AUTOMOTIVE TECHNOLOGY

INTERNAL COMBUSTION ENGINE

PRASHANTH B N
Assistant Professor
Department Mechanical Engineering
Amrita School of Engineering
 Heat Engine
 Any type of engine or machine which derives heat energy
from the combustion of fuel or any other source and
converts energy into mechanical work is termed as Heat
Engine.
 Introduction to Engine
 Engine can be a single cylinder or a multi cylinder.
A multi-cylinder engine is a reciprocating I.C.
engine with multiple cylinders.
 It can be either a 2-stroke or 4-stroke engine, and can
be either Diesel or spark-ignition.
 The cylinders and the crankshaft which is driven by and
co-ordinates the motion of the pistons can be
configured in a wide variety of ways.
 Multi-cylinder engines offer a number of advantages
over single-cylinder engines, chiefly with their ability
to neutralize imbalances by having corresponding
mechanisms moving in opposing directions during the
operation of the engine.
 Introduction to Engine
 A multiple-cylinder engine is also capable of delivering
higher revolutions per minute (RPM) than a single-
cylinder engine of equal displacement, because
the stroke of the pistons is reduced, decreasing the
distance necessary for a piston to travel back and forth
per each rotation of the crankshaft, and thus limiting
the piston speed for a given RPM.
 Lots of weight savings with a multi cylinder engine of
the same power and a single cylinder, because installing
a large piston and cylinder involves larger weights than
having more number of smaller pistons. 
 Introduction to Engine
 Typically, the more cylinders an engine has, the higher
the RPM's it can attain for a given displacement and
technology level, at a cost of increased friction losses
and complexity.
 Peak torque is also reduced, but the total horsepower is
increased due to the higher RPM's attained.
 Instead of there being just one power stroke, there can
be continuous power strokes throughout the crank's
rotation.
 This also ensures smoother ride, because one power
stroke per 4 strokes means larger vibrations, because of
large power being released at one point instead of being
distributed uniformly.
 Internal Combustion Engine
 An internal combustion engine is a device in which the
chemical energy of the fuel is released inside the engine
and used directly for mechanical work.
 I.C. engines have many applications, including:
 Road vehicles (e.g. scooter, motorcycle, buses etc.)
 Aircraft
 Motorboats
 Small machines, such as lawn mowers, chainsaws and
portable engine-generators
 Classification of I.C. Engine
 According to the type of fuel used: a) Petrol engines, b)
Diesel engines, and c) Gas engines.
 According to the method of igniting the fuel: a) Spark
ignition engines, and b) Compression ignition engines.
 According to the cycle of operation: a) Otto cycle
engines, b) Diesel cycle engines, and c) Dual cycle
engines.
 According to the speed of the engine: a) Slow speed
engines, b) Medium speed engines, and c) High speed
engines.
 According to the valve mechanism a) Overhead valve
engines, and b) Side valve engines.
 According to the number of strokes per cycle: a) Four
stroke cycle engines, and b) Two stroke cycle engines.
 Classification of I.C. Engine
 According to the cooling system: a) Air-cooled engines,
and b) Water-cooled engines.
 According to the method of fuel injection: a) Carburettor
engines, and b) Air injection engines.
 According to the number of cylinders: a) Single cylinder
engines, and b) Multi-cylinder engines.
 According to the arrangement of cylinders: a) Vertical
engines, b) Horizontal engines, c) Radial engines, d) In-
line multi-cylinder engines, e) V-type multi-cylinder
engines, f) Opposite-cylinder engines, and g) Opposite-
piston engines.
 According to the method of governing a) Hit and miss
governed engines, b) Quantitatively governed engines,
and Qualitatively governed engines.
 Engine
 The engine provides the energy to propel (move) the
vehicle and operate the other systems.
 Most engines consume gasoline or diesel fuel.
 The fuel burns in the engine to produce heat.
 Heat causes gas expansion, creating pressure inside the
engine.
 Pressure moves internal engine parts to produce power.

