering interv
Ans:b
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6.Theratioofindicatedthermalefficiencytothe
correspondingairstandardcycleefficiencyiscalled
(a)netefficiency
(b)efficiencyratio
(c)relativeefficiency
(d)overallefficiency
(e)cycleefficiency.
Ans:c
7.CompressionratioofLC.enginesis
(a)theratioofvolumesofairincylinderbeforecompression
strokeandaftercompressionstroke
(b)volumedisplacedbypistonperstrokeandclearance
volumeincylinder
(c)ratioofpressureaftercompressionandbefore
compression
(d)sweptvolume/cylindervolume
(e)cylindervolume/sweptvolume.
Ans:a
8.TheairstandardefficiencyofanOttocyclecomparedto
dieselcycleforthegivencompressionratiois
(a)same
(b)less
(c)more
(d)moreorlessdependingonpowerrating
(e)unpredictable.
Ans:c
9.Thecalorificvalueofgaseousfuelsisexpressedintermsof
(a)kcal
(b)kcal/kg
(c)kcal/m2
(d)kcal/n?
(e)alloftheabove.
Ans:d
11.IftheintakeairtemperatureofI.C.engineincreases,its
efficiencywill
(a)increase
(b)decrease
(c)remainsame
(d)unpredictable
(e)dependonotherfactors.
Ans:b
12.Allheatenginesutilize
(a)lowheatvalueofoil
(b)highheatvalueofoil
(c)netclaorificvalueofoil
(d)calorificvalueoffuel
(e)alloftheabove.
Ans:a
13.Anengineindicatorisusedtodeterminethefollowing
(a)speed
(b)temperature
(c)volumeofcylinder
(d)m.e.p.andI.H.P.
(e)BHP.
Ans:d
14.FueloilconsumptionguaranteesforI.C.engineare
usuallybasedon
(a)lowheatvalueofoil
(b)highheatvalueofoil
(c)netcalorificvalueofoil
(d)calorificvalueoffuel
(e)alloftheabove.
Ans:b
17.IfthecompressionratioofanengineworkingonOttocycle
isincreasedfrom5to7,the%ageincreaseinefficiencywillbe
(a)2%
(b)4%
(c)8%
(d)14%
(e)27%.
Ans:d
18.Incaseofgasturbines,thegaseousfuelconsumption
guaranteesarebasedon
(a)highheatvalue
(b)lowheatvalue
(c)netcalorificvalue
(d)middleheatvalue
(e)calorificvalue.
Ans:b
19.Inatypicalmediumspeed4strokecycledieselenginethe
inletvalve
(a)opensat20beforetopdeadcenterandclosesat35after
thebottomdeadcenter
(b)opensattopdeadcenterandclosesatbottomdeadcenter
(c)opensat10aftertopdeadcenterandcloses20before
thebottomdeadcenter
(d)mayopenorcloseanywhere
(e)remainsopenfor200.
Ans:a
20.Thepressureandtemperatureattheendofcompression
strokeinapetrolengineareoftheorderof
(a)46kg/cm2and200250C
(b)612kg/cm2and250350C
(c)1220kg/cm2and350450C
(d)2030kg/cm2and450500C
(e)3040kg/cm2and500700C.
Ans:b
21.Thepressureattheendofcompressioninthecaseof
dieselengineisoftheorderof
(a)6kg/cm
(b)12kg/cmz
(c)20kg/cmz
(d)27.5kg/cmz
(e)35kg/cm
Ans:e
22.ThemaximumtemperatureintheI.C.enginecylinderisof
theorderof
(a)5001000C
(b)10001500C
(c)15002000C
(d)20002500C
(e)25003000C
Ans:d
23.Thethermalefficiecnyofadieselcyclehavingfixed
compressionratio,withincreaseincutoffratiowill
(a)increase
(b)decrease
(c)beindependent
(d)mayincreaseordecreasedependingonotherfactors
(e)noneoftheabove.
Ans:b
24.Pickupthewrongstatement
(a)2strokeenginecanruninanydirection
(b)In4strokeengine,apowerstrokeisobtainedin4strokes
(c)thermalefficiencyof4strokeengineismoredueto
positivescavenging
(d)petrolenginesworkonottocycle
(e)petrolenginesoccupymorespacethandieselenginesfor
samepoweroutput.
Ans:e
25.Combustionincompressionignitionenginesis
(a)homogeneous
(b)heterogeneous
(c)both(a)and(b)
(d)laminar
(e)turbulent.
Ans:b
26.Thefuelindieselengineisnormallyinjectedatpressure
of
(a)510kg/cm2
(b)2025kg/cm2
(c)6080kg/cm2
(d)90130kg/cm2
(e)150250kg/cm2
Ans:d
27.ThespecificfuelconsumptionperBHPhourfordiesel
engineisapproximately
(a)0.15kg
(b)0.2kg
(c)0.25kg
(d)0.3kg
(e)0.35kg.
Ans:b
28.Thetemperatureofinteriorsurfaceofcylinderwallin
normaloperationisnotallowedtoexceed
(a)80C
(b)120C
(c)180C
(d)240C
(e)320C.
Ans:c
30.CrankcaseexplosioninI.C.enginesusualloccursas
(a)firstamildexplosionfollowedbyabiexplosion
(b)firstabigexplosionfollowedbyamilexplosion
(c)bothmildandbigexplosionsoccisimultaneously
(d)neveroccurs
(e)unpredictable.
Ans:a
31.CompressionlossinI.Cenginesoccursduto
(a)leakingpistonrings
(b)useofthickheadgasket
(c)cloggedairinletslots
(d)increaseinclearancevolumecausedbbearingbushing
wear
(e)alloftheabove.
Ans:e
32.ThespecificfuelconsumptionperBHhourforapetrol
engineisapproximately
(a)0.15kg
(b)0.2kg
(c)0.25kg
(d)0.3kg
(e)0.35kg.
Ans:c
33.Theairrequirementofapetrolengineduringstarting
comparedtotheoreticalairequiredforcompletecombustion
is
(a)more
(b)loss
(c)same
(d)maybemoreorlessdependingonenginecapacity
(e)unpredictable.
Ans:b
34.TheinletvalueofafourstrokecycleI.Cengineremains
openfornearly
(a)180
(b)125
(c)235
(d)200
(e)275.
Ans:c
35.Whichofthefollowingisnotaninternscombustion
engine
(a)2strokepetrolengine
(b)4strokepetrolengine
(c)dieselengine
(d)gasturbine
(e)steamturbine.
