A SEMINAR REPORT

On
DTS-i Technology

Submitted by
Rajesh Kumar Sahoo
Regd. No.:1301367074
Under the guidance of
Asst. Prof. Bimal Ranjan Pattanaik, Dept. of ME
in partial fulfillment for the award of the degree of
B.Tech
in
MECHANICAL ENGINEERING
at
Biju Patnaik University of Technology, Orissa

PLOT NO. 1, IDCO INDUSTRIAL ESTATE, KHURDA,

BHUBANESWAR - 752057

CERTIFICATE OF APPROVAL

This is to certify that the seminar report entitled DTS-i Technology, that has been prepared
under my/our supervision by Rajesh Kumar Sahoo is accepted in partial fulfillment of the
requirements for the degree of Bachelor of Technology in Mechanical Engineering and this work
has not been submitted elsewhere before for any academic degree.

H.O.D.
Dept. of Mechanical Engg.
Radhakrishna Institute Of Technology and Engineering,
Bhubaneswar.

Seminar Guide

CONTENT
1 Introduction........................................................................................ ..1-2
1.1Purpose of Ignition System............................................................... 1
1.2 Conventional Single Spark Plug Ignited Four-Stroke Engine..................................... 1
1.3 Digital Twin Spark System.............................................................................................. 2

2 DTSI SYSTEM: TERMINOLOGY....... 2-6

2.1 Ignition Timing................................................... 3
2.2 Digital Ignition system................................................................................................ 4

3 DTSI SYSTEM: CONSTRUCTIONAL DETAI....................................... 6-7

3.1 Various Components of DTSi Engine............................................................................. 6

4 DTSI SYSTEM: WORKING.......................................... 8-16

4.1 CDI......................................................................................................... 8
4.2 TRICS III ...... 8

5 ADVANTAGES OF DTSI SYSTEM..........................................................9-12

5.1 Performance .... 9
5.2 Fuel Efficiency: ... 10
5.3 Statistics...11

6 DISADVANTAGES OF DTSI ENGINES................................................. 13

7 LATEST DEVELOPMENT IN DTSI ENGINES..................................... 13
7.1 Digital Twin Spark Swirl Induction (DTS - Si) .. 13
7.2 Digital Twin Spark Fuel Injection (DTS - Fi) .... 15
7.3 Digital Triple Spark Ignition ....... 15

8. SUMMARY..................................................... 16

ACKNOWLEDGEMENT

I express my gratitude and sincere thanks to Asst.

Pattanaik, for his

Prof. Bimal Ranjan

guidance and support during the seminar work. I truly appreciate and

value his esteemed guidance and encouragement from the beginning to the end of this seminar,
his knowledge and company at the time of crisis would be remembered lifelong. My sincere
thanks to Rajesh Kumar Bhuyan, H.OD, Mechanical Engineering Department, KEC, who
also helped during the seminar work. I also thank all faculty members of the Department of
Mechanical Engineering for their timely advice and providing necessary facility, which led to the
completion of the present work.
Finally, I thank all my friends, who have directly or indirectly helped me in the
completion of the seminar work and making the report.

NAME: Rajesh Kumar Sahoo

Regd. No.:1301367074

ABSTRACT
One of the requirements of an efficient engine is the correct amount of heat shock, delivered at
the right time. This requirement is the responsibility of the ignition system. Digital ignition
system is same as an electronic ignition system in which spark timing is controlled by a
computer that continuously adjust ignition timing to obtain optimum combustion.
The digital spark ignition is the best alternative for conventional ignition system. Computerized
control gives accurate timing for all operating conditions. At the same time use of two spark
plugs improves thermodynamic efficiency and power available.
It is also good solution to reduce pollution since it minimizes emission levels. Also it is flexible
enough in mounting location. This is important because todays smaller engine compartment.
Thus it is better in all areas like power, speed, efficiency and clean emission and hence it has
brought a new evaluation in automobile industry.

