Sent Automotive Engineering - 1st PDF

Automotive Engineering
4- Lecture per week

1 group Lab (2 hrs per week)
K Vivek Chawla
•Introduction to Automobile Engineering : Description
and Performance of an Automobile
•Power Plant: Classification and Application,
Requirements of Power Plant for an Automobile,
Criterion for selection of power plant
•Principle of Engine Operation, S.I. Engine (4-s and 2-
s) & C.I Engine
•Modification in engines for use of CNG and LPG as
fuels
K Vivek Chawla
•Engine parts and their functions: Cylinder, piston,
piston rings, Connecting rod, Crankshaft, Valve
Mechanisms, Air Cleaner, Oil filters, Manifolds,
muffler, radiator, Carburettor and Fuel Injection
systems (Numerical)
•Resistance to Vehicle motion: Load, air and grade
resistances
•Matching of Engine output and Demand power
(Numerical)
K Vivek Chawla
• Performance requirements for various vehicles
• Performance characteristics of I.C. Engine
(Numerical)
• Drive effectiveness relationship for 2 wheel and 4
wheel drive vehicles
• Introduction to Suspension System, Functions,
requirements and elements of suspension system,
Suspension systems for front wheel: wishbone,
trailing link, Sliding pillar, Suspension systems for
rear wheel: Leaf spring, Independent,Interconnected
1st Term Exam K Vivek Chawla
•Purpose of requirement of Transmission systems
•General arrangement of clutch, gear box and rear
axle transmission
•General arrangement of rear engine and vehicle with
live axles.
• General arrangement of dead axle and axle-less
transmission
•De-Dion drive, arrangement of front engine and front
wheel drive, 4 wheel drive Transmission
•Clutch: Requirements and principle of operation,
Friction materials (Numericals)
K Vivek Chawla
• Classification: Single and multi-plate clutches,
Centrifugal Clutch
•Automatic transmission systems: Fluid couplings
•Description of working of Sliding mesh and constant
mesh gear boxes, synchro-mesh
•Hydraulic torque converter, Construction, working
and performance
•Semi Automatic transmission: Wilson Gear box
•Final drive and differentials, Rear Axles, Overdrive
K Vivek Chawla
• Steering System: Functions, requirements and geometry.
Steering gears, steering ratio, Camber, King-pin inclination,
Caster, Toe-in, Toe-out;
Steering Mechanisms: Davis and Ackerman Steering, Power
steering.
Second Term Exam
•Mechanical and Hydraulic brakes, Shoe arrangements and
analysis, Disc brake analysis, Shoe & Disc brake, Braking
effectiveness, relationship for 4 wheel drive,
•Wheel and tyre requirements, size, general definitions, wheel,
rim.
•Tyre constituents and construction.
Course Finish
K Vivek Chawla
•Introduction to Automobile Engineering : Description
and Performance of an Automobile
INTRODUCTION
• Automobile is a self-propelled vehicle used for
transportation of goods and passengers on the ground.
• Automobiles or Automotive means a vehicle which
can move by itself.
• It differs from aeronautical vehicle ship, like
aeroplanes, helicopters, rockets e.t.c which fly in air
as well as from marine vehicles like motor boat which
sail in water. K Vivek Chawla
INTRODUCTION
•automobile is essentially a transportation
equipment unit.
• It is made up of a frame supporting the body and
certain power-developing and transmitting units.
•supported by tyres and wheels through the
springs and axles.
•engine supplies the power which is delivered by
the transmitting system and the rear axles through
the clutch or fluid coupling to the rear wheels.
K Vivek Chawla
INTRODUCTION
•Automobile is propelled through the friction of the
contact between the road and the wheels.
•The various units are held together in proper
arrangement on the frame.
•The protection and comfort is provided by the body of
the vehicle.
•Germany is the birth place of automobile. It was
invented and developed there initially.
• and achieved a high level of technical maturity over a
period of time.
K Vivek Chawla
INTRODUCTION
• list of German automobile pioneers
Nicholas Cugnot,
August,
Otto,
Carl Benz,
Gottlieb,
Daimler,
Wilhelm Maybach and Rudolf Diesel and going all the
way up to Ferdinand Posche and Felix Wankel.
K Vivek Chawla
INTRODUCTION
• leading manufactures or motor vehicles in the world
are as follows:
i. U.S.A: General Motors, Ford-Ford Cars, Chrysler

ii. Japan: Toyota, Nissan
iii. West Germany: Volks wagon
iv. Italy: Fiat
v. France: Renault
vi. U.K: B.L.M.C, Austin / Morris BL, 1.
K Vivek Chawla
GENERAL CLASSIFICATION OF VEHICLES
There are numerous types of automobiles used in the
world. In general, there are three main classifications
of the various types of vehicles:
i.) The single unit vehicles or load carriers
ii.) Articulated vehicles
iii.) The heavy tractor vehicles
However it is Contradictory but In General
Automobile is referred to a 4 Wheel Vehicle
Scooter and Bikes are not generally considered as
Automobile
K Vivek Chawla
With Respect to the Use
i.) Cars, Station wagons and Pick-ups
ii.) Lorries (Buses) and Trucks
iii.) Tractors
iv)Tricycle ,Auto Rickshaw
v)Scooter ,Motor Cycle, Moped etc.
K Vivek Chawla
With Respect to Fuel Used
i.) Petrol Vehicles: Jeeps, cars, Motor Cycles
ii.) Diesel Vehicles: Truck, Bus, Tractor, Bulldozer,
iii.) Gas Vehicles- Coal gas, Gas turbine or Producer gas
Vehicles.
iv.) Electric Vehicles- Using electric storage batteries or
accumulators to drive electric motors attached to the
front or rear wheels, e.g. Heavy cranes, battery truck,
cars and forklifts.
v.) Steam vehicles: Steam road rollers, it is now
obsolete. K Vivek Chawla
With Respect to Wheels and Axles
i.) Two wheelers: Motor cycles
ii.) Three wheelers: Tempos, Auto Rickshaws, Tricycles
iii.) Four wheelers: Cars, Jeeps, Buses, Trucks (some
buses and trucks have six tyres out of which four are
carried on the rear wheels for additional traction.
iv.) Six axle wheelers (10 tyres) vehicles.
K Vivek Chawla
With Respect to the Motion
i.) Reciprocating – piston engines
ii.) Rotary – Wankel engine, Gas turbine
K Vivek Chawla
TYPES OF IGNITION ENGINES
Spark Ignition Engines
•Spark ignition engine is a type of internal combustion
engine in which the compressed air/fuel mixture is
ignited by a spark.
•The spark ignition (S.I) engine is also referred to as the
petrol, gasoline or gas engine from its typical fuels, and
the Otto engine, after the inventor
K Vivek Chawla
Compression Ignition Engines
•In these no spark ,no air fuel mixture is used through
carburettor
•Air enter through the inlet ports in the cylinder wall
and is highly compressed raising its temperature
beyond the self-ignition temperature of fuel.
•By injecting the fuel in a fine spray, it gets ignited by
the turbulent hot air to get burnt with the oxygen
present in the air.
•The compression ignition engine is also referred to as
diesel or oil engine, the fuel is named after the
inventor
•Spark ignition engine is volume-controlled while the
compression ignition engine is quality controlled with
the mixture strength varying from 10:1 to 16:1 and
20:1 to 120:1 respectively.
•Due to higher compression ratio, the thermal
efficiency is higher in case of compression ignition
engine as compared to spark ignition engines.
K Vivek Chawla
•The higher compression ratio requires the
temperature of the air to be raised to high value
resulting in large thermal forces exerted on the
cylinder head, cylinder piston, gudgeon pin, connecting
rod, crankshaft and bearings.
•This necessitates a more robust construction in
compression engine to a spark ignition engine.
•These engines are generally used in certain
commercial vehicles like trucks, buses, Tata, Mercedes
Benz trucks e.t.c.
K Vivek Chawla
Advantages of Compression Ignition Engines over Spark
Ignition Engines
1. These engines are more economical having thermal
efficiency about 50% more than that of spark ignition
engines. They also have high compression ratio, expansion
ratio and thermal efficiency.
2. They are less exposed to wear and tear
3. Their maintenance cost is less
4. The volumetric efficiency of the engine is greater
because the speed is lower at full load. This results in a
more uniform torque over a wide range of engine speeds
providing a better top gear performance.
K Vivek Chawla
Advantages of Compression Ignition Engines over Spark
Ignition Engines
5. The injection equipment in compression ignition engines is
more reliable and stable than the carburettor and electrical
ignition system in spark ignition engines
6. The danger of fire is considerably reduced in C.I engines
K Vivek Chawla
Disadvantages of Compression Ignition Engines
1. They have tendency to slow running as well as vibration and
noise
2. Due to high compression ratio required for combustion,
power to weight ratio is very low
3. The rotational speed is lower than the spark ignition engine
resulting in less efficient fuel combustion
4. Their mean effective pressure is low
5. They have higher compression ratio which makes starting
difficult
6. The cost of precision of fuel injection equipment is high
compared to the carburettor of petrol engines.
K Vivek Chawla
Petrol Injection Spark Ignition Engine
• During the suction stroke, air is drawn into the cylinder with
fuel injected directly into the cylinder during the compression
stroke.
•At the end of the compression stroke, it is ignited by means of
a sparking plug.
•This engine having very low compression ratio, 8: 1 to 9.5 : 1
does not operate on the principle of compression ignition.
K Vivek Chawla
Advantages
1. They have high volumetric efficiency due to better fuel
distribution to individual cylinders.
2. Their fuel consumption is low due to their well-designed fuel
injection system
Disadvantages
A complicated and costlier fuel injection pump along with fuel
injection nozzle and fuel pipe line for cylinder are required
instead of a relatively simple carburettor of well developed
design.
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Engine :- It is Heart of an Automobile
• Generates Motive power for Locomotion
• Converts Chemical Energy of Fuel to
Mechanical Energy
• Engine Develops Power and Torque
Torque :- It is the capacity to do work, Measured in
Kg-m , N-m
Power:- How Fast work can be done ,measured in
Horse Power , Kilo Watt
K Vivek Chawla
Various prime movers used on automobiles can be
classified as below.
Reciprocating engine type prime movers:-