Ans:e
36.Pickupthefalsestatement
(a)Thermalefficiencyofdieselengineiabout34%
(b)Theoreticallycorrectmixtureofairampetrolis
approximately15:1
(c)Highspeedcompressionenginesoperateondual
combustioncycle
(d)Dieselenginesarecompressionignitionengines
(e)S.I.enginesarequalitygovernedengines.
Ans:e
37.Ifonecylinderofadieselenginereceivesmorefuelthan
theothers,thenforthatcylinderthe
(a)exhaustwillbesmoky
(b)pistonringswouldstickintopistongrooves
(c)exhausttemperaturewillbehigh
(d)enginestartsoverheating
(e)scavengingoccurs.
Ans:e
38.Theoutputofadieselenginecanbeincreasedwithout
increasingtheenginerevolutionorsizeinfollowingway
(a)feedingmorefuel
(b)increasingflywheelsize
(c)heatingincomingair
(d)scavenging
(e)supercharging.
Ans:e
39.ItthetemperatureofintakeairinICenginesislowered,
thenitsefficiencywill
(a)increase
(b)decrease
(c)remainsame
(d)increaseuptocertainlimitandthendecrease
(e)decreaseuptocertainlimitandthenincrease.
Ans:a
40.Inatypicalmediumspeed4strokecycledieselengine
(a)compressionstartsat35afterbottomdeadcenterand
endsattopdeadcenter
(b)compressionstartsatbottomdeadcenterandendsattop
deadcenter
(c)compressionstartsat10beforebottomdeadcenterand,
endsjustbeforetopdeadcenter
(d)maystartandendanywhere
(e)noneoftheabove.
Ans:a
41.Forthesamecompressionratio
(a)OttocycleismoreefficientthantheDiesel
(b)DieselcycleismoreefficientthanOtto
(c)bothOttoandDieselcyclesare,equallyefficient
(d)compressionratiohasnothingtodowithefficiency
(e)whichismoreefficientwoulddependonenginecapacity.
Ans:a
42.Theprecessofbreakinguporalipuidintofinedropletsby
sprayingiscalled
(a)vaporisation
(b)carburetion
(c)ionisation
(d)injection
(e)atomisation.
Ans:e
43.AsaresultofdetonationinanI.C.engine,following
parameterattainsveryhighvalue
(a)peakpressure
(b)rateofriseofpressure
(c)rateofriseoftemperature
(d)peaktemperature
(e)rateofriseofhorsepower.
Ans:b
44.Whichofthefollowingstatementsiscorrect?
(a)Alltheirreversibleengineshavesameefficiency
(b)Allthereversibleengineshavesameefficiency
(c)BothRankineandCarontcycleshavesameefficiency
betweensametemperaturelimits
(d)Allreversibleenginesworkingbetweensametemperature
limitshavesameefficiency
(e)Betweensametemperaturelimits,bothpetrolanddiesel
engineshavesameefficiency.
Ans:d
45.Mosthighspeedcompressionenginesoperateon
(a)Dieselcycle
(b)Ottocycle
(c)Dualcombustioncycle
(d)Specialtypeofaircycle
(e)Carnotcycle.
Ans:c
48.Theaccunmulationofcarboninacylinderresultsin
increaseof
(a)clearancevolume
(b)volumetricefficiency
(c)ignitiontime
(d)effectivecompressionratio
(e)valvetraveltime.
Ans:d
49.WhichofthefollowingmediumiscompressedinaDiesel
enginecylinder
(a)airaione
(b)airandfuel
(c)airandluboil
(d)fuelalone
(e)air,fuelandluboil.
Ans:a
54.Theairfuelratioofthepetrolengineiscontrolledby
(a)fuelpump
(b)governor
(c)injector
(d)carburettor
(e)scavenging.
Ans:d
55.Inatypicalmediumspeed,4strokecycledieselengine
(a)fuelinjectionstartsat10beforetodeadcenterandendsat
20aftertordeadcenter
(b)fuelinjectionstartsattopdeadcenterandendsat20
aftertopdeadcenter
(c)fuelinjectionstartsatjustbeforetopdeadcenterandends
justaftertopdeaccenter
(d)maystartandendanywhere
(e)noneoftheabove.
Ans:a
56.Dieselfuel,comparedtopetrolis
(a)lessdifficulttoignite
(b)justaboutthesamedifficulttoignite
(c)moredifficulttoignite
(d)highlyignitable
(e)noneoftheabove.
Ans:c
57.Indieselenginethedieselfuelinjectedintocylinderwould
burninstantlyataboutcompressedairtemperatureof
(a)250C
(b)500C
(c)1000C
(d)150CPC
(e)2000C.
Ans:c
58.Whencrudeoilisheated,thenwhichofthefollowing
hydrocarbonisgivenofffirst.
(a)kerosene
(b)gasoline
(c)paraffin
(d)diesel
(e)naturalgas.
Ans:e
59.Theratingofadieselengine,withincreaseinairintlet
temperature,will
(a)increaselinearly
(b)decreaselinearly
(c)increaseparabolically
(d)decreaseparabolically
(e)firstdecreaselinearlyandthenincreaseparabolically.
Ans:b
60.A75ccenginehasfollowingparameteras75cc
(a)fueltankcapacity
(b)luboilcapacity
(c)sweptvolume
(d)cylindervolume
(e)clearancevolume.
Ans:c
61.Aheatengineutilisesthe
(a)calorificvalueofoil
(b)lowheatvalueof
(c)highheatvalueofoil
(d)meanheatvalueofoil
(e)alloftheabove.
Ans:c
62.Gaseousfuelguaranteesarebasedon
(a)calorificvalueofoil
(b)lowheatvalueofoil
(c)highheatvalueofoil
(d)meanheatvalueofoil
(e)alloftheabove.
Ans:b
63.Fuelconsumptionofdiesefenginesisnotguaranteedat
onequarterloadbecauseatsuchlowloads
(a)thefrictionishigh
(b)thefrictionisunpredictable
(c)thesmalldifferenceincoolingwatertemperatureorin
internalfrictionhasadisproportionateeffect
(d)theengineisrarelyoperated
(e)noneoftheabove.
Ans:c
64.Polymerisationisachemicalprocessinwhichmolecules
ofacompoundbecome
(a)larger
(b)sloweddown
(c)smaller
(d)liquid
(e)gaseous.