INTRODUCTION

1.1 Purpose of Ignition System

For each cylinder in an engine, the ignition system has three main jobs:
1. It must generate an electrical spark they have enough heat to ignite the air fuel mixture
in the combustion chamber.
2. It must maintain the spark long enough to allow for the combustion of all the air-fuel
mixture in the cylinder.
3. It must deliver the spark to each cylinder so combustion can begin at the right time
during the compression stroke to each cylinder.
When the combustion process is completed, a very high pressure is exerted against top of the
piston. This pressure pushes the piston down on its power stroke and is the force that gives the
engine power. For an engine to produce maximum power it can, the maximum pressure from
combustion should be present when the piston is at 10 to 23 degrees after the top dead center.
Because combustion of air-fuel mixture within the cylinder takes short period of time, usually
in milliseconds, the combustion process must begin before the piston is on its power stroke.
Therefore, the delivery of the spark must be timed to arrive at some time before the piston
reaches the top dead center.

1.2 Conventional Single Spark Plug Ignited Four-Stroke Engine

The orthodox single cylinder, four-stroke, spark ignition engine is generally equipped with a
single spark plug. The fresh charge (air fuel mixture) that entered the cylinder during the
suction stroke is compressed during the compression stroke resulting in the increase of pressure
and temperature of the charge. The spark plug, usually situated at one end of the combustion
chamber, ignites the air-fuel mixture and the ensuing flame spreads like a slowly inflating
balloon. There is an inevitable delay for this inflating balloon to reach the furthest part of the
combustion chamber. So, there are pockets of poor combustion within the chamber and,
overall, the combustion is slow and inefficient. But there are some problems that single spark
flame propagation cannot give optimal combustion hence DTSi system is invented and
Patented by Bajaj Auto.

1.3 Digital Twin Spark System

The Digital Twin Spark Ignition technology, patented by Bajaj Auto, takes care of this slower
combustion problem in a simple way. The cylinder head is equipped with two spark plugs,
instead of the usual one. By generating two sparks at either ends of the combustion chamber,
(approximately 90 to the valve axis) the air-fuel mixture gets ignited in a way that creates two
flame fronts and, therefore, a reduction in flame travel of the order of 40 per cent is achieved.
A fast rate of combustion is achieved leading to faster rise in pressure. The obvious outcome
of this is more torque, better fuel efficiency and lower emissions. An electronic device
(microprocessor) controls the firing order of these twin spark plugs. The fresh charge that
entered the cylinder during the suction stroke is compressed during the compression stroke.
Then a spark will be ignited by one of the twin spark plugs and the flame front begins to expand
like an inflating balloon. In the mean while another spark will be ignited by another spark plug
as per controls of the microprocessor. The flame front also begins to expand like an inflating
balloon. Therefore, the areas that are not covered by the first flame front will be covered by
second flame front resulting in the complete & rapid combustion of the fuel. This technology
is incorporated in Bajaj bikes since 2003, in series of Pulsar and Discover.

Figure 1: Conventional Single Spark & DTSi Ignition system

DTSI SYSTEM: TERMINOLOGY

2.1 Ignition Timing

Ignition timing refers to the precise time spark offers and is specified by referring to the position
of the piston in relation with crank shaft rotation. Ignition timing reference marks can be located
on engine parts and on a pulley or fly wheel to indicate the position of the piston. Vehicle
manufacturer specify initial or base ignition timing. When the marks are aligned at TDC or 0,
the piston in cylinder is at TDC of its compression stroke. Additional numbers on a scale
indicates the number of degrees of crank shaft rotation before TDC or after TDC. In majority
of engines, the initial timing is specified at a point between TDC and 20 degrees BTDC.
If optimum engine performance is to be maintained, the ignition timing of the engine must
change as the operating condition of the engine change. All the different operating conditions
affect the speed of the engine and load on the engine. All ignition timing changes are made in
reference is made to following primary factors:

2.1.1 Engine RPM:

At higher rpm, the crank shaft turns through more degrees in a given period of time. If
combustion is to be completed by 10 degrees ATDC, ignition timing must occur sooner or
advanced however, airfuel mixture turbulence increases with rpm. This causes the mixture
inside cylinder to turn faster. Increased turbulence requires that ignition must occur slightly
later or be advanced. These two factors must be balanced for the best engine performance.
Therefore, while the ignition timing must be advanced as engine speed increases, the amount
of advance must be decreased some to compensate for the increased turbulence.