An automotive engine commonly burns

gasoline or diesel fuel to produce power.
(Suzuki)
 Engine
 Engine is usually located in the front portion of the body.
 Placing the heavy engine in this position makes the
vehicle safer in the event of a head-on collision.
 In a few vehicles, the engine is mounted in the rear to
improve handling.

The engine can be located in the front

or rear of the vehicle.
Basic Parts of a Simplified One-cylinder
Engine
Basic Parts of a Simplified One-cylinder
Engine
 The block is metal casting that holds all the other engine
parts in place.
 The cylinder is a round hole bored (machined) in the
block. It guides piston movement.
 The piston is a cylindrical component that transfers the
energy of combustion (burning of air-fuel mixture) to the
connecting rod.
 The rings seal the small gap around the sides of the
piston. They keep combustion pressure and oil from
leaking between the piston and the cylinder wall (cylinder
surface).
 The connecting rod links the piston to the crankshaft.
Basic Parts of a Simplified One-cylinder
Engine
 The crankshaft changes the reciprocating (up and down)
motion of the piston and rod into useful rotary (spinning)
motion.
 The cylinder head covers and seals the top of the
cylinder. It also holds the valves, rocker arms, and often,
the camshaft.
 The combustion chamber is a small cavity (hollow area)
between the top of the piston and the bottom of the
cylinder head. The burning of the air-fuel mixture occurs
in the combustion chamber.
 The valves open and close to control the flow of the air-
fuel mixture into the combustion chamber and the
exhaust gases out of the combustion chamber.
Basic Parts of a Simplified One-cylinder
Engine
 The camshaft controls the opening of the valves.
 The valve springs keep the valves closed when they do
not need to be open.
 The rocker arms transfer camshaft action to the valves.
 The lifters, or followers, ride on the camshaft and
transfer motion to the other parts of the valve train.
 The flywheel helps keep the crankshaft turning smoothly.
It also provides a large gear for the starting motor.
 Four-Stroke Cycle
 Automobile engines normally use a four-stroke cycle.
 Four separate piston strokes (up or down movements) are
needed to produce one cycle (complete series of events).
 The piston must slide down, up, down, and up again to
complete one cycle.
Four-Stroke Cycle
 Four-Stroke Cycle
Intake Stroke
The intake stroke draws the air-fuel mixture into the
engine’s combustion chamber.
The piston slides down while the intake valve is open and
the exhaust valve is closed.
This produces a vacuum (low-pressure area) in the cylinder.
Atmospheric pressure (outside air pressure) can then force
air and fuel into the combustion chamber.
Compression Stroke
The compression stroke prepares the air-fuel mixture for
combustion.
With both valves closed, the piston slides upward and
compresses (squeezes) the trapped air-fuel mixture.
 Four-Stroke Cycle
Power Stroke
Power stroke produces the energy to operate the engine.
With both valves still closed, the spark plug arcs (sparks)
and ignites the compressed air-fuel mixture.
The burning fuel expands and develops pressure in the
combustion chamber and on the top of the piston.
This pushes the piston down with enough force to keep the
crankshaft spinning until the next power stroke.
 Four-Stroke Cycle
Exhaust Stroke
The exhaust stroke removes the burned gases from the
combustion chamber.
During this stroke, the piston slides up while the exhaust
valve is open and the intake valve is closed.
The burned fuel mixture is pushed out of the engine and
into the exhaust system.
 Four-Stroke Cycle
 During engine operation, these four strokes are repeated
over and over.
 With the help of the heavy flywheel, this action produces
smooth, rotating power output at the engine crankshaft.
 Obviously, other devices are needed to lubricate the
engine parts, operate the spark plug, cool the engine, and
provide the correct fuel mixture.
 Automotive Engines
 Unlike the basic one-cylinder engine just discussed,
automotive engines are multi-cylinder engines, which
means they have more than one piston and cylinder.
 Vehicles commonly have 4-, 6-, 8-, or 10-cylinder
engines.
 The additional cylinders smooth engine operation
because there is less time (degrees of crankshaft rotation)
between power strokes.
 Additional cylinders also increase power output.
Automotive Engines
 Parts of I.C. Engine
 Parts common to both diesel & petrol engine:
 Cylinder  Crankshaft
 Cylinder head  Crank
 Piston  Engine bearing
 Piston Rings  Crankcase
 Connecting rod  Flywheel
 Valves  Governor
 Parts of I.C. Engine
 Parts common to Petrol engine only
 Spark plug
 Carburetor

