INTRODUCTION

The Otto cycle is a set of processes used by spark ignition internal combustion engines (2-
stroke or 4-stroke cycles). These engines a) ingest a mixture of fuel and air, b) compress it, c)
cause it to react, thus effectively adding heat through converting chemical energy into thermal
energy, d) expand the combustion products, and then e) eject the combustion products and
replace them with a new charge of fuel and air.

the intake stroke – The piston moves from top dead center (TDC) to bottom dead center (BDC)
and the cycle passes points 0 → 1. In this stroke the intake valve is open while the piston pulls
an air-fuel mixture into the cylinder by producing vacuum pressure into the cylinder through its
downward motion.

 the compression stroke – The piston moves from bottom dead center (BDC) to top
dead center (TDC) and the cycle passes points 1 → 2 . In this stroke both the intake and
exhaust valves are closed, therefore the fuel-air mixture is compressed. At the end of this
stroke the fuel-air mixture is ignited by a spark, which causes further increase in pressure
and temperature in the chamber. At the end of this stroke the crankshaft has completed
a full 360 degree revolution.
 the power stroke – The piston moves from top dead center (TDC) to bottom dead
center (BDC) and the cycle passes points 2 → 3 → 4. In this stroke both the intake and
exhaust valves are closed. At the beginning of the power stroke, a spark ignites the fuel-
air mixture in the combustion chamber, which in turn causes a very rapid combustion of
the fuel. In this stroke the piston is driven towards the crankshaft, the volume in
increased, and the pressure falls as work is done by the gas on the piston.
 the exhaust stroke. The piston moves from bottom dead center (BDC) to top dead
center (TDC) and the cycle passes points 4 → 1 → 0. In this stroke the exhaust valve is
open while the piston pulls an exhaust gases out of the chamber. At the end of this
stroke the crankshaft has completed a second full 360 degree revolution.
.INTAKE STROKE. — The intake stroke begins attop dead center, and as the piston moves down,
theintake valve opens. The downward movement of thepiston creates a vacuum in the cylinder, causing a
fueland air mixture to be drawn through the intake port intothe combustion chamber. As the piston
reaches bottomdead center, the intake valve closes.
COMPRESSION STROKE.— The compressionstroke begins with the piston at bottom dead center
andrising up to compress the fuel and air mixture. Since boththe intake and exhaust valves are closed,
there is noescape for the fuel and air mixture, and it is compressedto a fraction of its original volume. At
this point, the fueland air mixture is ignited.
POWER STROKE.— The power stroke beginswhen the fuel and air mixture is ignited, burns
andexpands and forces the piston down. The valves remainpower stroke ends as the piston reache
s bottom deadcenter.
EXHAUST STROKE.— The exhaust strokebegins when the piston nears the end of the power
strokeand the exhaust valve is opened. As the piston
movesupward towards top dead center, it pushes the burntgases, resulting from the ignition of the
fuel and airmixture, out of the combustion chamber and through theexhaust port. As the piston reaches
top dead center,ending the exhaust stroke, the exhaust valve closes, andthe intake valve opens to begin the
intake stroke for thenext cycle.

A reciprocating engine is an engine that uses one or more pistons in order to

convert pressure into rotational motion. They use the reciprocating (up-and-down) motion of the
pistons to translate this energy.[1] There are many different types, including the internal
combustion engine which is used in most motor vehicles, the steam engine which is a type
of external combustion engine, and the Stirling engine. A rotary engine would do the same task
as reciprocating engine but in a very different manner due to its triangular rotor.

A four-stroke cycle engine is an internal combustion engine that utilizes four distinct piston strokes
(intake, compression, power, and exhaust) to complete one operating cycle. The piston make two
complete passes in the cylinder to complete one operating cycle. An operating cycle requires two
revolutions (720°) of the crankshaft. The four-stroke cycle engine is the most common type of small
engine. A four-stroke cycle engine completes five Strokes in one operating cycle, including intake,
compression, ignition, power, and exhaust Strokes.

