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Compression is much higher with a diesel engine (14:1 to 25:1) than a gasoline engine (8:1 to
12:1). Gasoline engines use lower compression ratios to avoid fuel auto ignition (engine knock,
engine detonation & pre-ignition). Higher compression ratios lead to higher thermal
efficiencies and better fuel economies.
Diesel engines have no spark plug. They need high compression ratios to generate the high
temperatures required for fuel auto ignition.
For diesel engines Higher the compression ratio, longer will be the stroke length, high torque
but low rpm.
For gasoline engines lower the compression ratio, smaller will be the stroke length, low torque
but high rpm.
Bigger the bore/diameter size of cylinder head & chamber than stroke length then high speed
(rpm) but low torque. Fuel consumption becomes high either increases bore or stroke ratio.
Types of pistons such as flat top piston, dished top piston, dome top pistons etc.
Pistons that are dished or have valve relief cutouts has lower compression ratio than flat top
pistons.
Pistons that are dome has high compression ratio than flat top pistons.
Swept volume by piston is the volume contain bore & stroke (Bore is the diameter of each
cylinder and stroke is the length that it travels when moving from bottom position to the top
position).
Clearance volume is the volume that contain deck height, head gasket thickness & combustion
chamber volume.
Neglecting the deck height & head gasket thickness then compression ratio will increase. In
other words more clearance volume then lower will be the compression ratio.
Compression ratio = swept volume + clearance volume/ clearance volume
(Clearance volume= deck height + head gasket thickness +other volume + combustion
chamber volume)
Compression height is the distance between the centerline of the pin bore and the top of the
piston.
Deck height is measured from the crankshaft centerline to the deck (cylinder head mounting
surface) of the block. Increases the deck height increases the piston displacement and fuel
consumption
Connecting rod length is measured between the centers of the "big end" (journal end - rotating)
and the "little end" (piston pin end - reciprocating). Increases the rod length increases the
piston displacement and fuel consumption
Stroke length is twice the distance from the centerline of the crankshaft main bearing journals
to the centerline of the connecting rod journals. It is also the distance the piston moves up and
down in the cylinder.
Increases the stroke length keeping bore same, increases the piston displacement and fuel
consumption.
Increases the stroke length & bore, increases the piston displacement and fuel consumption.
Engine displacement is the swept volume of all the pistons inside the cylinders of
a reciprocating engine in a single movement from top dead center (TDC) to bottom dead
center (BDC). It is commonly specified in cubic centimeters (cc or cm3), liters (l), or cubic
inches (CID). Engine displacement does not include the total volume of the combustion
chamber.
Ignition timing is the timing (angle in degree on crankshaft) for spark plug to fire, it is always
before TDC (Top dead center). Advancing the timing means spark plug will fire when piston is
bit away before TDC (higher angle degree). Retarding timing means spark plug will fire when
piston is near before TDC (lower angle degree).
Ignition timing (angle degree) should not be so smaller so that engine will knock means
pressure & temperature will so high enough that fuel mixture will burn or detonate before
firing of spark plug.
If ignition timing (angle degree) is higher than rpm will be higher & more HP (Horse power)
but higher rpm means less time to burn the fuel & because of high rpm air is more turbulent
which allows flames to travel fast.
Timing advance refers to the number of degrees before top dead center (BTDC) that the spark
will ignite the air-fuel mixture in the combustion chamber during the compression stroke.
Retarded timing can be defined as changing the timing so that fuel ignition happens later than
the manufacturer's specified time. For example, if the timing specified by the manufacturer
was set at 12 degrees BTDC initially and adjusted to 11 degrees BTDC, it would be referred to as
retarded. In a classic ignition system with breaker points, the basic timing can be set statically
using a test light or dynamically using the timing marks and a timing light.
Timing advance is required because it takes time to burn the air-fuel mixture. Igniting the
mixture before the piston reaches TDC will allow the mixture to fully burn soon after the piston
reaches TDC. If the air-fuel mixture is ignited at the correct time, maximum pressure in the
cylinder will occur sometime after the piston reaches TDC allowing the ignited mixture to push
the piston down the cylinder with the greatest force. Ideally, the time at which the mixture
should be fully burnt is about 20 degrees ATDC. This will maximize the engine's power
producing potential. If the ignition spark occurs at a position that is too advanced relative to
piston position, the rapidly expanding air-fuel mixture can actually push against the piston still
moving up, causing knocking (pinging) and possible engine damage. If the spark occurs too
retarded relative to the piston position, maximum cylinder pressure will occur after the piston
is already traveling too far down the cylinder. This results in lost power, overheating
tendencies, high emissions, and unburned fuel.
