MSB202 ENGINE TECHNOLOGY

ANSWER KEY
PART-A (10 x 2 = 20 Marks)
1. External combustion (E.C.) Engine.Internal Combustion (I.C.) Engine, According to
number of stroke, According to design of engine:According to fuel used, According to
method of ignition, According to number of cylinder , According to arrangement of cylinder.
2. Valve Timing Diagram

3. MAJOR PARTS OF CARBURETOR

Air filter, float chamber, throttle valve, venture, choke valve
4. Four Variables Affecting Knock:
Compression ratio, spark advance, speed, inlet pressure and temperature, coolant
temperature, fuel/air ratio, End Gas Temperature.
5. JERK TYPE PUMP
The function of the Quadrant (pinion) and Control Rod (rack) is to control the motiono f the
plunger thus dictating the movement of the helix. If these were out of alignment the range
of fuel delivery would suffer. The control rod is operated from the governor which controls
the speed of the engine under loaded conditions.
DISTRIBUTOR PUMP
This pump uses a single steel rotor, which works as the pumping element and also
distributes the fuel. The rotor rotates in a stationary steel cylindrical sleeve known as the
hydraulic
head.
The pumping section of the rotor is flanged and has a larger diameter than the distributor
section. It has a transverse cylinder bore to house two opposed pumping plungers.

6. NEED OF SWIRL
CI engines use diesel fuel. Diesel is injected (at High pressures) at the end ... There is
a need to mix the very small fuel droplets with the hot air, for better ... This is achieved by
creating a swirl, in the combustion chamber.
7. NEED FOR SUPERCHARGER
Superchargers have become popular in recent years for several reasons, including cost
efficiency, reliability, and of course, performance. Supercharging an engine often results in
huge power increases in the range of 50% to 100%, making them great for racing, hauling
heavy loads, or just having fun in your daily driver.
8. Requirements to employ lubrication system
Frictional Resistance, Wear Resistance, Cooling agent, Dirt Removing Agent.
9. FEW PERFORMANCE PARAMETERS
Brake Power, Indicated Power, Frictional Power(kW), BSFC is expressed in units of grams
per kilowatt-hour
10. REQUIRMENTS FOR RACING ENGINE:
High BHP, Appropriate Lift and Drag, Good Torque etc.
PART B (5 x 6 = 30 marks)
11. (a) Construction of CI Engine

(b) Otto cycle

Diesel Cycle

Dual Cycle

12.(a) Various Parts involved in Magneto Coil Ignition System

An armature. In the above magneto, the armature is shaped like a capital "U". The

two ends of the U point toward the flywheel.

A primary coil of perhaps 200 turns of thick wire wrapped around one leg of the U
A secondary coil of perhaps 20,000 turns of very thin wire wrapped around the

primary coil
A simple electronic control unit that commonly goes by the name "electronic
ignition" (or a set of breaker points and a capacitor)
A pair of strong permanent magnets embedded in the engine's flywheel.

(b) Variables affecting SI Engine Knock

Compression ratio,
spark advance, speed,
inlet pressure and temperature,
coolant temperature,
fuel/air ratio,
End Gas Temperature.
13. (a) Function of pump and Injector in a CI Engine
The fuel injection system lies at the very heart of the diesel engine. By pressurising and
injecting the fuel, the system forces it into air that has been compressed to high pressure in
the combustion chamber. ... injection nozzle - injects the fuel into the cylinder. feed pump
sucks fuel from the fuel tank.

(b) Factors affecting ignition delay in a diesel engine

Factors that influence ignition delay in diesel engine (Compression Ignition or CI engine)
are
1. Compression ratio
2. Inlet air temperature
3. Coolant temperature
4. Jacket water temperature
5. Fuel temperature
6. Intake pressure
7. Air-fuel ratio and
8. Engine size
14.(a) Requirments for lubrication system
Frictional Resistance,
Wear Resistance,
Cooling agent,
Dirt Removing Agent.
(b) Merits and Demerits of Supercharginf and turbocharging
TURBO CHARGER
Pros:

Significant increase in horsepower.