(a) Petrol engine (b) Diesel engine (c) Gas engine
(d) L.P.G. engine (e) Steam engine (f) Liquid hydrogen
engine
Rotary engine type prime movers:-
(a) Gas turbine (b) Rotary piston engine or Wankel
K Vivek Chawla
(engine)
Non-Conventional energy prime movers:-
(a) Electrical generator-motor-wheel system

(b) Solar cell driven electric motors
(c) Hybrid engine
(d) Battery driven electric motors
K Vivek Chawla
LAYOUT OF DIFFERENT I.C. ENGINES
•In-line Engines (Fig a). Engines having 1-cylinder, 2-
cylinders and 3-cylinders are normally used on
scooters, mopeds, motorcycles, tractors and small car
•The in-line 4-cylinder, 6-cylinder and 8-cylinder
engines are common on cars, buses and trucks.
K Vivek Chawla
• V-Engines (Fig.b). The arrangement of cylinders is such
that the shape of engine looks like a V.
• Hence these are known as V-engines. Such engines may be
V-6, V-8 and V-12.
• These have two banks of cylinders each containing 3, 4 and
6 cylinders in V-6, V-8 and V-12 types respectively.
• V-12 engines are used on large,
luxurious and racing cars.
• The two banks are set at 60°,
90°, or 120° to each other.
K Vivek Chawla
• V-Engines (Fig.b). The arrangement of cylinders is such
that the shape of engine looks like a V.
• Hence these are known as V-engines. Such engines may be
V-6, V-8 and V-12.
• These have two banks of cylinders each containing 3, 4 and
6 cylinders in V-6, V-8 and V-12 types respectively.
• V-12 engines are used on large,
luxurious and racing cars.
• The two banks are set at 60°,
90°, or 120° to each other.
K Vivek Chawla
• X Type-Engines ,Y Type –Engines , W Type – Engines
•Radial Engine In this case the cylinders are arranged in
radial directions with respect to the crankshaft.
•Number of cylinders are generally kept odd, e.g., 9, 11 , 13,
15 etc. so as to obtain uniform firing intervals.
•Engines provide higher power/weight ratio.
Radial Engine 
K Vivek Chawla
L-head Engine 
•In this arrangement, the inlet (or intake) and outlet (or
exhaust) valves are located side by side keeping all valves in
one line i.e. on one side of cylinder,
•An inlet valve is shown in this figure while the outlet valve
(not shown) is in its line on the back.
K Vivek Chawla
L-head Engine  With this arrangement
• all the valves can be operated by a single camshaft.
• removal of cylinder head becomes easy during major
overhaul as all valve operating mechanisms are located in
cylinder block.
• turbulence of the entering charge improves since shape of
the combustion chamber assists in setting-up whirling
motion in the charge.
• higher compression is not possible for space limitation due
to the valve.
K Vivek Chawla
• T-head Engine In this arrangement, the inlet and outlet valves are
located on the opposite sides of cylinder block With this arrangement,
• the operation of valves requires two camshafts.
• the space occupied by the engine becomes large.
• a higher compression than that in L-engine is possible.
K Vivek Chawla
I-head Engine This is also known as overhead valve engine because
the valves are located in cylinder head, Fig.
The overhead valves are located in a single row as in case of in-line
engines.
Features of this arrangement are 
• Actuation of all valves by a single camshaft.
• Compact design which can adopt higher
compression ratio.
• More complicated valve mechanism than
in L-head engine.
• Closer grouping of piston and valves allowing
considerable reduction of clearance volume.
K Vivek Chawla
WORKING CYCLES AND STROKES 
• The principle of operation of I.C. engines are explained on the basis of
their thermodynamic cycles.
• The operational cycle may be ;
1. Otto or constant volume cycle
2. Diesel or constant pressure cycle.
• Each of these cycles comprises of various strokes.
• Stroke is the piston's displacement from T.D.C. to B.D.C. and vice-
versa.
Each cycle includes ;
1. Suction stroke,
2. Compression stroke,
3. Power or Expansion stroke, and
4. Exhaust or Scavenging stroke.
K Vivek Chawla
WORKING CYCLES AND STROKES 
• The displacement of piston (by reciprocal motion), through connecting
rod and crank, transforms into rotary motion of the crankshaft.
• An I.C. engine can be said as
(i) 2-stroke engine if the piston executes 2-strokes (movements) in a
cycle, and crank rotates 1-full turn of 360° for a single power stroke;
and
(ii) 4-stroke engine if the piston executes 4-strokes (movements) in a
cycle, and crank rotates 2-full turn of (360 x 2 = 720°) for a single
power stroke.
K Vivek Chawla
Occurrence of events in a 4-cylinder, 4-stroke cycle engine
having 1-3-4-2 firing order takes place as follows.
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Otto Cycle Engine
• Constant volume cycle as the process of heat supply occurs at constant
volume.
• Petrol and gas engines normally work on the principle of this cycle.
• Otto cycle is shown on pressure-volume diagram (p-v diagram) in Fig
(a) for a theoretical or hypothetical cycle, and the actual (real or
practical) cycle is indicated by Fig (b) Actual cycle
K Vivek Chawla
Otto Cycle Engine
• The cycle consists of the following processes :
• Process 5-1 , suction stroke at constant pressure (p = c)
• Process 1-2, compression stroke by adiabatic law (pvʸ = c)
• Process 2-3, heat addition at constant volume (v = c)
• Process 3-4, expansion stroke by adiabatic law (pvʸ = c)
• Process 4-1 , heat rejection at f constant volume (v = c) Actual cycle
• Process 1-5, exhaust stroke at constant pressure (p = c)
K Vivek Chawla
Otto Cycle Engine
c is constant and y is adiabatic index which is the ratio of specific heat at
constant pressure ,Cp to specific heat at constant volume, Cv.
Thus y = Cp /Cv whose value for air= 1.4.
The efficiency of Otto cycle can be
η = Heat utilized = Heat supplied - Heat rejected
Heat supplied Heat supplied
efficiency =
r is the compression ratio, and is related as
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Otto Cycle Engine
•The efficiency of Otto cycle depends on the compression ratio.
•It increases with an increase in the value of r.
• Hence the compression ratio in petrol and gas engine driven auto
vehicles should be as high as possible.
• Value of r normally ranges between 7 to 10.
K Vivek Chawla
Constant Pressure (or Diesel) Cycle Engine :
Such engines are employed on cars, jeeps, trucks, buses and industrial
vehicles.
The hypothetical and actual p-v diagrams are shown in Figs. This cycle
is known as constant pressure cycle because heat is supplied at constant
pressure
K Vivek Chawla
Constant Pressure (or Diesel) Cycle Engine :
The cycle consists of the
following processes :
• Process 5-1, suction stroke at constant pressure (p = c).
• Process 1-2, compression stroke by adiabatic law (pvʸ = c)
• Process 2-3, heat addition at constant pressure (p = c).
• Process 3-4, expansion stroke by adiabatic law (pvʸ = c).
•Process 4-1 , heat rejection at constant volume (v = c)
• Process 1-5, exhaust stroke at constant pressure (p = c).
The major difference in Otto cycle engine (Petrol engine) and Diesel
cycle engine (Qiesel engine) can be visualized during process 2-3 of heat
addition.
The air standard efficiency of a diesel cycle can be expressed
as
K Vivek Chawla
Reason of Higher Compression Ratio in Diesel Engines
than in Petrol Engines:
•Petrol and Gas engines work on Otto cycle, and the
diesel engines work on Diesel cycle.
•Very high compression ratios cannot be used in engines
working on Otto cycle due to chances of pre-ignition of
the fuel.
•Only air is compressed in diesel engines , and the fuel is
injected at the end of compression.
•Therefore, very high compression ratio can be achieved
in diesel engines.
K Vivek Chawla
•Higher compression ratio is an indication of increased
engine efficiency,
• Theoretical Otto cycle is more efficient than the Diesel
cycle for the same compression ratio.
• greater operating efficiency can be achieved in Diesel
engines that operate at considerably higher compression
ratio.
• The efficiency of Diesel cycle increases with a decrease
in its cut-off ratio.
K Vivek Chawla
CONSTRUCTIONAL DETAILS OF l.C. ENGINES
•The construction of spark ignition engine (SIE) and
compression ignition engine (CIE) differs widely.
•A Spark Ignition engine consists of different
constructional details depending on whether it works on
2-stroke or on 4-stroke basis.
Two Stroke Spark Ignition Engine: There are three ports viz.
1. Inlet port 2. Transfer port, and 3. Exhaust port
Valve and valve operating mechanism is not used in this
engine.
A deflector type piston is employed which, during its
reciprocating motion, allows opening and closing of ports.
K Vivek Chawla
CONSTRUCTIONAL DETAILS OF 2 stroke l.C. ENGINES
•Various operational stages in its working are
(i) Suction stroke when inlet port (I.P) is open,
(ii) Compression stroke when transfer port (T.P.) and exhaust
port (E.P.) are closed, The piston is near the top of the
cylinder.
.
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(iii) Power stroke, when sparking causes expansion of charge.
The piston is moving down towards B.D.C.
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(iv) Exhaust stroke, when E.P. is open. At this juncture, the T.P.
is also open, and the fresh charge is being supplied-into
the cylinder. Due to deflector shaped piston, the charge
goes-upward and not to the E.P. However, escape of some
un burnt fuel cannot be ruled out.
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(i) Suction stroke (ii) Compression stroke (iii) Power stroke,
(iv) Exhaust stroke
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•Four-Stroke Spark Ignition Engine : The detailed construction
of a 4-stroke SIE is shown in ,Contrary to use of ports in 2-
stroke engines, it employs valves and valves operating
mechanism
•Opening and Closing of valves are performed through this
mechanism which comprises of the following main
components.
• A cam, mounted on the camshaft
• Camshaft follower
• Push rod with tappet
• Rocker arm
• Valve spring, and
• Valve and valve seat K Vivek Chawla
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•Four Stroke engine Working 
Four-Stroke Cycle  A stroke is the full travel of the piston
either up or down in a cylinder’s bore.
• The reciprocal movement of the piston during the four
strokes is converted to a rotary motion by the crankshaft.
•It takes two full revolutions of the crankshaft to complete the