 Parts common to Diesel engine only

 Injector
Parts of I.C. Engine
Parts of I.C. Engine
 Terms Relating to I.C. Engine
 Bore – The inside diameter of the cylinder is called bore.
 Stroke – As the piston reciprocates inside the engine
cylinder, it has got limiting upper and lower positions
beyond which it cannot move and reversal of motion takes
place at these limiting positions. The linear distance along
the cylinder axis between two limiting positions, is called
stroke.
 Top Dead Centre (T.D.C.) – The top most position
towards cover end side of the cylinder is called “top dead
centre”. In case of horizontal engines, this is known as
inner dead centre.
 Bottom Dead Centre – The lowest position of the piston
towards the crank end side of the cylinder is called
“bottom dead centre”. In case of horizontal engines it is
called outer dead centre.
Terms Relating to I.C. Engine
 Terms Relating to I.C. Engine
 Clearance volume – The volume contained in the
cylinder above the top of the piston, when the piston is at
top dead centre, is called the clearance volume.
 Swept volume – The volume swept through by the piston
in moving between top dead centre and bottom dead
centre, is called swept volume or piston displacement.
Thus, when piston is at bottom dead centre,

Total volume = Swept volume + Clearance volume.

 4 Stroke SI Engine Cycle

Power Stroke
Compression Stroke Fuel-air mixture burns, Exhaust Stroke
Intake Stroke Both valves closed, increasing temperature Exhaust valve open,
Intake valve opens, Fuel/air mixture is and pressure, expansion exhaust products are
admitting fuel and air. compressed by rising of combustion gases displaced from
Exhaust valve closed piston. Spark ignites drives piston down. Both cylinder.
for most of stroke mixture near end of valves closed - exhaust Intake valve opens
stroke. valve opens near end near end of stroke.
of stroke
 Four-Stroke Diesel Engine
Intake Stroke
Intake valve open, exhaust valve shut
Piston travels from TDC to BDC
Air drawn in
Compression Stroke
 Intake and exhaust valves shut
 Piston travels from BDC to TDC
 Temperature and pressure of air increase
Power Stroke
 Intake and exhaust valves shut
 Fuel injected into cylinder and ignites
 Piston forced from TDC to BDC
Exhaust Stroke
 Intake valve shut, exhaust valve open
 Piston moves from BDC to TDC
 Combustion gases expelled
Four-Stroke Diesel Engine
Comparison of SI and CI Engine
Comparison of SI and CI Engine
Two Stroke Spark Ignition Engines
Exhaust
Port*
Transfe
r Port*
Fuel-air-
oil
mixture

Reed
valve
Expansion Exhaust Intake (“Scavenging”)
Crank
shaft

*No valves and

thus no camshaft

Fuel-air-
oil
mixture Ignition
Compression
Two Stroke Spark Ignition Engines
Stroke 1:
Fuel-air mixture is introduced into the cylinder and is then
compressed, combustion initiated at the end of the stroke.
Stroke 2:
Combustion products expand doing work and then
exhausted.
Power is delivered to the crankshaft on every revolution.
In automotive usage, scavenging is the process of pushing
exhausted gas-charge out of the cylinder and drawing in a
fresh draught of air or fuel/air mixture for the next cycle.
This process is essential in having a smooth-running internal
combustion engine.
Two Stroke Spark Ignition Engines
Intake:
The fuel/air mixture is first
drawn into the crankcase by the
vacuum created during the
upward stroke of the piston.
The illustrated engine features
a poppet intake valve, however
many engines use a rotary
valve incorporated into the
crankshaft.
Two Stroke Spark Ignition Engines
 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.
Two Stroke Spark Ignition Engines
Transfer/Exhaust:
Towards 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.
Two Stroke Spark Ignition Engines
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).
Two Stroke Spark Ignition Engines
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.
Two Stroke Spark Ignition Engines
Exhaust port