Power vs size: allows for smaller engine displacements to produce much more
power relative to their size.
Better fuel economy: smaller engines use less fuel to idle, and have less rotational
and reciprocating mass, which improves fuel economy.
Higher efficiency: turbochargers run off energy that is typically lost in naturallyaspirated and supercharged engines (exhaust gases), thus the recovery of this
energy improves the overall efficiency of the engine.

Cons:

Turbo lag: turbochargers, especially large turbochargers, take time to spool up and
provide useful boost.
Boost threshold: for traditional turbochargers, they are often sized for a certain
RPM range where the exhaust gas flow is adequate to provide additional boost for
the engine. They typically do not operate across as wide an RPM range as
superchargers.

Power surge: in some turbocharger applications, especially with larger turbos,

reaching the boost threshold can provide an almost instantaneous surge in power,
which could compromise tyre traction or cause some instability of the car.
Oil requirement: turbochargers get very hot and often tap into the engines oil
supply. This calls for additional plumbing, and is more demanding on the engine oil.
Superchargers typically do not require engine oil lubrication.

SUPERCHARGER
Pros:

Increased horsepower: adding a supercharger to any engine is a quick solution to

boosting power.
No lag: the superchargers biggest advantage over a turbocharger is that it does not
have any lag. Power delivery is immediate because the supercharger is driven by the
engines crankshaft.
Low RPM boost: good power at low RPM in comparison with turbochargers.
Price: cost effective way of increasing horsepower.

Cons:

Less efficient: the biggest disadvantage of superchargers is that they suck engine
power simply to produce engine power. Theyre run off an engine belt connected to
the crankshaft, so youre essentially powering an air pump with another air pump.
Because of this, superchargers are significantly less efficient than turbochargers.
Reliability: with all forced induction systems (including turbochargers), the engine
internals will be exposed to higher pressures and temperatures, which will of course
affect the longevity of the engine. Its best to build the engine from the bottom up to
handle these pressures, rather than relying on stock internals.

15.(a) MORSE TEST

Morse test is a very useful test designed for multi cylinder engines. It's primary objective is
to determine the indicated power developed by a single cylinder. The indicated power is
the sum of break horse power plus the frictional power losses.
(b)
must have four-stroke engines of between 850 cc and 1200 cc for twins, and between
750 cc and 1000 cc for four cylinder machines.

PART C (5x10 = 50 marks)

16.(a) classification of engine
Classification - 3 marks
Diagrams - 3 marks
Explanation 4 marks
(b) Construction and working of SI and CI Engine
Diagram for SI Engine 3 marks
Explanation 2 marks
Diagram for CI Engine 3 marks
Explanation 2 marks
17.(a) Ignition System

5 marks

Explanation 5 marks
(b) GDI System
1. Gasoline direct-injection engines generate the air/fuel mixture in the combustion chamber.
During the induction stroke, only the combustion air flows through the open intake valve. The
fuel is injected directly into the combustion chamber by special fuel injectors.
2. Major Objectives of the GDI engine Ultra-low fuel consumption that betters that of even diesel
engines Superior power to conventional MPI engines