four-stroke cycle.
• One full revolution of the crankshaft is equal to 360 degrees

of rotation; therefore, it takes 720 degrees to complete the
four-stroke cycle.
•During one piston stroke, the crankshaft rotates 180 degrees.
K Vivek Chawla
Intake-Stroke The first stroke of the cycle is the intake
stroke. As the piston moves away from top dead center
(TDC), the intake valve opens (Figure 9 – 8A). The
downward movement of the piston increases the volume
of the cylinder above it, reducing the pressure in
the cylinder.
•This reduced pressure, commonly referred to as engine
vacuum, causes the atmospheric pressure to push a mixture
of air and fuel through the open intake valve.
• (Some engines are equipped with a super- or turbocharger
that pushes more air past the valve.)
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Intake-Stroke 
•As the piston reaches the bottom of its stroke, the reduction
in pressure stops, causing the intake of air-fuel mixture to
slow down.
• It does not stop because of the weight and movement of the
air-fuel mixture.
•It continues to enter the cylinder until the intake valve
closes.
•The intake valve closes after the piston has reached bottom
dead center (BDC).
• This delayed closing of the valve increases the volumetric
efficiency of the cylinder by packing as much air and fuel into
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Compression Stroke  The compression stroke begins
as the piston starts to move from BDC.
• The intake valve closes, trapping the air-fuel mixture in the
cylinder
•The upward movement of the piston compresses the air-fuel
mixture, thus heating it up.
•At TDC, the piston and cylinder walls form a combustion
chamber in which the fuel will be burned.
•The volume of the cylinder with the piston at BDC compared

to the volume of the cylinder with the piston at TDC
determines the compression ratio of the engine.
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Power Stroke 
•The power stroke begins as the compressed fuel mixture is
ignited ,With the valves still closed, an electrical spark across
the electrodes of a spark plug ignites the air-fuel mixture.
•The burning fuel rapidly expands, creating a very high
pressure against the top of the piston.
• This drives the piston down toward BDC.
• The downward movement of the piston is transmitted
through the connecting rod to the crankshaft.
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Exhaust Stroke  The exhaust valve opens just before
the piston reaches BDC on the power stroke .Pressure within
the cylinder causes the exhaust gas to rush past the open
valve and into the exhaust system.
• Movement of the piston from BDC pushes most of the
remaining exhaust gas from the cylinder.
•As the piston nears TDC, the exhaust valve begins to close as
the intake valve starts to open.
•The exhaust stroke completes the four-stroke cycle.
•The opening of the intake valve begins the cycle again.
•This cycle occurs in each cylinder and is repeated over and
over, as long as the engine is running.
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•Constructional details of a 4-stroke spark ignition (petrol)

engine. K Vivek Chawla
COMPARISON BETWEEN PETROL ENGINE AND DIESEL ENGINE
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COMPARISON BETWEEN 2 stroke nd 4 Stroke Engines
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MULTI-VALVE TECHNOLOGY AND ITS INFLUENCE ON ENGINE PERFORMANCE
•Conventional automotive engines are equipped with 2 valves
per cylinder in which one is inlet valve and the other is
exhaust valve.
• A recent trend in automotive engines is to employ 3, 4 or 5
valves per cylinder. In these the number of inlet valves and
exhaust valves are generally 2 + I, 2 + 2, or 3 + 2 respectively.
•Such engine designs are known to have multi-valve
technology
•Audi A4 employing a 5-valve technology (3 inlet + 2 exit
valves).
• Mercedes Benz E250D saloon and Mahindra Ford use a 4-
valve technology (2 inlet + 2 exit valves).
K Vivek Chawla
MULTI-VALVE TECHNOLOGY AND ITS INFLUENCE ON ENGINE
PERFORMANCE
Advantages to Multi Valve Engines are.
1. Reduced fuel consumption
2. Higher power in lower speed range
3. Reduced particulate emissions
4. Quieter operation
5. Better suction
6. Greater pick up
7. Multi-valve combustion
8. Optimised valve timing
9. Higher torque over the entire range of engine speed
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•Engine parts and their functions: Cylinder, piston, piston
rings, Connecting rod, Crankshaft, Valve Mechanisms, Air
Cleaner, Oil filters, Manifolds , Muffler, radiator, Carburettor
and Fuel Injection systems.
1. Stationary or Structure forming components, and

2. Moving or Mechanism forming components
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•Engine parts and their functions:
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•Cylinder block and cylinder head 
•A cylinder block is the basic structure of an engine. Other
parts are either assembled, or are attached to it.
•The cylinder block is generally a single piece casting having,
and made of grey cast iron or aluminium alloy.
• Contains water jackets in its surrounding, passage ways to
accommodate valve mechanisms, openings for inlet and
outlet valves, and other provisions.
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Items mounted on or supported in the cylinder block are as
follows.
1. camshaft and its supporting bearings in the lower portion.
2. An oil pan attached to the lower part which serves as a
reservoir and allows cooling of the lubricating oil.
3. The inlet and outlet manifolds attached to the block on its
opposite sides.
4. A water pump which is driven through a belt-pulley
arrangement and whose pulley is mounted on the
crankshaft.
5. Cover for timing gears, or sprockets and chain mounted on
front of the block.
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•Lubricating oil pump mounted in the lower part of the block.
•Fuel pump mounted on side of the block.
• Cylinder head attached on top of the block to enclose the
valves and the pistons.
Cylinder Head
The cylinder head is a single piece casting mounted on a
cylinder block, and provides protection to the valves
and pistons by enclosing them .
Depending on its shape, the cylinder head can be of the
following types.
1. L-head type K Vivek Chawla 2. I-head (or overhead) type
Cylinder Head
•L-head type cylinder head employs a simpler casting in its
construction than the I-head type.
•Both types of heads contain cooling water jackets, spark plug
opening, pockets for valves and a combustion-chamber
A cylinder due to its design and construction should
• assure turbulence of the mixture.
• assures uniform mixing of air and the fuel.
• improves the process of combustion.
• helps-in preventing local zones of high pressures and high
temperatures, and
• avoids detonation (or knocking) in the engine.
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Piston
•Piston is a cylindrical member which is placed inside the
cylinder and on that the combustion gases exert pressure.
•The piston moves linearly under the influence of gas
pressure, and transmits this motion to the connecting rod
through gudgeon pin.
•The connecting rod, in turn, imparts rotary motion to the
crankshaft with the help of crank.
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Piston
•The attachment of a piston to a connecting rod is through a
gudgeon pin
• Fig shows that a piston houses piston rings to serve the
purposes of gas sealing and oil scrapping.
•Piston helps in creating vacuum inside the cylinder during
suction stroke, and in scavenging-out the burnt gases during
exhaust stroke.
K Vivek Chawla
Functions and Characteristics :
A piston should have the following characteristics.
It should be capable of sustaining
• hammering effect of combustion gas pressure
• fluctuating load, and
• high temperatures of the gases,
Besides, it should also be
• light in weight
• silent in operation, and
• mechanically strong
K Vivek Chawla
Functions and Characteristics :
A piston should have the following characteristics.
It should be capable of sustaining
• hammering effect of combustion gas pressure
• fluctuating load, and
• high temperatures of the gases,
Besides, it should also be
• light in weight
• silent in operation, and
• mechanically strong
K Vivek Chawla
•The top of the piston is called crown, It is generally circular
flat in shape but can also be profiled such as to form a
combustion chamber with the cylinder head.
•Adjacent to this crown is first land. There can be 2 to 3 lands

in a piston. The first land is generally wider than the second
and third land.
•Grooves are cut between these lands to accommodate the

piston rings.
K Vivek Chawla
•The lower part of the piston below the bottom-most ring
groove is called the skirt.
•A thin lubricating oil film separates piston from the cylinder

wall
•Piston also incorporates provisions of heat transfer and load

transfer in its construction, to dissipation of heat and to
impart strength to the piston
K Vivek Chawla
•Heat transfer takes place from the ring grooves and load
transfer occurs through the stiffener (rib or web).
• A stiffener connects the piston crown with the gudgeon pin
boss, and assists in transfer of load caused by charge
explosion.
•The stiffener also prevents deformation of ring grooves.
K Vivek Chawla
•Excess of slots may weak the piston construction due to
material removal from body of the piston.
Material Considerations.
•Pistons are mostly made of cast iron (Cl) and aluminium (Al)
alloys.
•Al-alloy pistons are more popular as they are much lighter
than the cast iron pistons, and also have a higher thermal
conductivity.
•Due to lightweight, the inertial force required to move the
Al-alloy pistons is less.
•They operate cooler also than cast iron pistons due to better
heat dissipation rate.
K Vivek Chawla
Material Considerations.
•Al Pistons are softer than CI Pistons
•Al-pistons are of thicker sections
•The dust, dirt and carbon particles present in lubricating oil