The ignition timing will need to become increasingly advanced (relative to TDC) as the engine
speed increases so that the air-fuel mixture has the correct amount of time to fully burn. As the
engine speed (RPM) increases, the time available to burn the mixture decreases but the
burning itself proceeds at the same speed, it needs to be started increasingly earlier to complete
in time.
A typical production automotive engine could have perhaps 30kPa MAP at idle and roughly
100kPa (atmospheric pressure) at wide-open throttle. Typically, when your engine comes from
the manufacturer, ignition base idle timing is set to a manufacture specification before top
dead center. The timing advances as the engine's speed accelerates.
X-axis is piston speed (rpm), Y-axis is combustion chamber pressure at spark firing (kPa) &
each cell is advance ignition timing (degree angle on crankshaft). This table is called ignition
advance table provided by manufacture for different engines.
At lower left bottom is idle timing (initial timing setting), this is total initial advance set when
ignition is idle (engine is idle at closed throttle valve).
At upper right is total ignition timing, this is the greatest amount of advance that engine
achieve at higher rpm.
A harmonic balancer is a front end accessory drive component that is connected to the
crankshaft of an engine & Flywheel is also connected to the crankshaft of an .engine. These
this is from where ignition initial timing can be set in degrees.
A distributor is an enclosed rotating shaft used in spark-ignition internal combustion engines
that have mechanically-timed ignition. The distributor's main function is to route secondary, or
high voltage, current from the ignition coil to the spark plugs in the correct firing order, and for
the correct amount of time. Total ignition timing can be set by rotating distributor. Anti-
clockwise for advancing the timing & clockwise for retarding the timing
CDI (Capacitor discharged ignition) & IDI (inductive discharged ignition) Formatted: Font: (Default) Georgia, 12 pt, Bold, Font
color: Text 1
Capacitor in CDI is also called as condenser as it produces discharging current in the form of
Formatted: Normal
reactive power. Capacitive discharge (CD) ignition systems are widely used in automotive
racing applications with high RPM requirements. The diagram below shows a simplified CD Formatted: Font: (Default) Georgia, 12 pt, Font color:
Text 1
system. A special high voltage power supply charges a capacitor to 450 volts or more. Energy is
stored in the electrostatic field within the capacitor and is proportional to capacitance times the Formatted: Font color: Text 1
square of the applied voltage. An electronic switch discharges this stored energy into the coil
primary. A high voltage pulse then appears across the secondary windings and fires the spark
gap. CD ignition systems are more complex, more expensive, and take up more space than an
inductive system due to the requirement for the special high voltage power supply.
A typical CDI module consists of a small transformer, a charging circuit, a triggering circuit Formatted: Font: Georgia, 12 pt, Font color: Text 1
and a main capacitor. First, the system voltage is raised up to 250 to 600 volts by a power
supply inside the CDI module. Then, the electric current flows to the charging circuit and
charges the capacitor. The rectifier inside the charging circuit prevents capacitor discharge
before the moment of ignition. When the triggering circuit receives the triggering signal, the
triggering circuit stops the operation of the charging circuit, allowing the capacitor to discharge
its output rapidly to the low inductance ignition coil. In a CD ignition, the ignition coil acts as a
pulse transformer rather than an energy storage medium as it does in an inductive system. The
voltage output to the spark plugs is highly dependent on the design of the CD ignition. Voltages
exceeding the insulation capabilities of existing ignition components can lead to early failure of
those components. Most CD ignitions are made to give very high output voltages but this is not
always beneficial. When there is no triggering signal the charging circuit is re-connected to
charge the capacitor.
One factor often not taken into consideration when discussing CDI spark energy is the actual
energy provided to the spark gap versus the energy applied to the primary side of the coil. As a
simple example, a typical ignition coil may have a secondary winding resistance of 4000 ohms
and a secondary current of 400 milliamperes. Once a spark has struck, the voltage across the
spark gap in a running engine drops to a relatively low value, in the order of 1500-2000 volts.
This, combined with the fact that the coil secondary current of 400 milliamperes loses
approximately 1600 volts through the 4000 ohm secondary resistance means that fully 50% of
the energy is lost in heating the coil secondary. Actual measurements show the real world
efficiency to be only 35 to 38% when coil primary winding losses are included.
Two types of CDI system.
The AC-CDI module obtains its electricity source solely from the alternating current produced
by the alternator. The AC-CDI system is the most basic CDI system which is widely used in
small engines.