Fuel-air-oil
mixture
compressed

Check
valve
Expansion Exhaust Intake (“Scavenging”)
Crank
shaft

Fuel-air-oil
mixture

Compression Ignition
 Two Stroke Engines
 Small Engines – Absence of valve mechanism makes
cheaper, compact and lighter engines.

 Large Engines – That operates at a low RPM. Requires

a power stroke from every revolution for smooth
operation.
 Two Stroke Engines
 Two stroke engines have advantages over four stroke:
 Simplified construction (no valves)
 Fire once every revolution for a significant power
boost

 Great power to weight ratio

 The Two Stroke Cycle
 The two stroke engine ignites every revolution of the
crankshaft. These engines overlap operations to reduce
parts while maintaining power.
 In simpler words, in a two stroke engine there are only:
 Compression
 Combustion
 Thus, Two Strokes.
Two Stroke Compared to Four Stroke
 In two stroke engines the  In four stroke engines the
crankcase is a pressurization crankcase is separate from
chamber to force fuel/oil/air the compression chamber.
into the cylinder. Here, we This allows the use of
mix oil and gas to lubricate heavy oil for lubrication.
internal parts.
 Disadvantages of a Two Stroke
 The engines do not last as long due to poor lubrication.
 Increased heating due to more number of strokes limits
the maximum speed.
 The engines do not use fuel efficiently.
 These engines produce a lot of pollution.
 During scavenging, some fresh charge may escape
through exhaust. This leads to higher fuel consumption
and lower thermal efficiency.
 Greater cooling & lubrication requirements.
 Power output is only more than 30% and not doubled.
Comparison of 4 and 2 Stroke Cycles
Comparison of 4 and 2 Stroke Cycles
 Four Stroke vs Two Stroke
 2 Stroke needs a blower and will usually use a
supercharger (An air compressor that increases the
pressure or density of air supplied to an internal
combustion engine)
 2 Stroke combustion process not as complete (more
pollution).
 2 stroke engines weigh less and have higher RPM
operating speeds.
 4 stroke engine has Intake, Compression, Power, and
Exhaust strokes.
 2 stroke has power and compression.
 2 strokes used more for emergencies, 4 strokes used
more for propulsion.
 Filling Petrol Car with Diesel
Diesel nozzles are bigger than the filler neck on petrol cars. Also, there is
a plate under the neck to prevent any intrusion but the small petrol
nozzle, which was designed to prevent drivers from putting leaded (big
nozzle too) petrol in the first place. If you happen to do that somehow,
you wont damage the  engine even if you try to start it.
Diesel is heavier than the gasoline, and much more "oily". It needs
pressure to be ignited and does not evaporate as gasoline do. What
happens after putting diesel on a tank is, diesel sank and injectors feed
the engine a load of diesel. When you try to ignite the engine, spark
plugs won't be able to fire the diesel and the engine won't start.
To fix the issue, draining the tank and filling it again with gasoline,
cleaning the injectors and finally cranking the engine to throw up the
unwanted diesel would suffice. Some may want to change the fuel filter
to be on the safe side but it is not a must.
 Putting Petrol on a Diesel Engine
A diesel car can be filled with petrol rather easily, as the filler neck
allows all nozzle kinds smaller than the diesel nozzle inside (which is
basically every nozzle available).
Modern diesel engines operate at very high pressures and within very
fine tolerances. Also the fuel act as a lubricant for the engine and the
injection system. When petrol meets the diesel engine, it acts as a
thinner, causing the fuel to lose its lubrication properties and cause the
engine and fuel pump to wear down through friction. If it comes this
far, whole fuel system needs to be flushed and if there are any
damaged components, they need to be changed. (Probably a few).
 Putting Petrol on a Diesel Engine
If things go a little far, by trying to start the engine (may start) and try
to drive; additional damage may happen by pre detonation. As petrol is
much more volatile than the diesel, and diesel needs high pressure to
be combusted, with so much pressure and air, petrol prematurely
combusted and forcing pistons to rise and go back down out of their
order. This kind of force may prove disastrous for many internal
components in the engine block.
If you happen to fill your car the wrong fuel by any chance, Do not
turn on the ignition key - many modern cars circulate the fuel into the
fuel system as soon as the battery turned on.
 Introduction to Engine
Number and Arrangement of Engine Cylinders
1.Single Cylinder Engines
2.Two Cylinder Engines
In-line Vertical 5. Six and Eight Cylinder
V-type Engines
Opposed Type 6. Radial Engines
◦Three Cylinder Engines 7. Wankel Engine
◦Four Cylinder Engines
1.In-line Vertical
2.V-type
3.Opposed Type
 Firing Order
 Every engine cylinder must fire once in every cycle.
 This requires that for a four-stroke four- cylinder engine
the ignition system must fire for every 180 degrees of
crank rotation.
 For a six- cylinder engine the time available is only 120
degrees of crank rotation.
 The order in which various cylinders of a multi cylinder
engine fire is called the firing order.
 The number of possibilities of firing order depends upon
the number of cylinders and throws of the crankshaft.
 It is desirable to have the power impulses equally spaced
and from the point of view of balancing this has led to
certain conventional arrangements of crankshaft throws.
 Firing Order
 Further, there are three factors which must be
considered before deciding the optimum firing order
of an engine. These are:
 Engine vibrations
 Engine cooling and
 Development of back pressure.
Firing Order
Firing Order
 Firing Order