Intake Stroke

The intake event is when the air-fuel mixture is introduced to fill the combustion chamber. The intake
event occurs when the piston moves from TDC to BDC and the intake valve is open. The movement of
the piston toward BDC creates a low pressure in the cylinder. Ambient atmospheric pressure forces the
air-fuel mixture through the open intake valve into the cylinder to fill the low pressure area created by the
piston movement. The cylinder continues to fill slightly past BDC as the air-fuel mixture continues to
flow by its own inertia while the piston begins to change direction. The intake valve remains open a few
degrees of crankshaft rotation after BDC. Depending on engine design. The intake valve then closes and
the air-fuel mixture is sealed inside the cylinder.

Compression Stroke
The compression stroke is when the trapped air-fuel mixture is compressed inside the cylinder. The
combustion chamber is sealed to form the charge. The charge is the volume of compressed air-fuel
mixture trapped inside the combustion chamber ready for ignition. Compressing the air-fuel mixture
allows more energy to be released when the charge is ignited. Intake and exhaust valves must be closed to
ensure that the cylinder is sealed to provide compression. Compression is the process of reducing or
squeezing a charge from a large volume to a smaller volume in the combustion chamber. The flywheel
helps to maintain the momentum necessary to compress the charge.

Ignition Event

The ignition (combustion) event occurs when the charge is ignited and rapidly oxidized through a
chemical reaction to release heat energy. Combustion is the rapid, oxidizing chemical reaction in which a
fuel chemically combines with oxygen in the atmosphere and releases energy in the form of heat.

Proper combustion involves a short but finite time to spread a flame throughout the combustion chamber.
The spark at the spark plug initiates combustion at approximately 20° of crankshaft rotation before TDC
(BTDC). The atmospheric oxygen and fuel vapor are consumed by a progressing flame front. A flame
front is the boundary wall that separates the charge from the combustion by-products. The flame front
progresses across the combustion chamber until the entire charge has burned.

Power Stroke

The power stroke is an engine operation Stroke in which hot expanding gases force the piston head away
from the cylinder head. Piston force and subsequent motion are transferred through the connecting rod to
apply torque to the crankshaft. The torque applied initiates crankshaft rotation. The amount of torque
produced is determined by the pressure on the piston, the size of the piston, and the throw of the engine.
During the power Stroke, both valves are closed.

Exhaust Stroke

The exhaust stroke occurs whenspent gases are expelled from the combustion chamber and released to the
atmosphere. The exhaust stroke is the final stroke and occurs when the exhaust valve is open and the
intake valve is closed. Piston movement evacuates exhaust gases to the atmosphere.

---------

A two-stroke (or two-cycle) engine is a type of internal combustion engine which completes a
power cycle with two strokes (up and down movements) of the piston during only one crankshaft
revolution. This is in contrast to a "four-stroke engine", which requires four strokes of the piston
to complete a power cycle during two crankshaft revolutions. In a two-stroke engine, the end of
the combustion stroke and the beginning of the compression stroke happen simultaneously,
with the intake and exhaust (or scavenging) functions occurring at the same time.
Two-stroke engines often have a high power-to-weight ratio, power being available in a narrow
range of rotational speeds called the "power band". Compared to four-stroke engines, two-
stroke engines have a greatly reduced number of moving parts, and so can be more compact
and significantly lighter.

Intake

The fuel/air mixture is first drawn into the crankcase by the vacuum that is created during the
upward stroke of the piston. The illustrated engine features a poppet intake valve; however,
many engines use a rotary value incorporated into the crankshaft.

Crankcase compression

During the downward stroke, the poppet valve is forced closed by the increased crankcase
pressure. The fuel mixture is then compressed in the crankcase during the remainder of the
stroke.

Transfer/Exhaust

Toward the end of the stroke, the piston exposes the intake port, allowing the compressed
fuel/air mixture in the crankcase to escape around the piston into the main cylinder. This expels
the exhaust gasses out the exhaust port, usually located on the opposite side of the cylinder.
Unfortunately, some of the fresh fuel mixture is usually expelled as well.

Compression

The piston then rises, driven by flywheel momentum, and compresses the fuel mixture. (At the
same time, another intake stroke is happening beneath the piston).

Power

At the top of the stroke, the spark plug ignites the fuel mixture. The burning fuel expands, driving
the piston downward, to complete the cycle. (At the same time, another crankcase compression
stroke is happening beneath the piston.)