Ans:a
65.Thetermscavengingisgenerallyassociatedwith
(a)2strokecycleengines
(b)4strokecycleengines
(c)aeroplaneengines
(d)dieselengines
(e)highefficiencyengines.
Ans:e
66.Indieselengine,thecompressionratioincomparisonto
expansionratiois
(a)same
(b)less
(G)more
(d)variable
(e)more/lessdependingonenginecapacity.
Ans:c
67.ThecamshaftofafourstrokeI.C.enginerunningat1500
rmpwillrunat
(a)1500rpm
(b)750rpm
(c)3000rpm
(d)anyvalueindependentofenginespeed
(e)noneoftheabove.
Ans:b
68.Enginepistonsareusuallymadeofaluminiumalloy
becauseit
(a)islighter
(b)wearsless
(c)absorbsshocks
(d)isstronger
(e)doesnotreactwithfuelandluboil.
Ans:a
69.Mosthighspeedcompressionenginesoperateon
(a)Ottocycle
(b)Dieselcycle
(c)Dualcycle
(d)Carnotcycle
(e)Twostrokecycle.
Ans:c
70.Thespecificfuelconsumptionofapetrolenginecompared
todieselengineofsameH.P.is
(a)same
(b)more
(c)less
(d)lessormoredependingonoperatingconditions
(e)unpredictable.
Ans:b
71.Adieselengineascomparedtopetrolengine(both
runningarratedload)is
(a)moreefficient
(b)lessefficient
(c)equallyefficient
(d)unperdictable
(e)otherfactorswilldecideit.
Ans:a
72.Thesizeofinletvalveof.anengineincomparisonto
exhaustvalveis
(a)more
(b)less
(c)same
(d)more/lessdependingoncapacityofengine
(e)variesfromdesigntodesign.
Ans:b
74.Inacycle,thesparklastsroughlyfor
(a)1sec
(b)0.1sec
(c)0.01sec
(d)0.001sec
(e)0.0001sec.
Ans:d
75.Whichofthefollowingisfalsestatement:
ExcessquantitiesofsulphurindieselfuelareObjectionable
becauseitmaycausethefollowing
(a)pistonringandcylinderwear
(b)formationofhardcoatingonpistonskirts
(c)oilsludgeintheenginecrankcase
(d)detonation
(e)formscorrosiveacids.
Ans:d
76.Whichofthefollowingisfalsestatement.Someofthe
methodsusedtoreducedieselsmokeareasfollows
(a)usingadditivesinthefuel
(b)enginederatingi.e.reducingthemaximumflowoffuel
(c)increasingthecompressionratio
(d)adherencetoproperfuelspecification
(e)avoidanceofoverloading.
Ans:c
77.Thefuelairratioinapetrolenginefittedwithsuction
carburettor,operatingwithdirtyairfilterascomparedto
cleanfilterwillbe
(a)higher
(b)lower
(c)remainunaffected
(d)unpredictable
(e)noneoftheabove.
Ans:a
78.Pickupthewrongstatementaboutsupercharging
(a)superchargingreducesknockingindieselengines
(b)therecanbelimitedsupercharginginpetrolengines
becauseofdetonation
(c)superchargingathighaltitudesisessential
(d)superchargingresultsinfueleconomy
(e)superchargingisessentialinaircraftengines.
Ans:d
79.Theactualvolumeoffreshchargeadmittedin4stroke
petrolengineis
(a)equaltostrokevolume
(b)equaltostrokevolumeandclearancevolume
(c)lessthanstrokevolume
(d)morethanstrokevolume
(e)morethancylindervolume.
Ans:c
80.Themagnetoinanautomobileisbasically
(c)transformer
(b)d.c.generator
(c)capacitor
(d)magneticcircuit
(e)a.c.generator.
Ans:b
81.Thereasonforsupercharginginanyengineisto
(a)increaseefficiency
(b)increasepower
(c)reduceweightandbulkforagivenoutput
(d)effectfueleconomy
(e)noneoftheabove.
Ans:c
82.Theoperationofforcingadditionalairunderpressurein
theenginecylinderisknownas
(a)scavenging
(b)turbulence
(c)supercharging
(d)preignition
(e)dissociationandcarburretionoffuel.
Ans:c
83.Superchargingisessentialin
(a)dieselengines
(b)gasturbines
(c)petrolengines
(d)aircraftengines
(e)marineengines.
Ans:d
84.Theminimumcrankingspeedincaseofpetrolengineis
about
(a)halftheoperatingspeed
(b)onefourthofoperatingspeed
(c)250300rpm
(d)6080rpm
(e)1020rpm
Ans:d
85.Inatypicalmediumspeed4strokecycledieselengine
(a)exhaustvalveopensat35beforebottomdeadcenterand
closesat20aftertopdeadcenter
(b)exhaustvalveopensatbottomdeadcenterandclosesat
topdeadcenter
(c)exhaustvalveopensjustafterbottomdeadcenterand
closesjustbeforetopdeadcenter
(d)mayopenandcloseanywhere
(e)noneoftheaboveistrue.
Ans:a
86.Flashpointoffueloilis
(a)minimumtemperaturetowhich1oilisheatedinorderto
giveoffinflammablevapoursinsufficientquantitytoignite
momentarilywhenbroughtincontactwithaflame
(b)temperatureatwhichitsolidifiesorcongeals
(c)temperatureatwhichitcatchesfirewithoutexternalaid
(d)indicatedby90%distillationtemperature,i.e.when90%
ofsampleoilhasdistilledoff
(e)noneoftheabove.
Ans:a
87.Themeaneffectivepressureobtainedfromengine
indicatorindicatesthe
(a)maximumpressuredeveloped
(b)minimumpressure
(c)instantaneouspressureatanyinstant
(d)exhaustpressure
(e)averagepressure.
Ans:e
88.ForthesamepowerdevelopedinI.C.engines,thecheaper
systemis
(a)naturallyaspirated
(b)supercharged
(c)centrifugalpump
(d)turbocharger
(e)noneoftheabove.
Ans:b
89.Installationofsuperchargeronafourcycledieselengine
canresultinthefollowingpercentageincreaseinpower
(a)upto25%
(b)upto35%
(c)upto50%
(d)upto75%
(e)upto100%.
Ans:e
90.Scavengingisusuallydonetoincrease
(a)thermalefficiency
(b)speed
(c)poweroutput
(d)fuelconsumption
(e)alloftheabove.