1-3-5-2-4 would be the firing For this inline-4 engine, 1-3-4-2

order for this 5-cylinder radial could be a valid firing order.
engine.
Various Firing Orders for Different Engine
Layouts
Various Firing Orders for Different Engine
Layouts
 One Hundred Cylinders
This Power Puller has 100 cylinders, although technically it is 5
V20 engines. Also technically it is made out of Lego.
 Single Cylinder Engine
A single-cylinder engine is a basic piston
engine configuration of an internal combustion engine.
 It is often seen on motorcycles, auto rickshaws, motor
scooters, mopeds, dirt bikes, go-karts, radio-controlled
models, and has many uses in portable tools and garden
machinery.
 Some single-cylinder automobiles and tractors have
been produced, but are rare today due to developments
in engine technology.
 Single Cylinder Engine
 Single-cylinder engines are simple and compact, and
will often deliver the maximum power possible within a
given envelope.
 Cooling is simpler than with multiple cylinders,
potentially saving further weight, especially if air
cooling is used.
 Single-cylinder engines require more flywheel than
multi-cylinder engines, and the rotating mass is
relatively large, restricting acceleration and sharp
changes of speed.
 In the basic arrangement they are prone to vibration -
though in some cases it may be possible to control this
with balance shafts.
 Single Cylinder Engine
 A variation known as the split-single makes use of two
pistons which share a single combustion chamber.
 A single cylinder engine has a power stroke of every
7200 of crank shaft rotation for four stroke engine.
 When piston is at TDC, it is either completing
compression and about to begin power stroke or it is
at the end of the exhaust stroke and beginning induction
stroke.
 Assuming piston initially at TDC at zero angle of
crankshaft rotation, it is then at BDC at 180 degrees and
540 degrees, and at TDC at 360 degrees and 720
degrees of crankshaft rotation.
 Single Cylinder Engine
 Single-cylinder engines are simple and economical in
construction.
 The vibration they generate is acceptable in many
applications, while less acceptable in others.
 Counterbalance shafts and counterweights can be fitted
but such complexities tend to counter the previously
listed advantages.
 Components such as the crankshaft of a single-cylinder
engine have to be nearly as strong as that in a multi-
cylinder engine of the same capacity per cylinder,
meaning that some parts are effectively four times
heavier than they need to be for the total displacement
of the engine.
 Two Cylinder Engines
 A straight-twin engine, also known as straight-
two, inline-twin, vertical-twin, or parallel-twin is a two-
cylinder piston engine which has its cylinders arranged
side by side and its pistons connected to a
common crankshaft.
 Compared to V-twins and flat-twins, straight-twins are
more compact, simpler, and usually cheaper to make,
but may generate more vibration during operation.
Two Cylinder Engines
 Two Cylinder Engines
In-line Type Cylinders Placed Side by Side
Power impulse every 3600 crankshaft rotation.
When piston 1 is at TDC, it is on the top of its
compression stroke and about to start its power stroke.
Piston 2 is then at its exhaust stroke at TDC and about to
begin its induction stroke.
With 180 degrees of crankshaft rotation, both pistons are at
BDC and piston 1 is about to start its exhaust stroke and
piston 2 its compression stroke.
A second 180 degrees of crankshaft rotation brings pistons
1 and 2 to TDC to begin their
induction and power strokes respectively.
A third 180 degrees rotation of the crankshaft moves the