Figure 2: Effect of speed on ignition timing (at High Speed & at Low Speed)

2.1.2 Engine Load:

The load on engine is related to the work it must do. Driving uphill or pulling extra weight increases
engine load. Under load there is resistance on the crank shaft, therefore the piston has a harder time
moving through dead strokes. This is evident by low vacuum during the heavy loads. Under light loads
and with the throttle plates partially opened, a high vacuum exists in the intake manifold. The amount
of air air-fuel mixture drawn into the manifold and cylinder is small. On compression, this thin mixture
produces less combustion pressure and combustion time is less. To complete combustion by 10 degrees
ATDC, ignition time must be advanced.
Under heavy loads when the throttle is opened fully a larger mass of air-fuel mixture can be drawn in
and the vacuum in the manifold is low. High combustion pressure and rapid burning results. In such a
case the ignition timing must be retarded to prevent complete burning from occurring before 10 degrees
ATDC.

2.2 Digital Ignition system

Digital ignition system is same as an electronic ignition system in which spark timing is
controlled by a computer that continuously adjust ignition timing to obtain optimum
combustion. The ignition system on the Twin spark is a digital system with static spark advance
and no moving parts subject to wear. It is mapped by the integrated digital electronic control
box which also handles fuel injection and valve timing. It features two plugs per cylinder. This
innovative solution, also entailing a special configuration of the hemispherical combustion
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chambers and piston heads, ensures a fast, wide flame front when the air-fuel mixture is ignited,
and therefore less ignition advance, enabling, moreover, relatively lean mixtures to be used.
This technology provides a combination of the light weight and twice the power offered by
two-stroke engines with a significant power boost, i.e. a considerable "power-to-weight ratio"
compared to quite a few four-stroke engines. The actual picture of Bajaj Pulsar Bike is Moreover, such a system can adjust idling speed & even cuts off fuel feed when the accelerator
pedal is released, and meters the enrichment of the air-fuel mixture for cold starting and
accelerating purposes; if necessary, it also prevents the upper rev limit from being exceeded.
At low revs, the over boost is mostly used when overtaking, and this is why it cuts out
automatically. At higher speeds the over boost will enhance full power delivery and will stay
on as long as the driver exercises maximum pressure on the accelerator.

Figure 3: Cut Section view of DTSi Engine of Pulsar 2 Valve DTSi engine

2.2.1 Main Characteristics of DTSi System

Main characteristics of DTSi System are as follows
1. Digital electronic ignition with two plugs per cylinder and two ignition distributors; (in
case of multi cylinder TS engine)
2.

Twin overhead cams with camshaft timing variation;(for 4 valve)

3.

Injection fuel feed with integrated electronic twin spark ignition;

4.

A high specific power;

5.

Compact design and Superior balance.

2.2.2 Benefits of Twin Spark

1.

Improved thermodynamic efficiency.

2.

More effective combustion at yielding and low speed.

3.

Considerable reduction in specific fuel consumption.

4.

Reduction in exhaust emission.

5.

Less chance of ignition system failure

DTSI SYSTEM: CONSTRUCTIONAL DETAIL

3.1 Various Components of DTSi Engine
The construction of DTSi engine (here we are considering about Bajaj Pulsar 180 DTSi model)
is same as that of the conventional 4-Stroke engine. It consists of following parts:
Piston

Cylinder

Crankshaft

Connecting rod

Carburetor

2-sparkplug

4-valves

CDI unit (ECU)

TRICS III Unit

Position Sensors

A/D Converter

Camshaft

Here the only change made is that the 2-sparkplug placed at the two-opposite end of the
combustion chamber. The 180cc Pulsar DTSi engine sticks with the aluminum alloy cased 4
stroke cycle engines that are clearly based on the earlier tried and tested power plant. Its Single
cylinder is air cooled % still displaces 178.6cc. Bajaj has used its patented DTSi technology,
which ensures the engines twin plugs are set to ignite together in one instant according to need.
This means the twin sparks travel to combust mixture from opposite ends of the combustion
chamber and accelerate this process thereby delivering higher power output as improved fuel
economy. The bike also employs ExhausTEC, or a resonance chamber sitting on the silencer
that helps pack a healthy punch low in the bikes power band. This engine gives about 17.02bhp
at 8500 rpm & torque of 14.22Nm@6500.

Here we all know about the conventional mechanical parts of engine so we can skip and go to
important parts of DTSi engine system. In Pulsar 180 cc DTSi technology based engine is used
and it has the technologies called TRICS III and CDI. It works on the DTSi technology,
depending on Throttle load, Engine speed and Load, and according sends the signal getting
from position sensors.