Ans:c
91.Whichofthefollowingisthelightestandmostvolatile
liquidfuel
(a)diesel
(b)kerosene
(c)fueloil
(d)gasoline
(e)luboil.
Ans:d
92.Thetheoreticallycorrectairfuelratioforpetrolengineis
oftheorderof
(a)6:1
(b)9:1
(c)12:1
(d)15:1
(e)20:1.
Ans:d
93.Airfuelratioforidlingspeedofapetrolengineis
approximately
(a)1:1
(b)5:1
(c)10:1
(d)15:1
(e)20:1.
Ans:c
94.Airfuelratioatwhichapetrolenginecannotworkis
(a)8:1
(b)10:1
(c)15:1
(d)20:1andless
(e)willworkatallratios.
Ans:d
95.Formaximumpowergeneration,theairfuelratiofora
petrolengineforvehicles,isoftheorderof
(a)9:1
(b)12:1
(c)15:1
(d)18:1
(e)20:1.
Ans:b
96.Thefollowingvolumeofairisrequiredforconsuming1
literoffuelbyafourstrokeengine
(a)1m3
(b)5m3
(c)56m3
(d)910m3
(e)1518m3.
Ans:d
97.Pourpointoffueloilisthe
(a)minimumtemperaturetowhichoilisheatedinorderto
(c)itcatchesfirewithoutexternalaid
(d)indicatedby90%distillationtemperaturei.e.,when90%
(e)temperatureatwhichitflowseasily.
Ans:b
98.A5BHPenginerunningatfullloadwouldconsumediesel
oftheorderof
(a)0.3kg/hr
(b)1kg/hr
(c)3kg/hr
(d)5kg/hr
(e)10kg/hr.
Ans:b
99.Dieselenginecanworkonveryleanairfuelratioofthe
orderof30:1.Apetrolenginecanalsoworkonsuchalean
ratioprovided
(a)itisproperlydesigned
(b)bestqualityfuelisused
(c)cannotworkasitisimpossible
(d)flywheelsizeisproper
(e)enginecoolingisstopped.
Ans:c
100.Adieselenginehas
(a)1valve
(b)2valves
(b)3valves
(d)4valves
(e)novalve.
Ans:c
I.C.ENGINESMultiplechoiceQuestionsandAnswerspdf::
101.Ahmhflamespeedisobtainedindieselenginewhenair
fuelratiois
(a)uniformthroughoutthemixture
(b)chemicallycorrectmixture
(c)about35%richmixture
(d)about10%richmixture
(e)about10%leanmixture.
Ans:d
102.Theknockindieselengineoccursdueto
(a)instantaneousandrapidburningofthefirstpartofthe
charge
(b)instantaneousatuoiginitionoflastpartofcharge
(c)delayedburningofthefirstpartofthecharge
(d)reductionofdelayperiod
(e)allottheabove.
Ans:a
103.Theairfuelratioinpetrolenginesiscontrolledby
(a)controllingvalveopening/closing
(b)governing
(c)injection
(d)carburettion
(e)scavengingandsupercharging.
Ans:d
104.Volatilityofdieselfueloilis
(c)itcatchesfirewithoutexternalaid
(d)indicatedby90%distillationtemperature,i.e.,when90%
(e)temperatureatwhichitflowseasily.
Ans:d
105.Whichismoreviscousluboil
(a)SEA30
(b)SAE4
(c)SAE50
(d)SAE70
(e)SAE80.
Ans:e
106.Intheopposedpistondieselengine,thecombustion
chamberislocated
(a)abovethepiston(/)belowthepiston
(c)betweenthepistons
(d)anywhen
(e)thereisnosuchcriterion.
Ans:c
107.Astoichiometricairfuelratiois
(a)chemicallycorrectmixture
(b)leanmixture
(c)richmixtureforidling
(d)richmixtureforoverloads
(e)theratiousedatfullratedparameters.
Ans:a
108.Inanaturallyaspirateddieselengine,theairissupplied
by
(a)asupercharger
(b)acentrifugalblower
(c)avacuumchamber
(d)aninjectiontube
(e)forcedchamber
Ans:c
109.Inloopscavenging,thetopofthepistonis
(a)flat
(b)contoured
(c)slanted
(d)depressed
(e)convexshaped.
Ans:b
110.Inthecrankcasemethodofscavenging,theairpressureis
producedby
(a)supercharger
(b)centrifugalpump
(c)naturalaspirator
(d)movementofenginepiston
(e)reciprocatingpump.
Ans:d
111.Inordertopreventformationofcarbonontheinjector,
thetemperatureofnozzletipshouldbe
(a)lessthan100C
(b)between100250C
(c)between250300C
(d)between400500C
(e)between5001000C.
11Thethermalefficiencyofapetrolengineoftwostrokewith
crankcasescavengingascomparedtofourstrokepetrol
enginewithsamecomperssionratiowillbe
(a)higher
(b)lower
(c)same
(d)dependsonsizeofengine
(e)unpredictable.
113.Ignitionquailtyofpetrolisexpressedby
(a)octanenumber
(b)cetanenumber
(c)calorificvalue
(d)selfignitiontemperature
(e)distillationtemperature.
114.Petrolisdistilledatatemperatureinrangeof
(a)3065C
(b)65220C
(c)220350C
(d)350450C
(e)450550C.
115.Keroseneisdistilledat
(a)3065C
(b)65220C
(c)220350C
(d)350450C
(e)450550C.
116.Selfignitiontemperatureofpetrolisoftheorderof
(a)150C
(b)240C
(c)370C
(d)450C
(e)morethan500C.
117.Isooct,ne
(a)hasoctanenumberof0
(b)hasoctanenumberof50
(c)hasoctanenumberof100
(d)isanindexofdetonationquality
(e)isanindexofknockingquality.
118.Octanenumberisdeterminedbycomparingthe
performanceofthepetrolwiththefollowinghydrocarbons
(a)isooctane
(b)mixtureofnormalheptaneandisooctane
(c)alphamethylnapthalene
(d)mixtureofmethaneandethane
(e)mixtureofparaffinsandaromatics.
119.Cetane
(a)haszerocetanenumber
(b)has100cetanenumber
(c)helpsdetonation
(d)isastraightchainparaffin
(e)determinestheefficiencyofanI.C.engine.
120.Ethylfluidisused
(a)toincreasetheoctaneratingofthefuel
(b)toincreasethecetaneratingofthefuel
(c)asadefrostingagent
(d)asasuperiortypeoffluidcomparedtoothers
(e)toimprovelubricatingqualityoffuel.