embed into them, thereby causing abrasion of its wall.
K Vivek Chawla
•Types Of Pistons
•Various types of pistons are employed on different engines.
I. On the Basis of Head Formation
1. Deflector head piston 2. Combustion chamber type piston
3. Domed and depression headed piston.
II. On the Basis of Skirt Profile
1. Slipper piston 2. Cutaway piston
III. On the Basis of Skirt Design
1. Solid skirt piston 2. Split skirt piston
IV. On the Basis of Other Specialities
1. Cam ground piston 2. Taper piston 3. Oval piston
K Vivek Chawla
•Types Of Pistons
K Vivek Chawla
•Types Of Pistons
K Vivek Chawla
•Types Of Pistons
•Various types of pistons are employed on different engines.
I. On the Basis of Head Formation
1. Deflector head piston 2. Combustion chamber type piston
3. Domed and depression headed piston.
II. On the Basis of Skirt Profile
1. Slipper piston 2. Cutaway piston
III. On the Basis of Skirt Design
1. Solid skirt piston 2. Split skirt piston
IV. On the Basis of Other Specialities
1. Cam ground piston 2. Taper piston 3. Oval piston
K Vivek Chawla
•Piston Rings
The piston rings in an I.C. engine are provided to serve the
following purposes.
To act as
1. seal to prevent leakage of combustion gases into the
crankcase.
2. passage of heat flow from piston crown to the wall of the
cylinder.
3. lubricating oil controller on the cylinder wall so as to
minimize wear.
The piston rings are of two types according to the purposes
served by them.
K Vivek Chawla
•Piston Rings
The piston rings are of two types according to the purposes
served by them.
1. Compression or gas rings, and
2. Oil control rings or oil scraper rings.
compression rings, generally two to five in number, are placed
near combustion chamber (towards piston crown) for
(i) sealing of the combustion gas, and
(ii) heat transfer from piston crown to the cylinder wall.
.
K Vivek Chawla
•Piston Rings
The oil control rings generally 1 to 2 in number, prevent
excessive oil from passing
(a) through the end gap of the rings, and
(b) between the cylinder wall and the ring face.
avoid undesired burning of the lubricating oil. The burning of
lubricating oil causes smoke, pollution and carbon deposits.
K Vivek Chawla
•Piston Rings
K Vivek Chawla
•Piston Rings
K Vivek Chawla
•Connecting Rod
•A connecting rod is used to transform reciprocating motion
of the piston into rotary motion of the crankshaft through a
crank
•This is accomplished by the cylinder, piston, connecting rod
and the crank forming a four-bar sliding mechanism.
K Vivek Chawla
•Connecting Rod
•It has two ends viz. the small end and the big end.
•The small end is connected to the piston pin and the big end
is held by the crank through crank-pin.
•The small end may have a solid or split eye but the big end is
always split.
K Vivek Chawla
Connecting Rod
•The split shoulder end is assembled with a cap by clamping
bolts.
•A hole is generally drilled through the shank to allow flow of
lubricating oil from big end to small end.
•The connecting rod in operation is subjected to combined
axial and bending stresses.
K Vivek Chawla
•Connecting Rod
•Combustion gas pressure and the inertial forces on account
of the reciprocating motion produce axial stresses, while the
bending stresses are developed due to centrifugal effects.
•The tendency of inertial and centrifugal forces is to bend the
connecting rod within its plane of rotation.
K Vivek Chawla
Connecting Rod
•The cross-section of connecting rod is made of I-type to
provide improved rigidity , reduced weight and to have min
inertial loads
•Connecting rods are manufactured by either drop forging
process or by casting.
•Casted connecting rods are cheaper and have better
dimensional tolerance than forged connecting rods
•Forged connecting rods are lighter and assist in reducing
inertial effects.
•Alloy steel and aluminium alloy (duralumin) are also used to
make connecting rods.
K Vivek Chawla
Crank Shaft
•A crankshaft is a rotating component to which crank is
connected.
•The crankshaft receives power produced in the engine for
onward transmission to the transmission system.
K Vivek Chawla
Crank Shaft
•power comes to it from the connecting rod and is then
transferred to the clutch through a flywheel, which is
mounted on it.
•It has four crankpins on which the big ends of connecting
rods are attached.
•These pins are eccentrically located with respect to axis of
the crankshaft. The eccentricity is called throw of the crank.
K Vivek Chawla
Crank Shaft
•whole crankshaft is supported on main bearings.
•A thrust collar is provided on one of the main bearings so as
to sustain the axial loads along the axis of the crankshaft.
•Drilled holes are provided between the main bearings and
the crankpins for flow of lubricating oiI.
K Vivek Chawla
Crank Shaft
•Crank Web is provided to counteract the tendency of
bending of the crankshaft due to centrifugal action during
engine operation.
•Centrifugal forces acts at the crankpins due to rotation of big
end of connecting rod and the crankshaft.
K Vivek Chawla
Crank Shaft
•Different mountings are mounted on the two ends of the
Crank Shaft
Front End consist of 
1. Timing gear, generally in 4-wheelers. 2. Sprocket and
chain, generally in 2-wheelers.
The rear end (the end facing the clutch) contains a 
1. Flywheel, and 2. Ring gear mounted on the flywheel.
K Vivek Chawla
Crank Shaft
•The crankshafts are of either built-in type or a single-piece
type.
•A single piece construction is most common.
•The crankshafts are generally made by forging of medium
carbon alloy steels.
•They are induction hardened to ensure uniform hardness,
and balanced on dynamic balancing machine.
K Vivek Chawla
VALVE
•Valves are mechanical control elements needed to admit
fresh charge and allow the burnt gases to escape out
of the cylinder.
•Two valves, an inlet and the other exhaust (or exit or outlet)
are used for these purposes.
•Fresh mixture of fuel and air enters the inlet valve through
inlet manifold, and the burnt gasses pass through the exit
valve, and go to the exhaust manifold.
K Vivek Chawla
VALVE
Following types of valves are generally used on automobiles.
1. Pappet valve or mushroom valve such as in Ambassador
Diesel .
2. Sleeve valve.
3. Rotary valve such as in KB 125 motorcycle, Bajaj 3-wheeler
etc
4. Tulip valve used on racing cars.
5. Reed type valve used on Suzuki Shadolin, Bajaj Sunny etc.
• Pappet valves are most common amongst them
K Vivek Chawla
VALVE
Pappet Valve: It has a head, a margin, a face, a stem, a tip,
and a groove to accommodate a spring retainer.
Such valves are
• simple in construction
• free to rotate about its stem to any position, and
• self centering .
• can be machined easily for
proper seating on the valve seat.
K Vivek Chawla
VALVE
Pappet Valve:
The exhaust valves are smaller than the inlet valves as
• the velocity of exhaust gases (discharging above
atmospheric pressure) is more than the velocity of inflowing
fresh charge.
• the density of exhaust gases
due to higher pressure is also
slightly higher than that of fresh
Mixture
(fresh charge enter at
below atmospheric pressure).
•Made up of Austenitic steel

K Vivek Chawla
VALVE OPERATING MECHANISMS
•Larger valve face angle provides better sealing on the valve
seat due to increased seating pressure for a certain force of
valve spring.
• exhaust valves are generally ground to face angle of 45
degree .
•In some engines, the face angle
of inlet valve is not equal to the
face angle of exhaust valve.
K Vivek Chawla
•Margin It is provided to allow for valve regrinding when
needed after some use, and also to avoid sharp edges at the
head.
•Spring retaining groove It is
provided to house the valve
spring which keeps the valve
pressed against the valve seat
when the valve is in closed
position
K Vivek Chawla
Valve face It helps in accurate fitting of the valve on the
valve seat provided in the cylinder block. Due to spring
pressure on the valve, it seals the combustion space tightly)
Face angle is kept 30 to40 degree
•For proper sitting, if less then there
will be more Opening
•If it is more then there will be less
opening
K Vivek Chawla
Valve lift
•Valve lift is around 25 % of valve head diameter ,
• if valve lift is less then volumetric efficiency of engine is less.
•Or if valve lift is very high then valve is going to suffer more
Inertia and due to this inertia value, operation is noisy with
more wear and tear going to occur.
K Vivek Chawla
Sleeve Valve 
K Vivek Chawla
Rotary Valve 
K Vivek Chawla
•Operation of a valve (its opening and closing) is
accomplished by a mechanism which involves several parts.
•depending upon the valve positions, the valve operating
mechanisms may also differ in their arrangements.
•Valve operating mechanisms may be of the following types.
1. valve mechanism for overhead valve engines.
2. Valve mechanism for side valve engines
(i) having under head camshaft (ii) having overhead camshaft.
• ' head ' means cylinder head.
K Vivek Chawla
Valve Mechanism for Overhead Valve, Under head Camshaft
Engine:
Valve mechanism is an assembly of different components,
and is required to open and close the inlet and exhaust valves
at correct timings .
Various components in this assembly are
1. Valves 2. Valve seat 3. Valve guide 4. Valve spring
5. Rocker arm 6. Push rod 7. Tappet
K Vivek Chawla
Valve operating mechanism for an overhead

valve engine: employing an under head camshaft.
K Vivek Chawla
Working.
•The cam on the camshaft lifts the tappet during its rotation.
•The tappet actuates the push rod which, in turn, operates
the rocker arm about its fulcrum .
•The rocker arm exerts pressure on the valve stem against
the spring to move the valve stem in the valve guide.
K Vivek Chawla
•In doing so the valve comes down from the valve seat, and
makes space for fuel-air mixture to enter into the cylinder.
•With more rotation of the camshaft, the valve spring

pushes back the valve on its seat when non-eccentric portion
of the cam comes in contact with the tappet.
• Valves get closed.
K Vivek Chawla
Valve Mechanism for Overhead Camshaft (OHC) Engine:
•Some overhead valve engines are provided with an overhead
camshaft instead of under head camshaft.
•The overhead camshaft operated valve mechanism is
generally considered a non-conventional practice, but has
become common now.
K Vivek Chawla
•Such engines may have one or two overhead camshafts.
• Ford Escort, Lancer, Opel Astra vehicles have been provided
with such valve operating mechanisms.
•It has two inclined overhead valves.
K Vivek Chawla
•It does not consist of tappet, guide, push rod and the
adjusting screw as described in Under head Camshaft
Mechanism
• In this construction, camshaft is placed near the rocker
arm and the rocker arm is actuated
by the cams.
•Rest of the functions are similar
•Overhead camshaft arrangement
has high volumetric efficiency
high compression ratio , High cost
and complicated design. K Vivek Chawla
Valve Mechanism for Side Valve Engines:
Such arrangement is employed on L-head engines,
The advantages and disadvantages
of side valve mechanism can be
enumerated as below.
I. Low engine height is possible
as there are no parts above the
cylinder head.
K Vivek Chawla
2. Lubrication is easier for the valve mechanism.
3. Working is quieter as there is no rocker arm assembly.
4. Mechanism is less complicated
than that in overhead valve
engines.
K Vivek Chawla
5. Volumetric efficiency and compression ratio are poor.
6. Shape of the combustion chamber is complicated.
7. Space for inlet valve is restricted.
K Vivek Chawla
MANIFOLDS
•To start an engine, fresh charge has to be supplied into the
cylinders.
•After burning of this charge, the burnt gases are to go out of
the cylinders.
•Supply of fresh charge and exit (or scavenging) of burnt gases
are carried out through some passages.
• These passages are called manifolds.
Thus, manifolds are of two types.
1. Inlet or intake manifold, and 2. Outlet or exhaust manifold
K Vivek Chawla
MANIFOLDS
•The passage (or tube) carrying fresh air-fuel mixture from \
the carburettor to the engine inlet-valves during suction is
called the inlet manifold.
•The passage which take away the burnt gases from the
engine cylinders is called outlet manifold.
•The number of passages in a manifold, whether inlet or
outlet, are equal to the number of cylinders in the engine.
•Thus, numbers of inlet and outlet manifold is one each in a
single-cylinder engine such as in mopeds and scooters.
K Vivek Chawla
MANIFOLDS
Inlet Manifold :
The inlet manifold remains attached on the side of cylinder
block in a L-head engine and on the side of cylinder head in
an I-head engine.
The carburettor is centrally located on it so as to allow even
distribution of air-fuel mixture to each cylinder, and that too
in quickest time.
Inlet manifold
for a
four-cylinder
engine  K Vivek Chawla
MANIFOLDS
Exhaust Manifold : An exhaust manifold remains bolted to the
• side of cylinder block in L-head in-line engine.
• side of cylinder head in I-head in-line engine.
• outsides of two banks in V-8 engines.
The burnt gases of each cylinder passes through the passages;
collects at a crossover pipe,
and then exhaust to atmosphere
through a common down take
Pipe muffler (or silencer) and
tail pipe.
K Vivek Chawla
MANIFOLDS
Exhaust manifold showing flow of burnt gases in