Figure 4: CAD view of Pulsar 180cc 4valve DTSi Engine

DTSI SYSTEM: WORKING

The working of DTSi engine is very similar to 4-stroke engine but here the only modification
done is we are using two spark plug at two ends of the combustion chamber, which require less
time to reach the farthest position of the combustion chamber and optimize the combustion
chamber characteristics.
There is some advance technology used in DTSi engine which makes it more powerful than
the conventional single sparkplug 4-stroke engine like
1. Tricks III technology
2. CDI technology
These above technologies are discussed below

4.1 CDI
The Intelligent Capacitor Discharge Ignition contains a microprocessor, which continuously
senses different speeds and load on engine and responds by altering ignition timing. A Digital
CDI with an 8 bit microprocessor chip handles the spark delivery. The programmed chips
memory contains an optimum Ignition timing for any given engine rpm, thereby obtaining the
best performance characteristics from the combustion chamber. Working together with the
TRICSIII system, the microprocessor's memory provides optimum ignition timings for any
given engine rpm, thereby obtaining the best combustion performance. It improves fuelefficiency and reduces engine noise and vibration through smoother power delivery.

4.2 TRICS III

Throttle Responsive Ignition Control System 3rd generation. It is a means of controlling the
Ignition by operating the Throttle. Depending on the needs of the Rider whether it be cruising,
acceleration or max speed, the ignition requirements constantly change. Based on a particular
amount of Throttle opening, the Magnetic field generated by the Magnet opens or closes the
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Reed switch. The Reed switch is connected to the Digital CDI, which signals the CDI to
change/switch, the desired Ignition Advance Timing Maps. This helps in achieving a good
balance between drivability and Optimum Ignition Spark advance, resulting in an almost
perfect Ignition Spark advance for every Throttle opening and Engine rpm. Throttle Responsive
Ignition Control System - III is an intelligent system which can quickly adapt ignition timing
to suit different riding characteristics.
TRICS III helps in achieving a good balance between low-to-mid range torque and top-end
power. This helps to ride easily in different conditions like flyovers, hilly areas, dense traffic
and highway cruising

ADVANTAGES OF DTSI SYSTEM

5.1 Performance
There is a new feel to the power, strong yet not daunting in the least, torque and smooth in its
delivery. For 180 DTSi 0 to 80 comes up in 6.8 sec. while 0 to 100 kmph is attained in 14.66
seconds. It is not just raw speeds and times that are impressive but the manner in which the
engine just spews the forth the juices in manner in which is thoroughly intoxicating. The pulsar
150 benefits with DTSi technology with all round gains in acceleration and maximum speeds.

Quantity

150 cc Engine

180 cc Engine

Old

DTSi

Old

DTSi

Power (bhp)

12

15

15

17.02

Torque (Nm)

10.8

12.5

13.20

14.72

Max Speed

100

120

107

127

Table 1: Comparison of Performance of Old & New DTSi Pulsars

5.2 Fuel Efficiency:

Due to DTSi system it is possible to combine strong performance and fuel efficiency. The
improved engine efficiency modes have also resulted in lowered fuel consumption. Taking the
180 pulsars first, fuel consumption in city was averaged 43.3 kmph. However, she went better
in steady speed 80 kmph highway mode she recorded 46 km/l as company noted. Pulsar
delivers shattering performance and high levels of actual on road fuel efficiency but that both
bikes meet the Government of Indias emission norms for 2005 right now itself without use of
any secondary devices.

Figure 5: Comparison of Power of Old Pulsar 180 & New DTSi Pulsar 180
For the number crunches the power output and torque outputs have increased. The graph shows
the comparison between original pulsar & pulsar DTSi. The gains are not just in peak power
and torque but also in lowering the torque peak and torque spread even better across the rev
range. What the DTSi system does is to overcome the problem on a small capacity four stroke
engines in a very elegant manner with the use of two spark plugs placed diametrically opposite
to each other in the combustion chamber, normal to the valve plane. The initiation of two flame
fronts, invoked instantaneously combustion, reduced the required flame travel length required
to burn the charge.
The Coefficient of variance of indicated mean effective pressure at part throttle has improved
by 50%. For a given fuel ratio when running in part throttle condition the indicated mean
effective pressure has gone up by 15% in the Pulsar 180.