The DC-CDI module is powered by the battery, and therefore an additional DC/AC inverter
circuit is included in the CDI module to raise the 12 V DC to 400-600 V DC, making the CDI
module slightly larger. However, vehicles that use DC-CDI systems have more precise ignition
timing.
Formatted: Font: Georgia, 12 pt, Font color: Text 1
Capacitive discharge ignition systems work by storing energy in an external capacitor, which is
then discharged into the ignition coil primary winding when required. This rate of discharge is
much higher than that found in inductive systems, and causes a corresponding increase in the Formatted: Font: Georgia, 12 pt, Font color: Text 1
rate of voltage rise in the secondary coil winding. This faster voltage rise in the secondary Formatted: Font: Georgia, 12 pt, Font color: Text 1
winding creates a spark that can allow combustion in an engine that has excess oil or an over Formatted: Font: Georgia, 12 pt, Font color: Text 1
rich fuel air mixture in the combustion chamber. The high initial spark voltage avoids leakage Formatted: Font: Georgia, 12 pt, Font color: Text 1
across the spark plug insulator and electrodes caused by fouling, but leaves much less energy
available for a sufficiently long spark duration; this may not be sufficient for complete
combustion in a lean burn turbocharged engine resulting in misfiring and high exhaust
emissions. Formatted: Font: Georgia, 12 pt, Font color: Text 1
A CDI system has a short charging time, a fast voltage rise (between 3 ~ 10 kV/μs) compared to
typical inductive systems (300 ~ 500 V/μs) and a short spark duration limited to about 50-600
µs.[citation needed] The fast voltage rise makes CDI systems insensitive to shunt resistance, but the Formatted: Font: Georgia, 12 pt, Font color: Text 1
limited spark duration can for some applications be too short to provide reliable ignition Formatted: Font: Georgia, 12 pt, Font color: Text 1
The high voltage power supply required for a capacitor discharge system can be a disadvantage,
as this supply provides the power for all ignition firings and is liable to failure. Formatted: Font: Georgia, 12 pt, Font color: Text 1
Ignition in lean fuel mixtures by capacitor discharge systems can sometimes only be
accomplished by the use of multi-spark ignition, where the ignition system duplicates the
prolonged spark of inductive spark systems by sparking a number of times during the cycle. Formatted: Font: Georgia, 12 pt, Font color: Text 1
This adds greater stress onto the high-tension leads and can cause considerable spark plug Formatted: Font: Georgia, 12 pt, Font color: Text 1
wear and possible failure. Formatted: Font: Georgia, 12 pt, Font color: Text 1
IDI (inductive discharged ignition) Formatted: Font: Georgia, 12 pt, Font color: Text 1
A magneto is one of the electromechanical devices invented for the purpose
of ignition with gasoline internal combustion engines. A magneto at its most basic is a Formatted: Font: Georgia, 12 pt, Font color: Text 1
simple magnetthat moves next to a wire, or sometimes a wire moves next to a magnet. As they Formatted: Font: Georgia, 12 pt, Font color: Text 1
move in relation to each other, the changes in direction of magnetic force induce an electric Formatted: Font: Georgia, 12 pt, Font color: Text 1
currentin the wire. Usually the wire (called a primary wire) is very long, and looped around
an iron magnetic core that more or less channels the magnetic field through the loop of wire.
As the current flows, the wire loops develop their own magnetic field, which takes a certain Formatted: Font: Georgia, 12 pt, Font color: Text 1
amount of energy to form. The magnetic field is a type of potential energy. There is usually Formatted: Font: Georgia, 12 pt, Font color: Text 1
some sort of device that opens and closes the circuit called a contact breaker, points or Formatted: Font: Georgia, 12 pt, Font color: Text 1
an ignitor. As the points or ignitor open, the current ceases flowing, and the magnetic
fieldcollapses. The energy stored in the magnetic field is released in the form of Formatted: Font: Georgia, 12 pt, Font color: Text 1
increased electric voltage in the wire. This voltage jumps across the gap of either the ignitor or Formatted: Font: Georgia, 12 pt, Font color: Text 1
a spark plug located in the combustion chamber and ignites the air-fuel mixture to do work.