(a) four-cylinder engine (b) six-cylinder engine.
K Vivek Chawla
Manifold Heat Transfer :
•The exhaust manifold is generally placed in close proximity of
intake manifold.
•To get some heat transferred from the exhaust manifold to
the inlet manifold when the engine warms-up.
• Heat transfer in this way improves upon the vaporization of
fuel due to preheating of air-fuel mixture and also the
engine performance.
•To get better heat transfer, the inlet manifold is mounted
above the exhaust manifold.
K Vivek Chawla
EXHAUST SYSTEM
An exhaust systems is provided on the vehicle to scavenge-
out the burnt gases from the engine.
The exhaust system consists of the following major units.
1. Exhaust manifold 2. Front pipe 3. Muffler (silencer)
4. Intermediate pipe 5. Resonator 6. Tail pipe (or exhaust
pipe)
K Vivek Chawla
Muffler 
A muffler is located beneath the auto vehicle body.
It is connected in the exhaust system between one front pipe
and the intermediate pipe
K Vivek Chawla
Muffler 
The muffler is a cylindrical or oval-shaped component,
generally about 2 feet (0.6 meter) long, mounted in the
exhaust system about midway or toward the rear of the-car.
Inside the muffler is a series of baffles, chambers, tubes, and
holes to break up, cancel out,
or silence the pressure
pulsations that occur
each time an exhaust
valve opens.
K Vivek Chawla
Muffler 
Two types of mufflers are frequently used on passenger
vehicles
A)Reverse-flow mufflers
change the direction of the exhaust gas flow through
the inside of the unit. This is the most common type of
automotive muffler.
B)Straight-through mufflers permit
exhaust gases to pass through a
single tube.
• The tube has perforations
that tend to break up pressure
pulsations.
•They are not as quiet as
the reverse-flow type. K Vivek Chawla
Muffler 
•More and more mufflers are being made of aluminized and
stainless steel.
• Using these materials reduces the weight of the units and
extends their lives.
•A small drain hole is often provided
at the lowest point in the Muffler
casing for removal of corrosive
condensates.
K Vivek Chawla
Air Cleaner 
•The primary purpose of the air filter is to prevent airborne
contaminants and abrasives from entering the cylinders.
•These contaminants can cause serious damage and
appreciably shorten engine life.
•All intake air should pass through the filter before entering
the engine.
•The air filter is inside a sealed air cleaner
assembly.
•This assembly is also used to direct the
airflow and reduce the noise caused by
the movement of intake air.
K Vivek Chawla A typical flat air filter element
Air Cleaner 
•If the air filter becomes very dirty, the dirt can block the flow
of air into the engine.
• Restricted airflow to the engine can cause poor fuel
economy, poor performance, and high emissions.
A typical flat air filter element

K Vivek Chawl
Oil filters 
•Oil from the pan passes through an oil filter before moving
through the engine
•The filter removes dirt and metal particles from the oil.
Premature wear and damage to parts can result from dirt in
the oil.
•Regular replacement of the oil filter and oil is an important
step in a preventive maintenance.
K Vivek Chawla
Oil filters 
•All of the oil that leaves the oil pump is directed to an
oil filter.
•This ensures that small particles of dirt and metal
suspended in the oil will not reach the close-fitting engine
parts.
•This stops those impurities, which can cause premature
wear, from circulating through the engine.
K Vivek Chawla
Oil filters 
•Filtering also increases the usable life of the oil.
•The oil from the pump enters the filter and passes through
the element of the filter.
•From the element, the oil flows back into the engine’s main
oil gallery.
•An oil filter assembly is typically a
disposable metal container filled
with a special type of treated paper
or other filter substance
(cotton, felt, and the like).
• Some engines have a separate
cartridge that fits into a metal casing
K Vivek Chawla
Oil filters 
•The oil filtration system used on today’s vehicles is
commonly referred to as a full-flow system.
• All of the oil going to the engine bearings goes through
the filter first.
Oil flow through the filter,Courtesy of Ford Motor Company

K Vivek Chawla
Oil filters 
•If filter become plugged, a relief valve in the filter will open
and allow oil to bypass and go directly to the bearings.
•This provides the bearings and the rest of the engine with
necessary, though unfiltered, lubrication.
Oil flow through the filter, Courtesy of Ford Motor Company

K Vivek Chawla
Radiator
•In an engine’s cooling system, the radiator uses radiation to
transfer heat from the coolant to the surrounding air.
•The radiator is basically a heat exchanger, transferring heat
from the engine to the air passing through it.
•The radiator itself is a series of tubes and fins (collectively
called the core) that expose the coolant’s heat to as much
surface area as possible
K Vivek Chawla
Radiator
•Tubes and fins are Attached to the sides or top and bottom
of the core are plastic or aluminium tanks.
•One tank holds hot coolant and the other holds the cooled
coolant.
•Cores are normally comprised of flattened aluminium tubes
surrounded by thin aluminium fins.
•The fins conduct the heat from the tubes to the air flowing
through the radiator
K Vivek Chawla
Radiator
•Radiators are normally based on one of two designs: cross
flow or down flow.
• In a cross-flow radiator,
coolant enters on one side, travels through tubes, and collects
on the opposite side.
• In a down-flow radiator,
coolant enters the top of the radiator and is drawn downward
by gravity.
•Cross-flow radiators are seen most often on late-model cars
K Vivek Chawla
Radiator
The core of a radiator is placed between plastic or aluminium

tanks.
K Vivek Chawla
Carburettor
K Vivek Chawla
Carburettor
K Vivek Chawla
Carburettor
•The function of a carburettor is to atomise and metre the
liquid fuel and mix it with the air as it enters the induction
system of the engine,
•Carburettor maintains mixture of fuel and air under
according to requirement of operation.
•All modern carburettors are based upon Bernoulli's theorem,
C² = 2gh
•where, C is the velocity in metres/sec,
•g is the acceleration due to gravity in metre/sec ² and
•h is the head causing the flow expressed in metres of height
of a column of the fluid.
K Vivek Chawla
Carburettor
The equation of mass rate of flow is given by,
m = ρ A J2gh where,
ρ is the density of the fluid and
A is the cross-sectional area of fluid stream.
•h is the float chamber for the storage of fuel.
•The fuel supplied under gravity action or by fuel pump enters
the float chamber through the filter F.
K Vivek Chawla
Carburettor
•h is the float chamber for the storage of fuel. (fuel height)
•The fuel supplied under gravity action or by fuel pump enters
the float chamber through the filter F.
•When the oil reaches a particular
level the float valve M blocks the
inlet passage and thus cuts off
the fuel oil supply
•On the fall of oil level, the float
descends down, consequently
intake passage opens and again
the chamber is filled with oil.
Simple Carburettor 
K Vivek Chawla
Carburettor
•Then the float and the float valve maintains a constant fuel
oil level in the float chamber.
• N is the jet from which the fuel is sprayed into the air stream
as it enters the carburettor at the
inlet S and passes through the
throat or venturi R.
•The fuel level is slightly below the
outlet of the jet when the
carburettor is inoperative.
K Vivek Chawla
Carburettor
•As the piston moves down in the engine cylinder, suction is
produced in the cylinder as well as in the induction manifold
Q as a result of which air flows through the carburettor.
•The velocity of air increases as it

passes through the constraint at
the venturi R and pressure
decreases due to conversion of
a portion of pressure head into
kinetic energy.
Simple Carburettor  K Vivek Chawla

Carburettor
•Due to decreased pressure at the venturi and hence by virtue
of difference in pressure (between the float chamber and the
venturi) the jet issues fuel oil into air stream.
•Since the jet has a very fine bore,

the oil issuing from the jet
is in the form of fine spray ;
it vaporises quickly and mixes
with the air.
K Vivek Chawla
Carburettor
This air-fuel mixture enters the engine cylinder ;
its quantity being controlled by varying the position of the
throttle valve T.
K Vivek Chawla
Carburettor
The throttle located in the carburettor, regulates the quantity
of the mixture.
• There is a limited range of A / F
ratio in a homogenous mixture
within which combustion in
S.I. engines is sustainable.
• Outside this range, the ratio is
too rich or too lean to sustain
flame propagation.
• This range of useful A / F ratio is
from approx. 20 : 1 (lean) to
8 : 1 (rich). K Vivek Chawla
Carburettor
FACTORS INFLUENCING CARBURETION
The various factors which influence the process of carburetion
are as follows :
1. The engine speed ; the time available for the preparation
of the mixture.
2. The vaporisation characteristics of fuel.
3. The temperature of the incoming air.
4. The design of the carburettor.
K Vivek Chawla
Carburettor
Idling and low speed (From no-load to about 20% of rated

power) : Idling refers to no power demand.
•But due to exhaust gasses and valve overlap ,combustion
becomes impossible. A rich mixture, therefore, must be
supplied during idling (say A /F ratio 11 : 1 or 12 : 1).
•Chemically correct (stoichiometric) mixture of air and fuel (=
15 : 1) K Vivek Chawla
Carburettor
2. Cruising or normal power (from about 25% to about 75%

of rated power): normal power range the main consideration
is fuel economy
•Because mixture of fuel and air is never completely
homogeneous the stoichiometric mixture of fuel and air will
not burn completely and some fuel will be wasted.
•For this reason an excess of air, say 10% above theoretically
correct (=16.5 : 1), is supplied in order to ensure complete
burning of the fuel.
K Vivek Chawla
Carburettor
Maximum power (From 75% to 100% of rated power):