121.Theselfignitiontemperatureofdieseloilcomparedto
petrolis
(a)higher
(b)lower
(c)same
(d)dependsonqualityoffuel
(e)unpredictable?
112.Normalheptane
(a)acceleratesautoignition
(b)helpstoresistautoignition
(c)doesnotaffectautoignition
(d)hasnorelationwithautoighition
(e)retardsautoignition.
123.Cetanenumberisdeterminedbycomparingthe
performanceofdieseloilwiththefollowinghydrocarbons
(a)cetane
(b)mixtureofcetaneandalphamethylnapthalene
(c)ethylenedibromide
(d)mixtureofaldehydesandketones
(e)mixtureofcetanewithtetraethyllead
124.Whichiscorrectstatementaboutreactiontimefor
autoignitionoffuelandthefuelairratio
(a)leanmixturehashighreactiontime
(b)richmixturehashighreactiontime
(c)chemicallycorrectmixturehasminimumreactiontime
(d)alloftheabove.
(e)nonoftheabove.
125.ViolentsoundpulsationswithinthecylinderofanI.C.
enginearecauseddueto
(a)heavyturbulence
(b)improvedscavenging
(c)heavysupercharging
(d)detonation
(e)preignition.
I.C.EnginesInterviewQuestionsandAnswers
126.Autoignitiontemperatureis
(c)thatatwhichitcatchesfirewithoutexternalaid
(d)indicatedby90%distillationtemperature,i.e.,when90%
(e)indicatedby50%distillationtemperature.
127.Ignitionlagis
(a)thetimetakenbyfuelafterinjection(beforetopdead
center)toreachuptoautoignitiontemperature
(b)timebeforeactualfuelinjectionandthepumpplunger
startstopumpfuel
(c)timecorrespondingtoactualinjectionandtopdeadcenter
(d)timecorresopndingtoactualingitionandtopdeadcenter
(e)noneoftheabove.
128.Thesparkpluggapisnormallymaintainedat
(a)0.1to0.2mm
(b)0.2to0.4mm
(c)0.45to0.6mm
(d)0.6to0.8mm
(e)0.8to1mm.
129.Thefunctionofafuelpumpinapetrolpumpisto
(a)injectfuelincylinder
(b)supplyfuelwhencarburettorfails
(c)pumpfuelsothatitreachescarburettor(toimprove
thermalefficiency)
(d)doesnotexist.
130.Thedelayperiodinpetrolengineisoftheorderof
(a)0.001sec
(b)0.002see
(c)0.01sec
(d)0.05sec
(e)0.1sec.
131.Detonationiscausedbythefollowingunstable
compounds
(a)peroxides,aldehydesandketones
(b)peroxides,aldehydes,oxidesandsulphides
(c)aldehydes,oxidesandketones
(d)ketonesandsulphurcompounds
(e)noneoftheabove.
13Ifoverheadclearanceisless,thenthefollowingtypeof
engineshouldbeselected
(a)Vtype
(b)Inline
(c)Vertical
(d)Horizontal
(e)Radial.
133.WhichisfalsestatementaboutadvantagesofVtype
engine
(a)compactdesignrequiringlesserspace
(b)improveddistributionofairtocylinder
(c)castinglessliabletodistortion
(d)reducedtorsionalvibrationbecauseofshortercrankshaft
(e)lessoverheadclearance.
134.Thepistonsareusuallygivenacoatingsuchastinplating
inorderto
(a)reduceweight
(b)conductheatefficiently
(c)reducepossibilityofscoring
(d)reducefriction
(e)increaselubricationeffect.
135.Pistonringsareusuallymadeof
(a)castiron
(b)aluminium
(c)phosphorbronze
(d)babbitt
(e)carbonsteel.
I.C.EnginesInterviewQuestionsandAnswerspdf
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136.Pistonringsareplatedwithchromium,cadmiumor
phosphateinorderto
(a)reducecost
(b)improvesurfacefinish
(c)preventclogging
(d)reducewearandeliminatescuffing
(e)improveheattransfer.
137.Thetoppistonringnearertothepistoncrownisknown
as
(a)compressionring
(b)oilring
(c)scrapperring
(d)groovering
(e)leadingring.
138.InordertopreventknockintheS.I.engines,thecharge
awayfromthesparkplugshouldhave
(a)lowtemperature
(b)lowdensity
(c)longignitiondelay
(d)richmixture
(e)alloftheabove.
139.Dieselengineshavelowspecificfuelconsumption
comparedtopetrolengine.Thisstatementis
(a)nottrue
(b)trueatfullload
(c)trueatpartload
(d)trueatbothpartandfullload
(e)therecouldnotbeanysuchcriterion.
140.ToreducethepossibilityofknockintheC.I.engines,the
firstelementsoffuelandairshouldhave
(a)hightemperature
(b)highdensity
(c)shortdelay
(d)reactivemixture
(e)alloftheabove.
141.Thedetonationtendencyinpetrolenginesforspecified
conditionsoffuelrating,compressionratio,speedetc.canbe
controlledbyhaving
(a)smallercylinderbore
(b)biggercylinderbore
(c)mediumcylinderbare
(d)cylinderborecouldbeanythingasitdoesnotcontrol
detonation
(e)properstrokelegth.
142.AccordingtoRecardostheory,detonationoccursdueto
(a)instantaneousautoignitionoflastpartofchargetobe
burnt
(b)impropermixingofairandfuel
(c)impropercombustion
(d)selfignitiontemperaturehasnothingtodowith
detonation
(e)noneoftheabove.
143.Afuelwilldetonatelessifithas
(a)higherselfignitiontemperature
(b)lowerselfignitiontemperature
(c)properselfignitiontemperature
(d)selfingitiontemperaturehasnothingtodowith
detonation
(e)noneoftheabove.
144.Theknockingindieselenginesforgivenfuel,willbe
(a)enhancedbyincreasingcompressionratio
(b)enhancedbydecreasingcompressionratio
(c)unaflectedbycompressionratio
(d)firstenhancedbyincreasigcompressionratiouptoalimit
beyondwhichitwillbesuppressed
(e)dependentonotherfactors.
145.Theignitionofchargebysomehotsurfaceintheengine
cylinderbeforeoperationofsparkplugisknownas
(a)autoignition
(b)preignition/
(c)retardedignition
(d)acceleratedignition
(e)detonation.