10

This further helped the Bajaj bowfins to mote run the high compression ratio 9.6:1 of the
original but with a leaner air furl mixture which its reward in enhanced fuel efficiency without
stunting the power & torque produced. Data supplied by Bajaj auto (indicating BSFC- brake
specific fuel consumption being reduced by 10% in 150cc & 1.7% in 180cc) & experienced in
our tests on both road & track confirmed the enhanced efficiency fuel bits & also bring a smile
to the faces of those who forever revel in wringing the throttle wide open. Add to that the virtual
absence of knock & one has an engine which many would kill for just to put their names plates
on.

At last we can enlist these advantages as follows:

1.

Less vibrations and noise

2.

Long life of the engine parts such as piston rings and valve stem.

3.

Decrease in the specific fuel consumption

4.

No overheating & better work output

5.

Increase the Thermal Efficiency of the Engine & even bear high loads on it.

6.

Better starting of engine even in winter season & cold climatic conditions or at very low
temperatures because of increased Compression ratio.

7.

Because of twin Sparks the diameter of the flame increases rapidly that would result in
instantaneous burning of fuels. Thus, force exerted on the piston would increase leading
to better work output.

8.

Twin ignition tends to improve the engines fuel consumption under part load operating
conditions.

9.

Twin ignition helps the ignition advance timing to be somewhat retarded which tends to
improve the engines smoothness and response.

5.3 Statistics
The following are the various statistics showing the advantages of application of DTSi & its
derived technologies i.e. the comparison of various aspects of 150 cc categories and 125 cc
category bikes.

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Figure 6: Comparison of various aspects in 150cc category

Figure 7: Comparison of various aspects in 125cc category

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DISADVANTAGES OF DTSI ENGINES

The disadvantages are listed below

There is high NOx emission

If one spark plug get damaged, then we have to replace both

The cost is relatively more

You spend double the amount on spark plugs when it is time to replace them.

The engine tends to overheat and loose power at higher speeds as compared to a single
plug engine.

In case the Engine is kept unused for a long time soiling of spark plugs occur. Twin
Spark system helps to reduce this problem.

It does not deliver any better mileage and acceleration than that derived from a single
spark plug.

LATEST DEVELOPMENT IN DTSI ENGINES

DTS-i.e. Engine can be further tuned to deliver exhilarating performance or exceptional

mileage. The further advances of DTS-I technologies are

Digital Twin Spark Swirl Induction (DTS - Si)

Digital Twin Spark Fuel Injection (DTS - Fi)

Digital Triple Spark ignition

7.1 Digital Twin Spark Swirl Induction (DTS - Si)

The DTS-I technology is the parent technology for this latest DTS-Si technology (Used in Bajaj
XCD 125, XCD 135). Even though a faster rate of combustion is achieved by incorporating
the DTS-I technology, there is a chance for further of improvement of rapid combustion process

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at lighter loads. When there is a sufficient or heavy load on the engine, the 4 stroke cycle
completes at a faster rate resulting in the faster combustion because of the twin sparks produced
by the twin plugs. But when there exists a lighter load on the engine, the 4 stroke cycle will
not complete at a faster rate. Therefore, even the incorporation of twin spark plugs cannot aid
the faster combustion i.e. still a better rate of combustion can be achieved at lighter loads.
Combustion efficiency in lean Air-Fuel mixture conditions can be further improved by
generating high turbulence in the combustion chamber. Combustion chambers having low
turbulence give rise to propagation of a flame front, which is akin to that of a gradually
expanding balloon. This results in a slower rate of combustion and thus slower rate of pressure
rise. End result is lower efficiency. When high turbulence is generated and combustion takes
place, the surface of the ballooning flame front fragments itself, with projection like fingers,
which increases its surface area, thereby improving combustion further. Here comes the Swirl
Induction concept, which is meant for producing higher turbulence in the combustion chamber.
Swirl Induction is nothing but imparting a swirling motion to the fresh charge that enters the
combustion chamber. This can be done by making slight modifications in the ports positioning
of engine.
The DTS-Si engine will have two spark plugs but it differs from the parent DTS-I engine in
the design of position of the ports. The straight ports used in conventional engines have
limitations in generating high swirl values due to their geometry. One of the ways to generate
more swirl is to have a port configuration that promotes this phenomenon. An offset port
configuration was arrived upon and optimized to generate the required swirl numbers.
Incorporated in the new engine, this results in a swirling motion of the incoming charge, which
decays itself into turbulence as the piston moves in the Induction and Compression strokes.
This results in the Air-Fuel mixture being more thoroughly mixed and spread around the
combustion chamber. Sparks provided by the twin spark plugs ignite this highly turbulent and
compressed Air-Fuel mixture, leading to a flame front with high surface area, resulting in a
rapid rise of pressure due to rapid combustion. The values of turbulence achieved now, are
substantially higher than that of a straight port cylinder head, such as in DTS-i. A combination
of DTS-i and Swirl induction thus provides extremely rapid combustion, resulting in high
efficiency.