•Maximum power is obtained when all the air supplied is fully
utilized.
• As the mixture is not completely homogeneous a rich
mixture must be supplied to assure utilization of air (though
this would mean wasting some fuel, which would pass in
exhaust in unburned state).
•The air-fuel ratio for maximum power is about 13 : 1.
K Vivek Chawla
Limitations of Simple Carburettor
•It provides increasingly richer mixture as the throttle is

opened. This is because of the reason that the density of
air tends to decrease as the rate of flow increases.
•During idling, nearly closed throttle causes a reduction in air

flow, pressure difference becomes small, which is not
sufficient to cause fuel to flow through the jet.
K Vivek Chawla
Limitations of Simple Carburettor
• Simple Carburettor does not have arrangement for providing

rich mixture during starting and warm up.
In order to correct for faults :

• an idling jet is used which helps in running the engine
during idling.
• choke arrangement is used.
K Vivek Chawla
Carburettor Numericals
Let us find expressions for air flow neglecting and considering the
compressibility of air.
K Vivek Chawla
Carburettor Numericals 
Similarly, for the flow of fuel, we have
ρf = Constant density
of fuel, and
Cf = Velocity of flow of fuel.
petrol surface being lower

than the top of the jet by
z metres
g = acceleration due to gravity
K Vivek Chawla
A four cylinder four-stroke engine having diameter and length
of stroke as 100 mm and 120 mm respectively is running at
1800 r.p.m. Its carburettor venturi has a 28 mm throat.
Assuming co-efficient of air flow 0.8, density of air 1.2 kg/m3
and volumetric efficiency of the engine as 75 per cent,
determine the suction at the throat.
K Vivek Chawla
Solution. Given : D = 100 mm = 0.1 m ; L = 120 mm = 0.12 m ;

N = 1800 r.p.m. ;
Throat diameter, d2 = 28 mm= 0.028 m ; Cda = 0.8 ;
ρa = 1.2 kg/m³ ; volumetric efficiency = 75%.
K Vivek Chawla
K Vivek Chawla
QSpark ignition engine on test consumes 5 kg/hr of petrol
when running on an air-fuel ratio of 16 : 1. The engine uses a
single-jet carburettor having a fuel orifice area of 2 sq mm
and the tip of the jet is 5 mm above the level of petrol in the
float chamber, when the engine is not running.
Calculate the depression in the venturi throat to maintain the
required fuel flow rate through the carburettor.
Assume specific gravity of petrol as 0. 75 and the coefficient
of discharge of the fuel orifice as 0.8.
What area of venturi throat will be required to maintain the
desired flow rate ? Density of air is 1.20 kg/m³and the
coefficient of discharge for venturi throat is 0.8.
Neglect compressibility of Kair.
Vivek Chawla
K Vivek Chawla
K Vivek Chawla
Go To
http://4wheeldrive.about.com/od/offroadatvbasics/ss/4wd-
2wd-difference-between-4x4-4x2.htm
Please Check above url on internet
K Vivek Chawla
•ENGINE PERFORMANCE
The performance of an engine can be described in
various ways.
It can be expressed in terms of
• torque,
•Power P or horsepower (hp),
•Efficiency,
•Pick-up (acceleration),
•Climb ability and power to weight (P/ W) ratio etc.
These terms are basically related to engine dimensions

such as bore D, stroke L, clearance volume v, swept
volume (engine capacity) vs, numbers of cylinder n,
Compression ratio r, andK Vivek
others
Chawla
ENGINE PERFORMANCE
•The charge (fresh fuel-air mixture) on ignition
converts into gas, and impinges upon the piston
inside the cylinder.
•This causes movement of the piston, and thus the
work is done on it.
• The rate at which this work is done, is called power
and is measured in terms of power (in kW) or
horsepower (hp).
•An engine that can deliver 75 kgf-m of work in 1
second is known to be a 1 hp engine.
K Vivek Chawla
Following types of powers are being quoted with

reference to engines.
1. Indicated power (Ip) 2. Brake power (Bp)
3. Frictional power (Fp), and 4. Taxable horsepower

(Thp)
•The actual power of an engine which is useful to propel

an auto vehicle is known as drawbar power.
K Vivek Chawla
Indicated power :
•The power developed inside the cylinder by combustion of
gases is called indicated horsepower.
•An indicating device (an oscilloscope) is used to determine Ip.
•This device measures the pressure in the cylinder by
electronic means during all the four piston strokes.
K Vivek Chawla
Indicated power :
the Ip is calculated from the following formula.
Ip = Pm L A N K n
1000
Pm = Indicated mean effective pressure is in kPa ,
L = Length of stroke in metre. , n= Number of cylinders
A = Area of Piston.
N = rps, Number of Strokes.
K = ½ for 4 stroke engine.
1 for 2 stroke engine.
K Vivek Chawla
Indicated power :
•Some of the indicated power developed within the engine is
lost in overcoming friction in piston and cylinder, crankshaft
and main bearings etc.
• Hence the power available at the crankshaft is lesser than
that developed within the cylinder.
K Vivek Chawla
Brake power :
The power available at the crankshaft (for onward
transmission to drive the vehicle) is called brake power.
Rating of automotive engines is done in terms of Bp, Brake
power can be measured by a dynamometer.
The brake horse power is calculated by
Bhp = 2 π N T
4500
where N is in rpm and T in kgf-m.
If N is in rps and T in Nm, then 4500 will be replaced by 1000
and power will be in kW.
Brake power varies with change in engine speed.
K Vivek Chawla
•Friction Power
•Loss of power due to friction occurs at many places in the

engine despite proper lubrication.
•major causes of this loss is “friction” between piston-rings

and the cylinder.
• normally accounts for about 75% of all frictional losses in

the engine.
K Vivek Chawla
• Other sources of friction losses are crankpin and connecting

rod big end joint, crankshaft and main bearings etc.
•Friction Power
•Friction losses in an engine are expressed in terms of friction

power (Fp).
•This loss is less at low speeds of an engine, and increases

rapidly at higher speeds.
•Variation of frictional horsepower (a loss) as a function of

engine speed and given by as Fp = Ip- Bp
Friction Power = Indicated Power – Brake Power

K Vivek Chawla
Friction Power
Friction Power = Indicated Power – Brake Power
Mean effective pressure and torque :

"Mean effective pressure" is defined as hypothetical
pressure which is thought to be acting on the piston
throughout the power stroke.
• If it is based on IP, it is called indicated mean effective
pressure (l m.e.p. or Pmi) and if based on B.P. it is
called brake mean effective pressure (B m.e.p. or Pmb).
Similarly, frictional mean effective pressure (Fm.e.p. or
Pmf) can be defined as :
F m.e.p. = l m.e.p - B m.e.p. K Vivek Chawla
Taxable Horsepower (or SAE Horsepower):
•The taxable horsepower (Thp) rating of engines is

used to assess engines for taxation purposes.
• It is also used to categorize engines on a uniform

basis.
• Vehicles should be grouped in different categories.
•This is similar to weightlifting or boxing games in

which the players are grouped on the basis of their
weights.
K Vivek Chawla
•Grouping of vehicles is done on the basis of their
Thp.
•Thus a 2-wheeler and a car will run in the same

group if their engines are of the same Thp rating.
•Thp is also known as SAE horsepower. It is

expressed by
•where D is bore in inch and N is number of cylinder.

•conversion into metric system, can be rewritten as
where D is in mm
K Vivek Chawla
Thp is independent of stroke, mean effective pressure,

rpm of the engine, torque, or frictional loss etc.
K Vivek Chawla
Torque Produced By an Engine
•Torque (or turning effort) is a rotary or twisting effect that an
engine applies to the crankshaft through connecting rod and
the crank.
•It is different from work, power, or energy.
• It is equal to the product of force F and its perpendicular
distance l from a point about which torque T is to be taken.
T=FxI
• Expressed in the unit of Newton-metre (Nm) or kgf-m.
K Vivek Chawla
•An engine in which force (push) acts through the connecting
rod, and creates a torque T on the crankshaft through the
crank of length r.
T=Fxr
•It shows that greater the push on the piston,
higher will be the torque.
•The push on the connecting rod comes through
the piston on which combustion gases exert
pressure.
•So higher the combustion pressure, greater is
the engine torque.
K Vivek Chawla
•Combustion pressure is more in diesel engines (30 to 40
kgf/cm²) than in petrol engines (10 kgf/cm² ), therefore
torque developed in a diesel engine is more than that
developed in a petrol engine of equal crank length.
•The crank length r is related to stroke L by,