146.Injectionlagis
(a)thetimetakenbyfuelafterinjection(beforetopdead
center)toreachuptoautoignitiontemperature
(b)timebeforeactualfuelinjectionandthepumppluger
startstopumpfuel
(c)timecorrespondingtoactualinjectionandtopdeadcenter
(d)timecorrespondingtoactualignitionandtopdeadcenter
(e)noneoftheabove.
147.Ignitionqualityofdieselfueloilisexpressedbyanindex
called
(a)octanenumber
(b)cetanenumber
(c)calorificvalue
(d)carboncontent
(e)ignitiontemperature.
148.Forbestresultsofefficientcombustion,highspeeddiesel
enginesneedanapproximatecetanenumberof
(a)100
(b)10
(c)50
(d)5
(e)1.
149.Calorificvalueofdieseloilisoftheorderof
(a)3000kcal/kg
(b)5000kcal/kg
(c)7500kcal/kg
(d)10000kcal/kg
(e)15000kcal/kg.
150.Carbonresidueindieseloilshouldnotbemorethan
(a)1%
(b)0.5%
(c)0.1%
(d)0.01%
(e)0.001%.
151.Themostpopularfiringorderincaseoffourcylinderin
lineI.C.engineis
(a)1234
(b)1324
(c)1423
(d)1243
(e)134
15Thecompressionratioofmotorcarsis
(a)5
(b)1
(c)10
(d)13
(e)16.
153.ThespecificgravityofdieseloilIs
(a)1
(b)0.7
(c)0.85
(d)0.5
(e)1.25.
154.Freezingtemperatureofpetrolisusually
(a)0C
(b)10C
(c)10C
(d)lessthan30C
(e)lessthan273C.
155.Thespecificgravityofpetrolisabout
(a)0.65
(b)0.75
(c)0.85
(d)0.95
(e)1.1.
156.Pickupthecorrectstatement.Detonationcanbe
controlledby
(a)varyingcompressionratio
(b)usinglianmixture
(c)retardingthesparktiming
(d)reducingther.p.m.
(e)increasinginletpressure.
157.TheefficiencyofI.C.enginesnormallyisoftheorderof
(a)1520%
(b)2025%
(c)2530%
(d)3035%
(e)3550%.
158.ThefiringorderinasixstrokeI.C.engineis
(a)136524
(b)142563
(c)162543
(d)152634
(e)153426.
159.Sulphurcontentindieseloilshouldnotbemorethan
(a)10%
(b)5%
(c)1%
(d)0.1%
(e)0.01%.
160.Them.e.p.ofadieselcyclehavingfixedcompression
ratiowithincreaseincutoffwill
(a)increase
(b)decreae
(c)beunaffected
(d)dependonotherfactors
(e)unpredictable.
161.Theashcontentindieseloilshouldbotbemorethan
(a)1%
(b)5%
(c)0.1%
(d)0.01%
(e)0.001%.
16Thepourpointofdieseloilmustbe
(a)lowerthanthecoldestatmospherictemperatureatwhich
oilistobepumped
(b)higherthanabove
(c)hasnosuchrelation
(d)morethan100C
(e)noneoftheabove.
163.Highcarboncontentindieseloilusedfordieselengine
leadsto
(a)productionofhighlycorrosivegasescorrodingthecylinder
wallsandexhaustsystem
(b)excessiveenginewear
(c)damagingofboththestoragetankandtheengine
(d)depositiononengineparts
(e)noneoftheabove.
164.Exhaustpipesofenginesarecoveredwithinsulating
marterialinorderto
(a)keeptheexhaustpipeswarm
(b)reduceformationofcondenstae
(c)reduceheattransfertotheengineroom
(d)increaseengineefficiency
(e)conserveheat.
165.Ignitiontimingofamulticyliderpetrolenginecanbe
adjustedby
(a)rotatingthecrank
(b)adjustingthesparkpluggap
(c)adjustingignitioncoilposition
(d)rotatingthedistributor
(e)delayingthesparkbyincreasingcapacitorinignition
circuit.
166.Fuelconsumptionwithincreaseinbackpressurewill
(a)increase
(b)decrease
(c)remainunaffected
(e)noneoftheabove.
167.Thecoolingwaterrequirementfordieselengineisofthe
orderof
(a)0.2to1.0literperminuteperh.p.
(b)1to3litersperminuteperh.p.
(c)5to10litersperminuteperh.p
(d)10to20litersperminuteperh.p.
(e)2030litersperminuteperh.p.
168.A4strokedieselengineneedsaboutfollowingamountof
air
(a)75ccpermin.perh.p.
(b)750ccpermin.perh.p.
(c)7500ccpermin.perh.p.
(d)75000ccpermin.perh.p.
(e)750000ccpermin.perh.p.
169.LeakagepastthepistonringsandvalveseatsinI.C.
engineswithincreaseinspeed
(a)increases.
(b)decreases
(c)remainssame
(d)unpredictable
(e)noneoftheabove.
170.Theheatwastedindieselengineisoftheorderof
(a)80%
(b)65%
(c)50%
(d)35%
(e)25%.
171.Withincrea.seinspeedofvehicle,thebackpressurewill
(a)decrease
(b)increase
(c)remainunalfected
(e)noneoftheabove.
17Thefunctionofadistributorinanautomobileisto
(a)distributecharge,equallytoallthecylinders
(b)regulatepower
(c)feedluboiltoallmovingparts
(d)timethespark
(e)injectfuelatappropriatetime.
173.Theratioofusefulpowerenginefrictionexhaustgas
lossescoolingwater,airandoillossesforadieselengineisof
theorderof
(a)5:25:30:50
(b)25:35:5:35
(c)25:5:10:60
(d)40:30:15:15
(e)25:5:35:35.
174.Forsamepowerandsamespeed,theflywheelofafour
strokeengineascomparedtotwostrokeI.C.enginewillbe
(a)smaller
(b)bigger
(c)samesize
(d)dependentonotherengineparameters
(e)unpredictable.
175.AirinjectioninI.C.enginesreferstoinjectionof
(a)aironly
(b)liquidfuelonly
(c)liquidfuelandair
(d)supercharging
(e)doesnotexist.
176.SolidinjectioninI.C.enginesreferstoinjectionof
(a)liquidfuelonly
(b)liquidfuelandair
(c)solidfuel
(d)solidfuelandair
(e)doesnotexist.