pistons to BDC, and piston 1 and 2 are about to start
compression and exhaust strokes respectively.
 Two Cylinder Engines
 A four-stroke cycle of 720 degrees is completed when fourth
rotation of 180 degrees brings the pistons to the original
starting position.
V-type
 Cylinders placed with their center lines at some angle to each
other, generally 600 some instance 400, 900 have been used.
 Assuming piston 1 first at the end of compression stroke in
readiness for firing and piston 2 is then at mid-stroke
approaching TDC on either its exhaust or its compression
stroke.
 More compact: Same crank case, short crankshaft, engine
runs smoothly, overall length/height of the engine decreased,
volume/weight ratio is lower compared to an in-line engine.
 Cost of manufacturer is high & balancing is more difficult.
 Two Cylinder Engines
Horizontally Opposed Type
Two cylinders are arranged horizontally opposite each
other.
Two cylinders are not in line, the forces in the rods
produces a rocking couple, which acts alternately in the
clockwise and counter-clockwise direction.
Pistons approach TDC and BDC positions together
although, they move in opposite directions at all times.
Assuming pistons are at TDC, piston 1 at the end of
compression and the beginning of power stroke, and
then piston 2 finishes exhaust and about to start its
induction stroke.
 Two Cylinder Engines
Horizontally Opposed Type
The disadvantage of this type is that the length of the
engine increases too much, which has to be placed in
transverse direction.
 Two Cylinder Engines
 Straight-twin engines have been primarily used
in motorcycles, but are also used in automobiles and
in powersports applications. Automobiles with straight-
twin engines are usually very small and include city
cars and kei cars.
 Recent examples of cars with straight-twin engines
include the Tata Nano and Fiat Group automobiles using
the TwinAir engine.
 Powersports applications include use in outboard
motors, personal water craft, all-terrain
vehicles, snowmobiles, and ultralight aircraft.
 Two Cylinder Engines
 Straight-twins have the advantage of being more
compact, relatively simple, and cheaper to make in
comparison to V- or flat-twins.
 They may be prone to vibration, either because of the
irregular firing interval present in 180° crank engines or
the large un-countered reciprocating mass in 360° crank
engines.
 Inline-twins also suffer further from torsional torque
reactions and vibration.
 Three Cylinder Engines
 A straight-three engine, also known as an inline-triple, or inline-three (abbreviated I3 or L3), is
a reciprocating piston I. C. engine with three cylinders arranged in a straight line or plane, side by side.
 Power impulse occurs every 2400 of crankshaft rotation.
 There are a number of cars in the Indian market with three-cylinder petrol engines.
 The Maruti Alto K10, Maruti Wagon-R, A-Star and Estilo all sport three-cylinder 1-litre engines. The
Maruti Alto and Hyundai Eon sport three-cylinder 800 cc engines.
 The Volkswagen Polo petrol and diesel and Skoda Fabia petrol and diesel have three-cylinder 1.2 litre
engines, while the Polo GT TSI has a 1.2 litre four-cylinder turbo-charged petrol engine.
 Three Cylinder Engines
 With piston 1 at the top of the compression stroke and
start of its power stroke, pistons 2
and 3 are at 60 degrees crank-angle from BDC on their
induction and exhaust strokes respectively.
 Three Cylinder Engines
Advantages:
Fuel Efficiency -as there’s one cylinder less of volume of fuel to burn
Lower frictional losses - lower surface area of metal-to-metal contact
Lighter weight
Compact size
Cost saving