L=2r
•Torque will be more if crank length is more.
•Hence, engines having larger strokes possess

higher torques. K Vivek Chawla
Relation Between Torque and Engine Speed
•The torque developed by an engine changes with a change in

engine speed.
• It increases up to certain engine speed, attains a maximum

at some particular speed, and then lowers down.
K Vivek Chawla
At lower speeds,
•The air-fuel mixture gets more time to enter into the

cylinder and so a greater amount of this mixture collects,
resulting in a higher volumetric efficiency.
•As a greater amount of air-fuel mixture burns during power

stroke, hence higher combustion pressure develops.
•Consequently, greater torque is applied on the crankshaft.
K Vivek Chawla
At some intermediate speed
•The torque produced is maximum due to highest combustion
pressure as the amount of air-fuel mixture for burning is
largest during power stroke.
At higher speeds 
•The mixture gets less time to enter into the cylinder and so
lesser amount of the mixture is collected i.e. volumetric
efficiency is low.
•Due to this reason, the combustion pressure does not go
high and hence less torque is developed.
K Vivek Chawla
POWER / WEIGHT RATIO OF A VEHICLE 
• power by weight ratio (P / W) is an important parameter in
predicting the performance of a vehicle.
•A high (P / W) ratio is desire able for a vehicle.
A vehicle having higher (P / W) ratio will be able to 
(i) attain higher speed (ii) better grade ability
(iii) faster climbing rate (iv) early pick-up,
(v) more capacity

K Vivek Chawla
•This ratio may be enhanced by either increasing the power of
the engine or by decreasing the weight of the vehicle
• Following are some measures suggested to increase the

“engine power”.
(i) by increasing the compression ratio

(ii) by improving design of engine components
(iii) by use of high octane value fuel
(iv) by better lubrication, and
(v) by proper balancing of the engine.
K Vivek Chawla
The weight of the vehicle can be decreased by
(a) use of lighter materials such as composites, lithium alloys,

magnesium alloys and aluminium alloys,
(b) improved construction of chassis and the body.
•The P/ W ratio can also be raised by reducing the air

resistance on the vehicle.
• It can be achieved by suitable (streamlined) body profiling

or by aerodynamic profiling.
K Vivek Chawla
(Power/weight) ratio of typical vehicles

K Vivek Chawla
PICK-UP (OR ACCELERATION)
•Good pick-up means a good acceleration.
•Pick-up or acceleration is the rate of change in velocity of a
vehicle
The vehicle starts from v = 0,when t = 0.
It acquires a velocity of vA in time tA to reach A where change
in velocity ceases.
K Vivek Chawla
PICK-UP (OR ACCELERATION)
Pick-up of some two and four wheelers
K Vivek Chawla
DRAWBAR HORSEPOWER
• A larger proportion of brake horsepower goes waste in
overcoming various resistances in a moving vehicle.
• Rest of the power is utilized to propel the vehicle.
• This power which is utilized to propel the vehicle is known
as draw bar horsepower (Dhp ).
Thus
Dhp = Bhp - Resistances
K Vivek Chawla
An auto vehicle cannot attain a speed beyond certain
maximum (top) road speed-why so ?
What will happen if the chauffeur tries to run the vehicle
above this speed?
K Vivek Chawla
• vehicles can be run up to a certain maximum speed.
• This is because of available driving power i.e. drawbar
horsepower.
•Refer Fig which plots Bhp and total resistance of a moving
vehicle as a function of road speed.
K Vivek Chawla
•Variation of Bhp is shown by AA 1B1C1D1E curve, while total
road resistance in terms of horsepower is depicted by the
curve AA2 B2C2D2E.
•the difference between Bhp and the resistances, indicates
drawbar horsepower (Dhp).
•In this figure, A1A2, B1B2,
C1C2 and D1D2 are Dhp at
different road speeds.
•The speed of a vehicle depends
upon the available drawbar
horsepower.
K Vivek Chawla
•The maximum Dhp, denoted by C1 C2, is available at a
certain maximum speed vmax
•It is because the brake horsepower is maximum at this speed
whereas the total resistance is not that much high.
• Beyond this speed, (D1D2) < (C1C2) i.e. Dhp is reduced.
Hence vehicle cannot be run above a certain maximum speed.
K Vivek Chawla
GRADEABILITY (OR CLIMBABILITY) OF VEHICLE
•An automobile, during its operation runs through terrains of
widely varying nature.
• Road conditions may be undulated, slopy, hilly and
steepy etc.
• It is desirable that a vehicle should be capable to ride
upward to a satisfactory limit.
•Thus the grade ability “q” may be defined as the hill climbing
ability of a vehicle.
• It relates the vertical height reached at the end of a path
measured on the horizontal. It is expressed in degrees ⁰ or in
percentage.
K Vivek Chawla
•Referring Figure for gradeability.
• In it a van is riding a hill ABC.
•The geometry of this hill is such that
AB = tan θ ; % q = AB x 100
BC AC
•It suggests that gradeability of the vehicle is θ , if it is not
capable of riding more than this inclination.
•Auto vehicles have maximum gradeability while running in
first gear.
•Gradeability decreases sequentially when vehicle is operative
in second, third , and top gear respectively. K Vivek Chawla
•Gradeability of some vehicles
•High gradeability of a vehicle is attributed to its powerful

engine coupled with a well balanced body. K Vivek Chawla
SPECIFIC FUEL CONSUMPTION 
An engine consumes fuel, produces power, and hauls the
vehicle. The consumption of fuel will depend upon several
factors such as
(i) gross vehicle weight (GVW) of the vehicle,
(ii) speed of the vehicle : minimum, intermediate, or max
(iii) road conditions : rough or smooth, plain or slopy,
(iv) magnitude and direction of wind flow,
(v) motion-up the slope or motion-down the slope,
(vi) engine capacity,
(vii) ideal test conditions and normal driving conditions,
(viii) driving conditions : city or highway driving, uniform
speed or frequent -accelerated driving, K Vivek Chawla
(ix) vehicle condition : recently serviced or servicing long due,
(x) tyre inflation pressure : overinflated, normal, or
underinflated,
(xi) load on the vehicle : empty, partially loaded, or fully
loaded,
(xii) quality of fuel used, and
(xiii) many other factors of constant or variable natures etc.
K Vivek Chawla
•Performance of engines (therefore the vehicle) can be
judged by their specific fuel consumption (SFC).
•The SFC may be defined as the amount of fuel consumed per
unit of power produced in certain time.
•This time can be taken as one hour.
•Thus it is expressed as gm/kW-hr or gm/hp-hr.
•For example, the SFC of Ambassador Diesel is 210 gm/hp-hr
at 2500 rpm. The SFC can also be expressed as
K Vivek Chawla
The fuel consumption of a vehicle is generally specified under
ideal test conditions.
manufacturers specify their vehicles mileage under different
ideal test conditions as
• temperature= 22°C to 29°C
• dry, well carpeted, good condition road
• steady speed of 40 kmph
• full payload capacity.
K Vivek Chawla
FUEL CONSUMPTION 
•Specific fuel consumption in actual situation is, generally,
lower than that under ideal conditions.
• in fig arbitrary curves of total fuel consumption and specific
fuel consumption for a vehicle under ideal and actual driving
conditions are shown.
K Vivek Chawla
•Total fuel consumption increases for an increase in engine
speed i.e. vehicle's speed
•Specific fuel consumption first decreases, attains a lowest,
and then increases with an increase in speed of the vehicle.
•Driving of the vehicle will be most economical when it runs
in the economy range
K Vivek Chawla
•Economical driving speed ranges between 35 to 45 kmph in

different vehicles.
K Vivek Chawla
AUTOMOTIVE RESISTANCES AND PROPULSIVE POWER 
The brake horsepower available at the crankshaft of an

automotive engine is not fully utilized to speed up the vehicle.
Much of it goes waste to overcome various resistances which

are given as under.
1. Road resistance
(a) rolling resistance (b) frictional resistance
2. Road gradient resistance
3. Air (or wind) resistance
4. Accelerating resistance
K Vivek Chawla
Rolling Resistance : It mainly occurs due to the deformation of

road and tyre, and dissipation of energy through impact.
The rolling resistance depends upon
• mass of the vehicle
• material of the road surface such as asphalt, macadam,
gravel, clay, wood or sand.
• nature (quality) of the road surface such as poor, good, dry
or wet.
• material of the tyres
• inflation of the tyres
K Vivek Chawla
It is greater on soft, muddy and sandy road than the hard, dry
road.
Less with adequately INFLATED tyre.
The rolling resistance R, can be expressed by Rr = Cr m g ------1
where Cr is rolling resistance constant and m is mass of the
vehicle.
The value of Cr depends upon the condition of tyre and road
surfaces in contact.
A reasonable value of 0.015 may be taken for it when Rr is
expressed in newton and m in kilogram.
K Vivek Chawla
rolling resistance may also be determined empirically by the
following formula which includes the effect of velocity V of
the auto vehicle.
Rr = (0 .0112 + 0.000 6 V) m g --------------------------2
Here Rr is in newton, m in kg and V in kmph.
• formula has been suggested by General Motors Company
of U.S.A., and is valid for steady speed on level paved road.
• from (eqn 1 and 2 )rolling resistance constant is related with
the vehicle's velocity as Cr = 0.0112 + 0 .0006 V
•An average value of rolling resistance can satisfactorily be
taken as 0.15 N per kg mass of the vehicle.
K Vivek Chawla
Frictional Resistance :
Another kind of road resistance is frictional resistance that
includes resistance due to transmission losses also.
Such losses are due to
• lower gear efficiencies in first, second, .. . , and top gears.
• churning of oil in gearbox and the rear axle system .
• adhesion of tyre which is about 65% of the total losses in
chassis.
•The frictional resistance Rf can be approximated by
Rf = 132.5 + 50.5 m
where Rf is in newton and ,m is the total mass of the vehicle
including load on it, is in kg K Vivek Chawla
Frictional Resistance :
•The frictional resistance also depends upon the driving

conditions, driving habits, and maintenance of the
vehicle.
•These losses are comparatively low in privately owned
vehicles, single hand driven vehicles, and periodically
maintained vehicles.
K Vivek Chawla
Road Gradient Resistance:
•The slope (i.e. gradient) of the road has considerable effect
on the resistance to motion of the vehicle.
The gradient resistance depends upon :
1 mass of the vehicle
2 slope of the road on which vehicle is moving
•The road gradient resistance Rg is expressed by Rg = m g sinθ
where m is mass of the vehicle and θ is slope of the road.
•The gradient resistance is higher on a steeper road than on
the road with mild slope.
• It is zero on the level road since θ = 0 for suchK Vivek
roads.
Chawla
Air Resistance: The air (wind)resistance faced by an
automobile depends upon
• speed of the vehicle • size and shape of the vehicle
• speed of moving air • direction of wind with respect to
direction of the vehicle's motion .
Effect of speed on the air K Vivek Chawla
resistance.
•The air resistance varies as the square of the speed.
•It means that if the speed is doubled, the resistance
increases by four times.
•For slow speed vehicles such as trucks and lorries, the air
resistance is small but for higher speed vehicles it is
considerable.
•For racing cars, it is of
Paramount importance.
K Vivek Chawla
The air resistance Ra is expressed be