177.Thesystemoflubricationusedformotorcyclesand
scootersisby
(a)forcedlubricationsystem
(b)splashlubrication
(c)applyinggreaseunderpressure
(d)wetsumpmethod
(e)mixingabout5%luboilwithpetrol.
178.Them.e.p.ofapetrolenginefirstincreasesasthefuelair
ratioisincreasedandthendecreasesonfurtherincreasein
fuelairratio.Them.e.p.ismaximuminthezoneof
(a)leanmixture
(c)richmixture
(d)unpredictable
(e)noneoftheabove.
179.Thespecificfuelconsumptionforapetrolenginefirst
decreaseswithincreaseinfuelairratioandthenincreases
withfurtherincreaseinfuelairratio.Theminimumvalue
occursintherangeof
(a)leanmixture
(c)richmixture
(d)unpredictable
(e)noneoftheabove.
180.Thethermalefficiencyofatwocycleengineascompared
tofourcycleengineis
(a)more
(b)less
(c)same
(d)moreuptosomeloadandthenless
(e)itmaybelessormoredependingonseveralotherfactors.
181.Dieselenginesascomparedtopetrolenginesrequire
(a)biggerflywheel
(b)smallerflywheel
(c)samesizeflywheel
(d)noflywheel
(e)flywheelwhosesizemaybelessormoredependingon
severalotherfactors.
183.Thetendencyofadieselenginetoknockincreases,if
(a)enginespeedisincreased
(b)engineH.P.isincreased
(c)octanenumberoffuelisincreased
(d)conperssionratioisincreased
(e)enginehastomoveuphill.
184.Thetendencyofapetrolenginetoknockincreasesby
(a)supercharging
(b)scavenging
(c)increasingengineH.P,
(d)reducingthesparkadvance
(e)increasingcetanenumberoffuel.
185.Freeacidsindieseloilfordieselengineleadto
(e)excessivefuelconsumption.
186.Thermalefficiencyofhighspeeddieselengineatdesign
loadmaybeoftheorderof
(a)20%
(b)35%
(c)50%
(d)70%
(e)85%.
187.ThethermostatinI.C.enginespermittinghotwatertogo
toradiatorissetaround
(a)7080C
(b)8085C
(c)8595C
(d)above100C
(e)above120C.
188.ThebrakemeaneffectivepressureofanI.C.enginewith
increaseinspeedwill
(a)increase
(b)decrease
(c)remainunaffected.
(d)fluctuateaccordingtoenginespeed
(e)unpredictable.
189.Highashandsedimentindieseloilusedindieselengine
leadto
(e)blockingofexhaustpipes.
190.Mixingoffuelandairincaseofdiesengineoccursin
(a)injectionpump
(b)injector
(c)inletmanifold
(d)carburettor
(e)enginecylinder.
191.Theadvantageofreversingtheflowofainanaircleaner
isto
(a)increasevelocityofair
(b)increaseairflow
(c)reducethevelocityofair
(d)throwoutalargepercentageofforeigmatter
(e)cooltheair.
192.Themosteffectiveaircleanerincasedieselenginesis
(a)drytype
(b)wettype
(c)whirltype
(d)oilbathtype
(e)allareequallygood.
193.Finsareprovidedoverenginecylinderscootersfor
(a)higherstrengthofcylinder
(b)bettercooling
(c)goodappearance
(d)higherefficiency
(e)easierhandlingandeaseinmanufacturing.
194.Theelementsofmostconcerninregardpollutioncaused
byenginesare
(a)COandC02
(b)COandhydrocarbons
(c)C02andhydrocarbons
(d)carbonanddust
(e)hotproductsofcombustion
195.Thepreferredlocationofanoilcooleris
(a)beforethefilters
(b)afterthefilters
(c)betweenthefilters
(d)beforeandafterthefilters
(e)anywhere.
196.Thepetrolfromtanktotheautomotiveergineisfedby
(a)gravity
(b)pumprunbyengine
(c)suctionpressurecreatedby,suctiostroke
(d)capillaryaction
(e)fuelpump.
197.Inpetrolengine,increaseofcoolingwatertemperature
will
(a)increasetheknockingtendency
(b)decreasetheknockingtendecny
(c)notaffecttheknockingtendency
(d)increaseordecreaseknockingtendencydepedningon
strengthandtimeofspark
(e)unpredictable.
I.C.ENGINESObjectiveQuestionsandAnswerspdffree
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207.Incarburettors,thetopofthefueljetwithreferenceto
thelevelinthefloatchamberiskeptat
(a)samelevel
(b)slightlyhigherlevel
(c)slightlylowerlevel
(d)maybeanywhere
(e)variesfromsituationtosituation.
208.Carburretionisdoneto
(a)feedpetrolintocylinder
(b)governtheengine
(c)breakupandmixthepetrolwithair
(d)heatupthechargetocylinder
(e)scavengethecylinder.
209.PowerimpulsesfromanI.C.enginearesomoothedout
by
(a)governor
(b)crankshaft
(c)gearbox
(d)flywheel
(e)timingsparkproperly.
210.Thetheoreticallycorrectmixtureofairandpetrolis
approximately
(a)8:1
(b)12:1
(c)15:1
(d)20:1
(e)24:1.
211.Forlowspeedoperationorforidlinginpetrolengines,
theenginerequirementsarefor
(a)leanmixture
(b)theoreticallycorrectmixture
(c)richmixture
(d)anytypeofmixture
(e)lean/richmixturedependinguponcapacityofengine.
21Inpetrolengines,advancingthesparktimingwill
(b)decreasetheknockingtendency
(c)notaffecttheknockingtendncy
(d)increaseordecreaseknockingtendencydependingon
strenghtandtimeofspark
(e)unpredictable.
213.Thefollowingtypeofcarburettorispreferred
(a)concentrictype
(b)eccentrictype
(c)horizontaltype
(d)verticaltype
(e)noneoftheabove.
214.Inthepassangercars,thefollowingtypeofcarburettoris
preferred
(a)horizontaltype
(b)downwarddraughttype
(c)upwarddraughttype
(c)inclineddraughttype
(e)anyoneoftheabovetypes.
215.Theessentialequipmentforproducinghighvlotagefor
sparkinginpetrolengineswithbatteryis
(a)ignitioncoil
(b)ignitioncoilanddistributor
(c)ignitioncoilandcondenser
(d)ignitioncoilandcontactbreaker
(e)ignitioncoil,contactbreakerandcondenser.