3. WHY NOT CARBURETTOR? Carburetor has following disadvantages Vapor lock Perfect
air/fuel mixture cannot be obtained Lack of throttle response Low volumetric efficiency
Icing problem in aircraft engines Mechanical device Compromises on emission
4. Transition of fuel supply
5. Major characteristics of the GDI engine 1. Lower fuel and higher output consumption Optimal
fuel spray for two-combustion mode Ultra-lean Combustion Mode Superior Output Mode
6. 2. The GDI engines foundation technologies In-cylinder Airflow
7. Realization of lower fuel consumption Basic Concept In conventional gasoline engines,
dispersion of an air-fuel mixture with the ideal density around the spark plug was very difficult.
However, this is possible in the GDI engine. Furthermore, extremely low fuel consumption is
achieved because ideal stratification enables fuel injected late in the compression stroke to
maintain an ultra-lean air-fuel mixture.
8. As a result, extremely stable combustion of ultralean mixture with an air-fuel ratio of 40 (55,
EGR included) is achieved as shown below.
9. Combustion of Ultra-lean Mixture In conventional MPI engines, there were limits to the
mixtures leanness due to large changes in combustion characteristics. However, the stratified
mixture of the GDI enabled greatly decreasing the air-fuel ratio without leading to poorer
combustion. For example, during idling when combustion is most inactive and unstable, the GDI
engine maintains a stable and fast combustion even with an extremely lean mixture of 40 to 1
air-fuel ratio (55 to 1, EGR included)
10. Vehicle Fuel Consumption Fuel Consumption during Idling The GDI engine maintains stable
combustion even at low idle speeds. Moreover, it offers greater flexibility in setting the idle
speed. Compared to conventional engines, its fuel consumption during idling is 40% less.
11. Emission control However, in the case of GDI engine, 97% NOx reduction is achieved by
utilizing high-rate EGR (Exhaust Gas Ratio) such as 30% that is allowed by the stable
combustion unique to the GDI as well as a use of a newly developed lean-NOx catalyst.
12. Realization of Superior Output Basic concept To achieve power superior to conventional
MPI engines, the GDI engine has a high compression ratio and a highly efficient air intake
system, which result in improved volumetric efficiency.
13. Improved Volumetric Efficiency Compared to conventional engines, the Mitsubishi GDI engine
provides better volumetric efficiency. The upright straight intake ports enable smoother air
intake. And the vaporization of fuel, which occurs in the cylinder at a late stage of the
compression stroke, cools the air for better volumetric efficiency.
14. Increased Compression Ratio The cooling of air inside the cylinder by the vaporization of fuel
has another benefit, to minimize engine knocking. This allows a high compression ratio of 12,
and thus improved combustion efficiency
15. GDI Vehicles BMW Ford EcoBoost General Motors 2.0L Ecotec Hyundai Theta
Lexus Mazda Speed Direct Injection Spark Ignition Mitsubishi Gasoline Direct Injection
Volkswagen FSI Fuel Stratified Injection
16. Gasoline direct injection (GDI) engine technology has received considerable attention over the
last few years as a way to significantly improve fuel efficiency without making a major shift
away from conventional internal combustion technology. In many respects, GDI technology
represents a further step in the natural evolution of gasoline engine fueling systems.

18.(a)

P-Theta Diagram - 4marks

Explanation - 6 marks
(b) CRDI System
Exaplantion - 3 marks
Diagram 3 marks
Advantages 2 marks
Disadvantages 2 marks
19.(a)
Merits of Turbocharger 2 marks
Demerits 2 marks
Merits of Supercharger 2 marks
Demerits 2 marks
Explanation on Turbocharger 2 marks
(b) Liquid Cooling System
Functional Diagram 5 marks
Explanation 5 marks
20. (a) Lean Burn Engines
Lean-burn refers to the burning of fuel with an excess of air in an internal combustion engine. In leanburn engines the air:fuel ratio may be as lean as 65:1 (by mass). The air / fuel ratio needed
to stoichiometrically combust gasoline, by contrast, is 14.64:1. The excess of air in a lean-burn engine
combusts more of the fuel and emits fewer hydrocarbons. High airfuel ratios can also be used to reduce
losses caused by other engine power management systems such as throttling losses.

A lean burn mode is a way to reduce throttling losses. An engine in a typical vehicle is sized for
providing the power desired for acceleration, but must operate well below that point in normal
steady-speed operation. Ordinarily, the power is cut by partially closing a throttle. However, the
extra work done in pumping air through the throttle reduces efficiency. If the fuel/air ratio is
reduced, then lower power can be achieved with the throttle closer to fully open, and the efficiency
during normal driving (below the maximum torque capability of the engine) can be higher.
The engines designed for lean-burning can employ higher compression ratios and thus provide
better performance, efficient fuel use and low exhaust hydrocarbon emissions than those found in
conventional petrol engines. Ultra lean mixtures with very high airfuel ratios can only be achieved
by direct injection engines.
The main drawback of lean-burning is that a complex catalytic converter system is required to
reduce NOx emissions. Lean-burn engines do not work well with modern 3-way catalytic
converterwhich require a pollutant balance at the exhaust port so they can carry out oxidation

and reduction reactionsso most modern engines run at or near the stoichiometric
point.(6marks)
Merits 2 marks
Demerits 2 marks
(b) Performance Paramters
List of parameters - 4 marks
Formulas and explanation - 6 marks