where Ca is coefficient of air resistance, A is projected frontal
area of the vehicle, and V is speed of the vehicle.
If Ra is expressed in newton, A in square metre and V in
kmph,
K Vivek Chawla
The air resistance Ra is expressed be
If Ra is expressed in newton, A in square metre and V in kmph,

then values of Ca can be taken from table below
K Vivek Chawla
TRACTIVE RESISTANCE AND PROPELLING POWER 
•The sum of the resistances discussed in previous slides is
known as the tractive resistance
•RT and is considered at the axle of the vehicle. Thus
•Here Racc is the accelerating resistance and is required when

the vehicle is to be accelerated.
•Power required to propel the vehicle can be determined as
follows by finding the “work required”
•(W.R.) to be done at the axle.
W.R = RT x V N-km/hr
K Vivek Chawla
A car weighing 0.9 tonne is occupied by 4 persons each

weighing 60 kg, and loaded with belongings weighing 2
quintals.
Its frontal area is 2.5 m² and it can attain a maximum speed of
90 kmph on level road. Considering Friction resistance = 0
Determine the maximum inclination it can rise at 30 kmph in
top gear.
Take coefficient of rolling resistance as 0.03 and aerodynamic
coefficient as 0.032.
K Vivek Chawla
Sol
At its peak speed : Racc = 0, and on level road Rg = 0.

total resistance at 90 kmph will be
RT = Rr + Ra
R T = C r W + Ca A V ²
= (0.03 x 1340) + 0.032 x 2.5 x 90 ²
= 40.2 + 648 = 688.2 kg
At 30 kmph R acc = 0,
Rg = W sin θ = 1340 sin θ, and
R r = Cr W
Rr = 0.03 x 1340 kg = 40.2 kg, and K Vivek Chawla
Sol
Ra = Ca x A x V²
Ra = 0.032 x 2.5 x 30² = 72 kg
RT = Racc + Rg + Rr + Ra
RT = 0 + 1340 sin θ + 40.2 + 72
= (1340 sin θ + 112.2) kg

K Vivek Chawla
Variation in total resistance will result in either varied speed

or varied inclination of the vehicle.
Hence equating total resistances at 90 kmph and 30 kmph as
given by
688.2 = 1340 sinθ + 112.2
K Vivek Chawla
Calculate the power required in an engine fitted on a truck
whose weight is 25 kN, frontal cross-sectional area is 3.25 m²
, and which can run on level road at a highest speed of 80
kmph. The mechanical efficiency of the engine is 80% and the
transmission efficiency of vehicle is 90%. Considering Friction
resistance = 0
Assuming propulsive resistance to be 10% more than RT.
K Vivek Chawla
Rr = Cr mg
Rr = 0.02 x (25 x 1000) = 500 N,
R a = Ca A V ²
Ra = 0.035 x 3.25 x 80² = 728 N
RT = Racc + Rg + Rr + Ra
RT = 0 + 0 + 500 + 728 = 1228N
R propulsive = 1.1 X 1228 = 1350.8 N
(R propulsive is to be used instead of RT if
calculated )
= R propulsive x V
3600 X ηm X ηt K Vivek Chawla
= R propulsive xV
3600 X ηm X ηt
K Vivek Chawla
A 4-ton truck having effective frontal cross-sectional area 2.4
m² is to be propelled at 60 kmph on a grade of 10%.
The rolling resistance is 20 kg/tonne of the vehicle, and
aerodynamic coefficient is 0.0035 . Considering Friction
resistance = 0
Determine
(a) the required engine power if the transmission efficiency is
93%. If an engine of 130 Bhp is installed on it, what will be
(b) the drawbar horsepower at 60 kmph and 30 kmph, and
(c) pull at 30 kmph.
K Vivek Chawla
Sol
W Sinθ
( for 4 Ton )
K Vivek Chawla
Sol m/min & Kgf
For 30 Kmph
K Vivek Chawla
Sol
On putting values we get, Bhp at 30 kmph = 58.25 .
This value, when substituted yields
Dhp at 30 kmph = 71.75
C ) Pull at 30 kmph is the difference in the values of total
resistance at 60 kmph and 30 kmph.
So, on subtracting ( RT at 60 Kmph – RT at 30 Kmph )
Pull = 510.24 - 487.56 = 22.68 kgf
K Vivek Chawla
Numerical
On downward slope of 1 in 30, a 50 kN bus rolls-down at 18
kmph with its engine closed (non-operative).
Road resistance at this speed is just sufficient to prevent any
acceleration also Considering Friction resistance = 0
If the effective width and height of the bus front is 2.0 m and
2.35 m respectively,
determine (a) road resistance, and (b) power of the engine to
run-up the same slope at double the speed, when road
resistance remains the same.
Assuming transmission efficiency as 88%,
K Vivek Chawla
Sol
K Vivek Chawla
Sol
Assuming transmission efficiency as 88%,
K Vivek Chawla
POWER 
A two-stroke cycle internal combustion engine has a mean

effective pressure of 6 bar. The speed of the engine is 1000
r.p.m. If the diameter of piston and stroke are 110 mm and
140 mm respectively, find the indicated power developed.
K Vivek Chawla
POWER 
Sol
Mean effective pressure (indicated), Pmi = 6 bar
K Vivek Chawla
POWER 
A four-cylinder four-stroke petrol engine develops 14. 7 kW at
1000 r.p.m. The mean effective pressure is 5.5 bar. Calculate
the bore and stroke of the engine, if the length of stroke
is 1.5 times the bore.
K Vivek Chawla
POWER 
Number of cylinder , n = 4
K Vivek Chawla
POWER 
A single-cylinder, four -stroke cycle oil engine is fitted with a
rope brake. The diameter of the brake wheel is 600 mm and
the rope diameter is 26 mm. The dead load on the brake
is 200 N and the spring balance reads 30 N. If the engine runs
at 450 r.p.m., what will be the brake power of the engine ?
K Vivek Chawla
POWER 
Diameter of the brake wheel, Db = 600 mm = 0.6 m
Rope diameter, d = 26 mm = 0.026 m
Dead load on the brake, W = 200 N
Spring balance reading, S = 30 N
Engine speed, N = 450 r .p.m.
K Vivek Chawla
POWER 
A four-cylinder four-stroke S .I. engine has a compression ratio
of 8 and bore of 100 mm, with stroke equal to the bore. The
volumetric efficiency of each cylinder is equal to 75% . The
engine operates at a speed of 4800 r.p.m. with an air-fuel
ratio 15.
Given that the calorific value of fuel = 42 MJ/kg,
atmospheric density = 1.12 kg/m³,
mean effective pressure in the cylinder = 10 bar and
mechanical efficiency of the engine = 80%,
determine the indicated thermal efficiency and the brake
power.
K Vivek Chawla
POWER 
K Vivek Chawla
POWER 
K Vivek Chawla

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Automotive Engineering

4- Lecture per week

i. U.S.A: General Motors, Ford-Ford Cars, Chrysler

Reciprocating engine type prime movers:-

Non-Conventional energy prime movers:-

(a) Electrical generator-motor-wheel system

r is the compression ratio, and is related as

•It takes two full revolutions of the crankshaft to complete the

• One full revolution of the crankshaft is equal to 360 degrees

•The volume of the cylinder with the piston at BDC compared

•Constructional details of a 4-stroke spark ignition (petrol)

1. Stationary or Structure forming components, and

•Adjacent to this crown is first land. There can be 2 to 3 lands

•Grooves are cut between these lands to accommodate the

•A thin lubricating oil film separates piston from the cylinder

•Piston also incorporates provisions of heat transfer and load

•Al-pistons are of thicker sections

•The dust, dirt and carbon particles present in lubricating oil

• Pappet valves are most common amongst them

•Made up of Austenitic steel

Valve operating mechanism for an overhead

•With more rotation of the camshaft, the valve spring

• Valves get closed.

Exhaust manifold showing flow of burnt gases in

A typical flat air filter element

Oil flow through the filter,Courtesy of Ford Motor Company

Oil flow through the filter, Courtesy of Ford Motor Company

The core of a radiator is placed between plastic or aluminium

•The velocity of air increases as it

Simple Carburettor  K Vivek Chawla

•Since the jet has a very fine bore,

Idling and low speed (From no-load to about 20% of rated

2. Cruising or normal power (from about 25% to about 75%

Maximum power (From 75% to 100% of rated power):

•It provides increasingly richer mixture as the throttle is

•During idling, nearly closed throttle causes a reduction in air

• Simple Carburettor does not have arrangement for providing

In order to correct for faults :

petrol surface being lower

Solution. Given : D = 100 mm = 0.1 m ; L = 120 mm = 0.12 m ;

Please Check above url on internet

These terms are basically related to engine dimensions

Following types of powers are being quoted with

1. Indicated power (Ip) 2. Brake power (Bp)

3. Frictional power (Fp), and 4. Taxable horsepower

•The actual power of an engine which is useful to propel

the Ip is calculated from the following formula.

•Loss of power due to friction occurs at many places in the

•major causes of this loss is “friction” between piston-rings

• normally accounts for about 75% of all frictional losses in

• Other sources of friction losses are crankpin and connecting

•Friction losses in an engine are expressed in terms of friction

•This loss is less at low speeds of an engine, and increases

•Variation of frictional horsepower (a loss) as a function of

Friction Power = Indicated Power – Brake Power

Mean effective pressure and torque :

•The taxable horsepower (Thp) rating of engines is

• It is also used to categorize engines on a uniform

• Vehicles should be grouped in different categories.

•This is similar to weightlifting or boxing games in

•Thus a 2-wheeler and a car will run in the same

•Thp is also known as SAE horsepower. It is

•where D is bore in inch and N is number of cylinder.