A traditional reciprocating internal combustion engineuses four strokes, of which two can be
considered high-power: the compression stroke (high power flow from crankshaft to the charge)
and power stroke (high power flow from the combustion gases to crankshaft).
In the Miller cycle, the intake valve is left open longer than it would be in an Otto cycle engine.
In effect, the compression stroke is two discrete cycles: the initial portion when the intake valve
is open and final portion when the intake valve is closed. This two-stage intake stroke creates the
so-called "fifth" stroke that the Miller cycle introduces. As the piston initially moves upwards in
what is traditionally the compression stroke, the charge is partially expelled back out through
the still-open intake valve. Typically this loss of charge air would result in a loss of power.
However, in the Miller cycle, this is compensated for by the use of a supercharger. The
supercharger typically will need to be of the positive displacement (Roots or Screw) type due to
its ability to produce boost at relatively low engine speeds. Otherwise, low-rpm power will
suffer..
Rotary (Wankel) engines
The rotary-piston internal-combustion engine developed in Germany is radically different in
structure from conventional reciprocating piston engines. This engine was conceived by Felix
Wankel, a specialist in the design of sealing devices, and experimental units were built and
tested by a German firm beginning in 1956. Instead of pistons that move up and down in
cylinders, the Wankel engine has an equilateral triangular orbiting rotor. The rotor turns in a
closed chamber, and the three apexes of the rotor maintain a continuous sliding contact with the
curved inner surface of the casing. The curve-sided rotor forms three crescent-shaped
chambers between its sides and the curved wall of the casing. The volumes of the chambers
vary with rotor position. Maximum volume is attained in each chamber when the side of the rotor
forming it is parallel with the minor diameter of the casing; the volume is reduced to a minimum
when the rotor side is parallel with the major diameter. Shallow pockets recessed in the flank of
the rotor control the shape of the combustion chambers and establish the compression ratio of
the engine.

Wankel rotary engineOne cycle of the Wankel rotary engine, showing (A) intake, (B) ignition,
and (C) exhaust stages.Encyclopædia Britannica, Inc.
In turning about its central axis, the rotor must follow a circular orbit about the geometric centre
of the casing. The necessary orbiting rotation is attained by means of a central bore in the rotor
in which an internal gear is fitted to mesh with a stationary pinion fixed immovably to the centre
of the casing. The rotor is guided by fitting its central bore to an eccentric formed on the output
shaft that passes through the centre of the stationary pinion. This eccentric also harnesses the
rotor to the shaft so that torque is applied when gas pressure is exerted against the rotor flanks
as the fuel and air charges burn. A 3-to-1 gear ratio causes the output shaft to turn three times
as fast as the rotor turns about the eccentric. Each quarter turn of the rotor completes an
expansion or a compression, permitting intake, compression, expansion, and exhaust to be
accomplished during one turn of the rotor. The only moving parts are the rotor and the output
shaft.
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inline engine is a reciprocating engine with banks of cylinders, one behind another, rather than
rows of cylinders, with each bank having any number of cylinders, but rarely more than six.
V
Engines with two banks of cylinders with less than 180° between them driving a common
crankshaft, typically arranged upright or inverted (e.g. upright Liberty L-12,
inverted Argus As 410).[1][2]

O or Horizontally Opposed
Engines with two banks of cylinders arranged at 180° to each other driving a common
crankshaft, almost universally mounted with banks horizontal for aircraft use, or with
crankshaft vertical for helicopter use, (e.g. horizontally mounted Continental O-190,
vertically mounted Franklin 6ACV-245).

The order or the sequence in which the combustion of fuel in the cylinder takes place in a multi
cylinder engines is called the firing order of engines.
1. When combustion of fuel takes place in cylinder tremendous amount of energy is
generated. Some part of the energy is converted into reciprocating motion of piston
which in turn rotates the crankshaft and remaining part of it is absorbed by the
surrounding (walls and casing). If combustion takes place in the second cylinder
immediately after the first cylinder the wall separating them would become extremely
hot which is not desired.Similar concept can be applied for the rest.
2. Cylinder firing order improves the distribution of the fresh charge in the manifold to
the cylinders and helps the release of the exhaust gases, while at the same time
suppresses torsional vibrations
3. The other reason being balancing of the forces acting on the crankshaft.
If combustion takes place in the sequence 1–2–3–4 it would result in unbalanced forces acting
on the crankshaft which leads to damage of bearing and huge loss to the crankshaft itself (viz. in
terms of life).