Some magnetos have a second coil of wire located next to the first, called a secondary coil. This
coil is usually much longer than the primary loop, accomplished by many more loops around
the magnetic core. As the magnetic field is built, it induces a current in the secondary coil as Formatted: Font: Georgia, 12 pt, Font color: Text 1
well. When the contact breaker opens the circuit, the magnetic field collapses, causing a Formatted: Font: Georgia, 12 pt, Font color: Text 1
high electric voltage in the primary and secondary coils. However, due to the greater number of Formatted: Font: Georgia, 12 pt, Font color: Text 1
turns of the secondary coil, the voltage is much higher, causing a larger spark at the ignitor or
spark plug, meaning more assured ignition.
A single operation is carried out by a transistor turning on the ignition coils primary winding
current. This charging stores energy in the coils magnetic circuit. Current is then switched off.
As the magnetic field begins to collapse the coil tries to resist the drop in current causing the Formatted: Font: Georgia, 12 pt, Font color: Text 1
voltage in the secondary winding to rise rapidly, this high voltage breaks down the air/fuel Formatted: Font: Georgia, 12 pt, Font color: Text 1
mixture in the spark gap allowing a spark to pass, causing ignition of the air/fuel mixture. The Formatted: Font: Georgia, 12 pt, Font color: Text 1
advantage of inductive ignition systems is that inductive coils are generally more efficient than Formatted: Font: Georgia, 12 pt, Font color: Text 1
capacitive discharge coils as they provide longer spark duration that can ensure complete
combustion, especially on lean burn and turbo charged engines. The longer spark duration is
because inductive coils only provide enough energy to cross the spark gap; the remaining Formatted: Font: Georgia, 12 pt, Font color: Text 1
energy from the ignition coil is used to maintain the spark. Capacitive discharge coils release Formatted: Font: Georgia, 12 pt, Font color: Text 1
almost all of their energy instantaneously, considerably reducing the amount of energy Formatted: Font: Georgia, 12 pt, Font color: Text 1
available to maintain the spark. With inductive ignition systems more energy can be delivered Formatted: Font: Georgia, 12 pt, Font color: Text 1
to the secondary winding of the coil than in a capacitive ignition system. With the same power
supply current draw, up to five times more energy can be delivered to the secondary winding of
an inductive coil than to a capacitive coil. Typically a capacitive discharge system will deliver a
maximum of 10 millijoules of energy compared to an inductive ignition system delivering more Formatted: Font: Georgia, 12 pt, Font color: Text 1
like 50 millijoules of energy and potentially in excess of 100 millijoules. This difference in Formatted: Font: Georgia, 12 pt, Font color: Text 1
supplied energies will mean an inductive system can provide spark duration of 2000 Formatted: Font: Georgia, 12 pt, Font color: Text 1
microseconds or more in a single spark, compared to 600 microseconds for a capacitive Formatted: Font: Georgia, 12 pt, Font color: Text 1
system. The time taken to charge the ignition coil of inductive ignition systems is called the
Dwell, which can be increased or decreased for differing engine applications. For longer spark
duration, improving combustion of lean mixtures or engines with large cylinders, the dwell Formatted: Font: Georgia, 12 pt, Font color: Text 1
time is increased, putting more energy into the primary coil. Dwell time is decreased when
there is enough spark energy to combust the mixture, this decrease will reduce spark plug
wear, increasing spark plug life.
The high energy and long, programmable spark durations are a considerable advantage since
they provide better ignition of lean or non-homogenous air/fuel mixtures. In many cases
engines that are unable to meet emission standards with capacitive discharge systems can be
bought into compliance with electronic inductive ignition systems.
Discharge systems require a finite period of time to recharge the coil in between firing events.
In automotive applications with distributor ignition, this is a significant disadvantage.
Sparking/Arcing/Firing is the oxidation process & also generate carbon between spark plug
contacts.
Engine Problems
 Misfire is when spark plug misses the timing to spark the fuel mixture inside cylinder at TDC.
It is incomplete combustion process inside the cylinder.
 Misfire is based on ignition misfire, Lean misfire, mechanical misfire, powertrain misfire.
 Misfire can take place both SI and CI engines.
 In misfire engine can still work but power is reduced which puts burden on rest of cylinders to
deliver power
 Misfire can cause the backfire.
 Back-fire is combustion or an explosion produced by a running internal combustion
engine that occurs in the air intake or exhaust system rather than inside the combustion
chamber. Unburnt fuel or hydrocarbons that are ignited in the exhaust system can produce loud
sounds. Fire may also travel into the air intake piping.
 Pre-ignition is when air/fuel mixture in the cylinder ignites before the spark plug fires. Pre-
ignition is initiated by an ignition source other than the spark, such as hot spots in the
combustion chamber, a spark plug that runs too hot for the application, or carbonaceous
deposits in the combustion chamber heated to incandescence by previous engine combustion
events.