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7.2 Digital Twin Spark Fuel Injection (DTS - Fi)

DTS Fi is another advancement of the parent DTS i technology. This technology is the
combination of both DTS i and fuel injection. This technology is meant for increasing the fuel
efficiency in power bikes. Generally, in conventional 4-stroke engines, which use petrol as
fuel, makes use of carburetor, which mixes the fuel and fresh air in required ratio and supplies
the same to the combustion chamber. The process is similar for all loads. But the fuel
consumption will be more when there is a heavy load on the engine and it is less when there is
a light load on the engine. It is impossible for a conventional carburetor to take care of the fuel
supply for these varying loads. Therefore, there is a need for some intelligent device that
controls the fuel supply according to the varying loads. That so wanted intelligent device is
nothing but the Electronic Control Unit (ECU). The Electronic Control Unit is a
microprocessor based system and can be regarded as the brain of the fuel injection system. It
processes information sent by various sensors and instantly determines optimum fueling and
spark timing for various engine-operating conditions. The ECU contains detailed information
of the engine's characteristics from which it picks the necessary data for commanding both
fueling & sparks timing.

7.3 Digital Triple Spark Ignition

At the heart of the new Pulsar is its cutting-edge engine which sets new benchmarks in
performance, emission and incidentally also fuel efficiency. The DTS-i (Digital Twin Sparkignition) technology launched in 2003 marked a unique first in the history of Indian Motoring.
The new Pulsar takes this technology altogether to another level with a SOHC 4-valve Triple
Spark engine controlled by an advanced Electronic Control Unit for an absolutely unmatched
performance. To support this exhilarating heart-pumping performance the bike comes with
liquid cooling and a six-speed gear box. The Pulsar 200NS chassis comprises a pressed steel
perimeter frame and a Rectangular tube section swing arm delivering over three times the
lateral stiffness of a P220 frame. These deliver outstanding high speed handling and cornering
stability. The centrally located muffler and the unique gas filled Nitrox mono suspension
further improve the ride and handling of the bike due to low & centralized CG position. The
Pulsar design character has evolved with the performance & dynamics. It's become stronger,
more aggressive with a street fighter stance. The look just begs you to ride it. Once astride, the
sporty Speedo console, triple-tree clip-ons, the signature clips and the illuminated switches

15

evoke the design, fit and finish so far exclusively reserved for much more expensive super
sports bikes. The new 200cc Pulsar is probably the most stunning sports bike in its class oozing
raw muscular appeal. To make use of 3 spark plugs, the pulsar engine houses a pent roof
combustion chamber which in turn allows housing 3 spark plugs in the engine chamber. Out
of the three plugs, the primary plug is the center one and is mounted in an angle and enters the
chamber at the top-center. The other two secondary plugs are mounted below, each opposite
each other and one of them being vertically underneath the primary plug. The secondary plugs
fire a bit after the primary one has fired and the timings are controlled by the ECU depending
on various parameters like throttle position, engine revs, load on engine and much other stuff.
According to Bajaj, these plugs gain an advantage in low-rev riding condition where it extracts
the best economy.

SUMMARY

Hence it can be concluded that the application of this technology in the present-day
automobiles will give the present generation what they want i.e. power bikes with fuel
efficiency. Since these technologies also minimize the fuel consumption and harmful emission
levels, they can also be considered as one of the solutions for increasing fuel costs and
increasing effect of global warming. The use of these technologies ensures rapid combustion
of the fuel in the combustion chamber, lower emissions and thereby an increase in the fuel
efficiency. Better low end torque, Lower fuel delivery and optimization of spark timing,
improved cold start, quick warm up and excellent response to the sudden acceleration, Lower
emission levels, Self-detection and communication of fuel system malfunctioning if any are
also some of the important advantages of these technologies. We can hope for still better
technologies, which can achieve still better results because there is no end for innovation.

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