For more cylinder configuration:

OHC

In overhead cam engines, whether it's a V configuration or a straight configuration, the cam
which actuates the valves is located directly on top of said valves. The cam rotates and the
lobes push down on the valve stems, causing the valves to open and then close when the lobe
rotates away. The valve springs of course provide the return force. A chain or belt is used to
couple the overhead cams to the main shaft and quite often there are multiple intake and
exhaust valves per cylinder.
"pushrodengine", is a reciprocating piston engine whose poppet valves are sited in the cylinder
head. An OHV engine's valvetrain operates its valves via a camshaft within the cylinder block,
cam followers (or "tappets"), pushrods, and rocker arms.

Electric ignition systems may be classified as magneto, battery-and-coil, and solid-state ignition systems.
Although these are similar in basic principle, the magneto is self-contained and requires only the spark
plugs and connecting wires to complete the system, whereas the battery-and-coil and solid-state ignition
systems involve several separate components.
A magneto is a fixed-magnet, alternating-current generator designed to produce sufficient voltage to fire
the spark plugs. A high-tension magneto is entirely self-contained and requires only spark plugs, wires,
and switches to meet ignition requirements.
The battery-and-coil system consists of a battery, one terminal of which is grounded while the other leads
through a switch to the primary winding of the coil, and then to a circuit breaker where it is again
grounded. Rotation of the circuit-breaker cam opens and closes the primary circuit. The secondary circuit,
consisting of several thousand turns of fine wire, leads to the rotor of the distributor, which acts as a
rotary switch, selecting the spark plug to be placed in the circuit. Each plug is connected to one of the
outer terminals of the distributor to receive an electrical impulse in proper sequence. When the primary
circuit is broken, a high potential (up to 20,000 volts) is developed in the secondary winding and
conducted to the appropriate spark plug.
The high voltage for the spark plug may also be produced by a capacitor discharge ignition system. Such
a system consists of a source of 250 to 300 volts direct-current power applied to a storage capacitor, a
device for storing an electric charge. A lead from the capacitor goes to one side of the spark coil primary
through cam-actuated breaker points or an electronic switching device. At the instant this switching
device establishes a contact, the capacitor discharges through the primary of the spark coil, and an
instantaneous high voltage is delivered to the distributor and thence to the spark plug. The capacitor
discharge system provides a more intense spark, thus improving the start-up of a cold or flooded engine.
It continues to fire the plugs when they are fouled by carbon or other deposits or when the spark gap has
widened because of erosion of the points. Other notable advantages include increased spark plug life,
improved firing over a wider speed range, and better moisture tolerance.
Compression ignition

The concept behind compression ignition involves using the latent heat built up by highly
compressing air inside a combustion chamber as the means for igniting the fuel. The process
involves compressing a charge of air inside the combustion chamber to a ratio of approximately
21:1 (compared to about 9:1 for a spark ignition system).

This high level of compression builds tremendous heat and pressure inside the combustion
chamber just as fuel is primed for delivery. An injection nozzle plumbed into the combustion
chamber sprays a mist of precisely metered fuel into the hot compressed air whereupon it bursts
into a controlled explosion that turns the rotating mass inside the engine.

Compression ignition is also commonly referred to as diesel engine, largely because it is a staple
of a diesel ignition. Gasoline requires the spark ignition in order to start, but diesel can be
started through this alternative means of ignition.

The wedge chamber uses a wedge-shaped cavity, usually with the valves lined up at the
tightest part of the wedge and the spark plug at the mouth. The wedge grew out of favor when
emissions became a priority because it was found to cool the mixture slightly, which led to
increased hydrocarbon levels in the exhaust.