 Engine knocking in spark-ignition internal combustion engines occurs when combustion of some
of the air/fuel mixture in the cylinder does not result from propagation of the flame front ignited by
the spark plug, but one or more pockets of air/fuel mixture explode outside the envelope of the
normal combustion front.
The erosion of metals occurs upon the frictional rubbing of surfaces, wear, and cavitation, as
well as upon the action of strong gas or liquid currents upon a surface, especially at high
temperatures.
Wear is the damaging, gradual removal or deformation of material at solid surfaces. Causes of wear
can be mechanical (e.g., erosion) or chemical (e.g., corrosion).
CDI (Capacitor discharged ignition) & IDI (inductive discharged ignition)
Engines
 SI and CI engines both have 2-strock and 4-strock.
 Gasoline and CNG fuels are mostly used in SI engines.
 Diesel and low flash point fuels are used in CI engines.
 2-stroke engines are used for fast pick up, high RPM & fast output but cannot carry heavy load
because of low torque.
 2-stroke engine’s cylinder gets dry quickly because of fast combustion process thus needs lube
oil in combustion cylinder therefore exhaust gases carry high amount of carbon contain which is
dangerous for environment.
 2-stroke has high power to weight ratio.
 Carnot efficiency is max. Possible efficiency by any heat engine.
 Spark ignition (SI) based on Otto cycle or constant volume heat addition.
 Compression ignition (CI) based on diesel cycle or constant pressure heat addition.
 CI is more efficient than SI engines.
 CI produces more noise and more vibration than IS engines.
 SI engine has petrol as a fuel. We can use gasoline and gas as fuel as well.
 CI engine has diesel as a fuel.
 SI engine uses carburetor for mixing air and fuel.
 CI engine uses fuel injector/ fuel pump for injecting fuel at high pressure.
 CI engines produces more hydrocarbons than SI at exhaust stroke.
 In CI engines air and fuel separately enters into combustion chamber.
 CI engines has higher compression ratio than SI.
 CI engines uses glow plug while SI engines spark plug.
 Glow plug is kind of closed circuit electrical path.
 Spark plug is king of opened circuit electrical path.
 Glow plug has temp. (1000-1300C) and spark plug has temp. (500- 900C).
 A gas engine differs from a petrol engine in the way the fuel and air are mixed. A petrol engine
uses a carburetor or fuel injection but a gas engine often uses a venturi system to introduce gas
into the air flow.
 Compression ratio of the maximum to minimum volume in the cylinder of an internal
combustion engine.
 Engine knock, or pinging, occurs when a separate pocket of air-fuel mixture ignites after the
spark has ignited the air-fuel mixture within the combustion chamber
 In practice, operating engines at high compression ratios was proved to be impossible due to the
fact that an increase in temperature and pressure is accompanied with probability of
spontaneous ignition of the fuel mixture happening before the piston attains TDC in other words
ENGINE KNOCKING. This might result in the appearance of knocking, detonation and
destruction of engine components. Thus, the conventional Otto cycle based engines operate at
compression ratio not exceeding 12.
 Knocking is also depends on fuel air mixture, carbon amount in fuel, size of cylinder, no of
sparkplug, position of inlet exhaust valves, inlet temperature of fuel mixture, compression ratio
and many others.
 Exhaust gases major components are nitrogen, water vapor, carbon dioxide, carbon
monoxide, oxygen, hydrogen…..and minor components are Oxides of sulfur, oxide of
nitrogen, aldehydes, organic acid, alcohol, hydro-carbon, smoke.
 A catalytic converter is an exhaust emission control device that converts toxic gases
and pollutants in exhaust gas from an internal combustion engine into less-toxic
pollutants by catalyzing a redox reaction (an oxidation and a reduction reaction).
 Types of catalytic convertor are:
 2 way (two oxidation processes) catalytic convertor, there reactions are
Oxidation of carbon monoxide to carbon dioxide & Oxidation
of hydrocarbons (unburnt and partially burned fuel) to carbon dioxide and water.
 3 way (one reduction process & two oxidation processes) catalytic convertor,
there reactions are Reduction of nitrogen oxides to nitrogen (N2), Oxidation of
carbon monoxide to carbon dioxide & Oxidation of unburnt hydrocarbons (HC)
to carbon dioxide and water

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Compression is much higher with a diesel engine (14:1 to 25:1) than a gasoline engine (8:1 to

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