216.Theignitioncoilindieselenginesproducesvoltageofthe
orderof
(a)6to12volts
(b)240volts
(c)1000volts
(d)20,000volts
(e)80,000volts.
217.Ifthedoorofadieselenginecrankcaseisopenedjust
aftershutdownbeforecoolingofengine,then
(a)efficiencyofenginewillbepoor
(b)thereisariskofexplosiontakingplace
(c)itisthesafestpractice
(d)somepartsmaybesubjected
(e)someluboilmaybewasted.
218.Thethermalefficiencyofadieselengineisoftheorderof
(a)92%
(b)68%
(c)52%
(d)34%
(e)25%.
219.Thethermalefficiencyofagasengineisoftheorderof
(a)92%
(b)68%
(c)52%
(d)34%
(e)25%.
220.Theoretically,thefollowingengineshouldhave
maximumefficiency
(a)gasengine
(b)2strokeS.I.engine
(c)4strokeS.I.engine
(d)steamengine
(e)4strokeC.I.engine.
221.Inpetrolengineusingafixedoctaneratingfuelandfixed
compressionratio,superchargingwill
(b)decreasetheknockingtendency
(c)notaffecttheknockingtendency
(d)increaseordecreaseknockingtendencydependingon
strengthandtimeofspark
(e)unpredictable.
223.Highsulphurcontentindieseloilusedfordieselengines
leadsto
(e)reductioninthermalefficiency.
224.Inopencombustionchamberindieselengines
(a)theshapeandlayoutofthepistoncrown,theinletport,
andthevalveproducetheturbulenteffectonfuelmixture
(b)fuelisinjectedintoanauxiliarychamberthatisseparated
fromthecylinderbyanorificeorthroat
(c)onlyapartofairchargeiscontainedinanauxiliary
chamberinwhichthefuelstartstoburnwithinsufficientair
whichduetoexplosiontendencymixesthoroughlyintomain
cylindercharge
(d)fuelisinjectedatatmosphericpressure
(e)therearenovalves.
225.Thebasicrequirementofagoodcombustionchamberis
(a)highcompressionratio
(b)lowcompressionratio
(c)lowvolumetricefficiency
(d)minimumturbulence
(e)highpoweroutputandhighthermalefficiency.
226.Depositionofcarboninpetrolenginecylinderwould
resultinincreaseof
(a)clearancevolume
(b)sweptvolume
(c)compressionratio
(d)volumetricefficiency
(e)meaneffectivepressure.
227.Whichofthefollowingenginescanworkonverylean
mixture
(a)S.I.engine
(b)C.I.engine
(c)twostrokeengine
(d)fourstrokeengine
(e)alloftheabove.
228.Ifpetrolisusedinadieselengine,then
(a)higherknockingwilloccur
(b)efficiencywillbelow
(c)lowpowerwillbeproduced
(d)blacksmokewillbeproduced
(e)lotoffuelwillremainunburnt.
229.Hotairstandarddieselcycleefficiencywithincreasein
valueofC
(a)increases
(b)decreases
(c)remainsunaffected
(d)dependsonotherfactors
(e)unpredictable.
230.Inturbulencechamberindieselengine
(a)theshapeandlayoutofthepistoncrown,theinletport,
andthevalveproducetheturbulenteffectoffuelmixture
(b)fuelisinjectedintoanauxiliarychamberthatisseparated
fromthecylinderbyanorificeorthroat
(c)onlyapartofairchargeiscontainedinanauxiliary
chamberinwhichthefuelstartstoburnwithinsufficientair
whichduetoexplosiontendencymixesthoroughlyintomain
cylindercharge
(d)therearenovalves
(e)fuelispartlyburntbyspark.
231.Forlowloadoperation,moresuitable(economical)
engineis
(a)S.I.engine
(b)C.I.engine
(c)bothareequallygood
(d)multicylinderengine
(e)twostrokeengine.
232.Atwostrokecrankcompressedenginehasfollowing
portsinthecylinder
(a)suctionportandexhaustport
(b)transferportonly
(c)suctionportandtransferport
(d)transferportandexhaustport
(e)suctionport,exhaustportandtransferport.
233.Forthesamesizeandweight,atwostrokeengineas
comparedtofourstrokeenginewillgeneratepower
(a)abouttwice
(b)about0.5times
(c)nearlyequal
(d)about1.7times
(e)about5times.
234.Atwostrokeengineisusuallyidentifiedby
(a)sizeofflywheel
(b)weightofengine
(c)typeoflubricationsystem
(d)absenceofvalves
(e)locationoffueltank.
235.Ifdieselisfedbymistakeintheoiltankofapetrol
engien,thenenginewill
(a)givelotofsmoke
(b)detonate
(c)knock
(d)notrun
(e)runforsometimeandthenstop.
236.Thethermalefficiencyofasemidieselcyclehavingfixed
compressionratioandfixedquantityofheat,withincreasein
pressureratiowill
(a)increase
(b)decrease
(c)remainunaffected
(d)increase/decreasedependinguponenginecapacity
(e)firstincreaseandthendecrease.
245.Thetermalefficiencyofapetrolengineatdesignloadis
around
(a)90%
(b)50%
(c)40%
(d)30%
(e)15%.
246.Inisochronousgoverning,speeddroopis
(a)100%
(b)50%
(c)5%
(c)30%
(e)1%.
247.Methodofgoverningusedinpetrolengineis
(a)quantitygoverning
(b)qualitygoverning
(c)combinedgoverning
(d)partialgoverning
(e)hitandmissgoverning.
248.Pickupfalsestatement
(a)Forpetrolandlargegasengines,quantitygoverningds
preferred
(b)Inquantitygoverning,airfuelratioisalmostconstantand
quantityofchargeischangeddependingonload
(c)Inhitandmissgoverning,fuelsupplyiscompletelycutoff
duringoneormorenumberofcycles
(d)Inqualitygoverning,quantityoffuelisvariedtosuitthe
loadandtotalchargeofairisvaried
(e)Forcloseregulationofspeed,combinationofbothquality
andquantitygoverningisused.
249.Methodofgoverningusedindieselengineis
(a)quantitygoverning
(b)qualitygoverning
(c)combinedgoverning
(d)partialgoverning
(e)nitandmissgoverning.
250.Anenginehasanormalspeedof960r.p.m.andnoload
speedof1000r.p.m.Thespeeddroopofgovernorwillbe
about
(a)2%
(b)4%
(c)8%
(d)4%
(e)1%.
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