A hemispherical combustion chamber is a type of combustion chamber in a

reciprocating internal combustion engine with a domed cylinder head. The hemispherical shape
provides a number of advantages over a reverse-flow cylinder head but comes up short in
others, particularly in carbureted engines. An engine featuring this type of hemispherical
chamber is known as a hemi engine.
A hemispherical head ("hemi-head") gives an efficient combustion chamber with minimal heat
loss to the head, and allows for two large valves. However, a hemi-head usually allows no more
than two valves per cylinder due to the difficulty in arranging the valve gear for four valves at
diverging angles, and these large valves are necessarily heavier than those in a multi-
valve engine of similar valve area, as well as generally requiring more valve lift. The intake and
exhaust valves lie on opposite sides of the chamber and necessitate a "cross-flow" head design.
Since the combustion chamber is virtually a hemisphere, a flat-topped piston yields a lower
compression ratio unless a smaller chamber is utilized. There is a misconception that all hemi
engines have dome pistons.
The key difference between an interference and non-interference engine lies in the way in which
the valves open. Interference engines are 4-stroke engines that open one or more valves to fully
accommodate the area in which the pistons enter. In comparison, non-interference engines
feature pistons that do not travel into the open valves.

A hydraulic dynamometer as shown in the figure below works on the principle of dissipating the
power in fluid friction rather than in dry friction.
 Figure 4: Hydraulic Dynamometer
 In principle, hydraulic dynamometer construction is similar to that of a fluid flywheel.
 Hydraulic dynamometer consists of an impeller or inner rotating member coupled to
the output shaft of the engine.
 The impeller in this dynamometer rotates in a casing filled with a fluid.
 Due to the centrifugal force developed in the outer casing, tends to revolve with the
impeller, but is resisted by a torque arm supporting the balance weight.
 The frictional forces generated between the impeller and the fluid are measured by
the spring balance fitted on the casing.
 The heat developed due to the dissipation of power in Hydraulic dynamometer is
carried away by a continuous supply of the working fluid.
 The output power can be controlled by regulating the sluice gates which can be
moved in and out to partially or wholly obstruct the flow of water between the casing
and the impeller.

The working principle of eddy current dynamometer is shown in the figure below. It consists of
a stator on which are fitted some electromagnets and a rotor disc made of copper or steel and
coupled to the output shaft of the engine. When the rotor rotates, eddy currents are produced in
the stator due to magnetic flux set up by the passage of field current in the electromagnets. These
eddy currents are dissipated in producing heat so that this type of dynamometer requires
some cooling arrangement. The torque is measured exactly as in other types of absorption
dynamometers, i.e., with the help of a moment arm. The load in internal combustion
engine testing is controlled by regulating the current in the electromagnets.

Figure 3: Eddy Current Dynamometer

The following are the main advantages of eddy current dynamometers:
1. High brake power per unit weight of dynamometer.
2. They offer the highest ratio of constant power speed range (up to 5 : 1).
3. Level of field excitation is below 1% of total power being handled by the
dynamometer. Thus, they are easy to control and operate.
4. Development of eddy current is smooth hence the torque is also smooth and
continuous under all conditions.
5. Relatively higher torque under low-speed conditions.
6. It has no intricate rotating parts except shaft bearing.
7. No natural limit to size, either small or large.

A chassis dynamometer, sometimes called a rolling road[1], is a device used for vehicle testing
and development. It uses a roller assembly to simulate a road in a controlled environment,
usually inside a building.

There are many types of chassis dynamometer according to the target application - for example,
emissions measurement, miles accumulation chassis dynamometer (MACD), Noise-Vibration-
Harshness (NVH or "Acoustic") Application, Electromagnetic Compatibility (EMC) testing, end of
line (EOL) tests, performance measurement and tuning. Another basic division is by type of
vehicle - motorcycles, cars, trucks, tractors or the size of the roller - mostly 25", 48", 72", but
also any other.[2] Modern dynamometers used for development are mostly one roller to the
wheel construction and the vehicle wheel is placed the top of the roller. Older constructional
solutions are two roller per wheel and vehicle is place between these rollers - this design
solution is cheaper and simpler, however, due to the requirements for accuracy and strict limits
is no longer used for the development of new vehicles, but only as a test dynamometer at the
end of the line or to measure the performance of the engine without dismantling,[3] or
performance tuning in "garage" companies

Conclousin
Power
Emission
Otto cycle
 N2 inert gas which is main emission at the tail pipe , which doesn't have much impact
on the society

 CO2 is formed when the fuel is completely burnt.


CO is formed when the fuel doesn't burn completely. This is due to insufficient air present to
completely burn the fuel they are heavier (hexanes). It means that they have more number of
carbon atoms.
HC is is any hydrocarbon which appears as un burnt fuel. This can be due to lesser amount of
O2 , incomplete mixing of fuel or lesser lapse time for the fuel to burn CO emission is common
in petrol engine as it always operate close to stoichiometric conditions
 H20 appears as superheated steam hence not visible in the tail pipe ( may be visible
during cold starts.

 Nox it forms when nitrogen reacts with O2 at elevated temperatures.

TOURQE

The net torque produced is very much related to the amount

of fuel injected. This fuel is mixed in the inlet manifold and gets sucked
in as a homogeneous air-fuel mixture. The torque output should be a sum
of the torque produced due to the combustion Tcomb, the torque due to the
reciprocating masses Tmass, the torque due to the friction Tfric and the load
torque Tload, which acts on the output side of the clutch as the result of the
load the engine is exposed to. An intuitive equation for derivation of the
torque balance can be found in [1], [3]:
Tnet = Tcomb − Tload − Tmass − Tfric (2.2)
Tnet = J · ¨_ (2.3)
where Tnet is the net torque. Finally J and ¨_ are the moment of inertia
of the whole crankshaft and the crankshaft angle acceleration. If ¨_ = 0 the
6 Chapter 2. The Operation of SI-Engines
equation (2.2) is said to be in balance. The equation for torque balance is then
given by:
 Tcomb − Tload − Tmass − Tfric = 0 (2.4)
In order to describe the torques mentioned above, details regarded the
piston motion will be looked at in the following section. Thereafter based

noise
since the otto cycle used automobile and the coumbustion occurs by using sprk plug so
normally the noise ovvurs from the burning the fuel and the other noise is from the exhaust and
gases

fuel type
petrol , alcohol , gas , gashol

fuel characteristic
 Volatility. ...
 Impurities. ...
 Fuel microbes. ...
 Octane. ...
 Volatility. ...
 Flammability.

Diesl engine
Fuel economy

Average fuel economy figures

Average mpg Average mpg Average mpg

Fuel type (combined) (around town) (motorway)

Diesel 53.8 49.7 45.2

Petrol 44.9 38.6 38.1

Petrol-
50.6 92.4 37.3
hybrid
 Table notes
1
All results from Which? independent tested, cars tested between 2012-2016. Figures will
be updated with the 2017 onwards test programme once we have enough to provide
averages.
2
Numbers tested: 222 diesel engines, 174 petrol engines,

TOURQE

higher compression ratio. This is the ratio of the maximum and minimum volume in the cylinder
of an engine. It’s made larger in a diesel engine due to a longer stroke, meaning the piston is
moving up and down a larger internal volume of cylinder. Diesel engines never rev as high as
petrol engines due to the fact that the piston has to travel further for its full rotation, while a
petrol engine uses its shorter stroke to move the piston in quicker bursts, meaning the engine
speed can be faster.

Emission
Emissions from diesel vehicles have been reported to be significantly more harmful than those
from petrol vehicles. Diesel combustion exhaust is a source of atmospheric soot and fine
particles, which is a component of the air pollution implicated in human cancer, heart and lung
damage, and mental functioning
diesel engines are lean burn engines hence the chance of % of CO emission from diesel engine is
less compared to CO.

noise
the noise of diesel automable engine is louder because of hogh compression ration and fully
rotation of piston on the crank shaft that will make much noise and vibration

fuel type
Diesel engines run on diesel fuel, which is more efficient than gasoline because it contains 10 percent
more energy per gallon than gasoline. It's also safer than gasoline because its vapors don'texplode or
ignite as easily as gasoline vapors.

fuel characteristic
1. Heat Value
 2. Ignition quality/cetane rating
3. Viscosity
4. Sulfur content
5. Water and sediment content
6. Carbon residue
7. Flash point
8. Pour point
9. Cloud point
10. Active sulfur copper strip corrosion content
11. Ash
12. Distillation
13. Specific gravity
14. Winter Fuel issues

2 -4 stroke engine
Fuel efficient
it is due to the fact that the intake stroke occurs once per two revolutions in a four-stroke engine,
in contrast to the once-per-revolution of a two-stroke engine, but am not so sure now.

Emission
Crankcase-compression two-stroke engines, such as common small gasoline-powered engines,
create more exhaust emissions than four-stroke engines of comparable power output because
their two-stroke oil (petroil) lubrication mixture is also burned in the engine, due to the
engine's total-loss oiling system, and because the combined opening time of the intake and
exhaust ports in some 2-stroke designs can allow some amount of unburned fuel vapors to exit
in the exhaust stream.
fuel type
petrol , alcohol , gas , gashol

TOURQE

1. More powerful :- In 2 stroke engine, every alternate stroke is power stroke

unlike 4 stroked one in which power gets delivered on ce every 4 strokes.
This gives a significant power boost. Also, the acceleration will be higher &
power delivery will be uniform due to same reason.
2. More torque :- In general, 4 stroke engines always make extra torque than 2
stroke engine at low RPM. Although 2 stroked ones give higher torque at
higher RPM but it has a lot to do with fuel efficiency.

noise
 4 stroke engines make less noise. 2 stroke engines are louder comparatively.

fuel characteristic
 Volatility. ...
 Impurities. ...
 Fuel microbes. ...
 Octane. ...
 Volatility. ...
 Flammability.

Miller cycle
Emission

 NOx (oxides of nitrogen)

 CO (carbon monoxide)
 HC (hydrocarbons)
 SOx (oxides of sulfur)
 CHO (aldehydes)
 PM10 (particulate matter 10 μm and smaller)

Fuel economy
As a compromise, geometric compression ratio (CR) is usually reduced to mitigate knock, and
the improvement of fuel economy is discounted. ... At the low load operation, combined with
CR12.0, LIVC and EIVC improve the fuel economy by 6.8% and 7.4%, respectively, compared
to the production engine.
Fuel delivery system: Direct injection
Fuel: #97 gasoline (RON97)
Intake boosting: Turbocharger + supercharger
Compression ratio: 9.3, 12.0

fuel characteristic
depends on type of fuel

fuel type
petrol , alcohol , gas , gashol, dual

power
The Miller cycle is a modification of an over-expanded cycle which provides a higher expansion
ratio than compression ratio, with the advantage of providing improved thermal efficiency
compared to conventional internal combustion engine operating conditions (Branyon and
Simpson, 2012). In practice, this difference in expansion ratio can be achieved through a
compression stroke which includes a late or early closing of the intake valve. This effectively
reduces the compression stroke, but keeps the combustion and expansion process as normal
enabling extraction of additional energy before the exhaust process

Rotary
Power and torque
The engine combustion chamber has an odd three-lobed shape and an offset triangular rotor
was in it that provided intake combusion and exhaust in the three lobes as the rotor rotated. The
drive shaft was inline with the offset center of the rotor. It offered some high revving, high torque
performance because the rotor did not change directions as pistons do

Emission
This really has terrible emissions. The amount of un-burnt hydrocarbons which regulate
the Emission standards of almost every country around the globe.

Fuel type
Petrol

Noise
smooth and vibrationless operation, quiet operation

In line engine
Power and torque
It has much power comparing to rotary engine due to the moving of piston up and down

Emission
In the experiment the emission is reduce comparing to wrinkle engine and the dependency with
fuel type .

Noise
Since it give high stability to the automobile it has less noise .

Power and tourqe

the V engine produces more torque at lower RPM ranges probably because of the power stroke
coming from 2 sides of the crankshaft.

The bottom line is both engines are effective, as both engines are used on high performance
models with the various advantages.Inline and V engines are also used in aircrafts, boats, and
other motorized vehicles.

I believe the V engine will receive the attention because many people including myself have a
craving for power and so engineering and enhancements will go into the V engine for years to
come.

Emission
Two exhaust manifold mean large emission

Noise
Get more displacement than in line engine mean louder engine

Fuel type
Petrol

Fuel economy
Due to the incline of piston so it need much fuel to produce high torque
ALNAHRAIN UNIVERSITY
COLLEGE OF ENGINEERING
MECHANICAL
ENGINEERING
IC LAB

EFFECT OF GEOMETRY OF
COUMBUSTION CHAMBER
ON PRFORMANCE AND
EMISSON
YASSIN SAAD ALI
ALNAHRAIN UNIVERSITY
COLLEGE OF ENGINEERING
MECHANICAL
ENGINEERING
IC LAB
CLASSIFICATION OF
INTERNAL COUMBUSTION
CHAMBER AND
DYNOMETER
YASSIN SAAD ALI