Disadvantages:
Not refined - leads to a delay of half a cycle between power strokes.
Needs more revving - At low speeds, this can lead to more vibrations. For better power, a three-cylinder will need to be revved to higher
rpms .
 Four Cylinder Engines
 In-line Type Cylinders Placed Side by Side
 Engine capacity around 1 ltr to 2.5 ltr.
 Power impulse every 1800 of crankshaft rotation.
 Firing order is 1-3-4-2 or 1-2-4-3.
 Four Cylinder Engines
 V-type
 Cylinders placed with their center lines at some angle to
each other, generally 200. The angle V kept small in this
case, because with larger angle the balancing of engine
becomes more difficult.
 To keep the vibration level within limits in case of V-4
engines, an extra-weighted crankshaft is used.
Cylinder Arrangement
 Six and Eight Cylinder Engines
 For higher HP and smoother torque, the six and eight
cylinder engines used.
 In six-cylinder in-line engine, there is a power impulse
every 1200 of crankshaft rotation. Firing order is 1-5-3-
6-2-4 or 1-4-2-6-3-5.
 This engine has smoothness of torque and excellent
dynamic balance for this reason its use is quite common
for engine sizes larger than 2.5 ltr.
 V-8 engine advantages: Overall length of the engine
decreases; With 900 V-angle, good engine balance may
be achieved.
 Disadvantage: More costly to manufacture because of
increased s/f’s required to be machined.
 Six and Eight Cylinder Engines

Inline 6 Cylinder with firing

order 1-5-3-6-2-4

Mercedes-Benz V6 DTM engine
 Six and Eight Cylinder Engines

Straight-eight engine with firing

order 1-4-7-3-8-5-2-6

BMW S65 4.0 L V8 Engine

 Radial Engines
 Various cylinders are arranged in radial directions,
about crankshaft which is placed at the center.
 The number of cylinders generally used is odd, say 5,
7, 9 etc., to obtain firing intervals.
 This type of engine is gives higher BHP/weight ratio
and the engine has a very large frontal area, which
creates difficulty in streamlining the vehicle shape.

1-3-5-2-4 would be the firing order

for this 5-cylinder radial engine.
Wankel Engine
 Wankel Engine

The Mazda RX-8, a
sports car powered
by a Wankel engine

The Wankel KKM motorcycle: The "A" marks one of the three apices of
the rotor. The "B" marks the eccentric shaft and the white portion is the
lobe of the eccentric shaft. The shaft turns 3 times for each rotation of the
rotor around the lobe and once for each orbital revolution around the
eccentric shaft.
 Engine Parts
Cylinder Block
 It is the basic frame work of the engine.
 It houses engine cylinders, which serve as bearings and
guides for the pistons reciprocating in them.
 There are passages for the circulation of the coolant.
 Cylinder block also carries lubrication oil to various
components through drilled passages called oil
galleries.
 At the lower end, crank case is cast integral with the
block.
 The function of the crankcase is to provide support for
the main journals and bearings of the crankshaft,
rigidly maintaining the alignment of their axes of
rotation under various engine loads.
 Engine Parts
Cylinder Block
 Crank shaft is supported in the crankcase through a
number of bearings called main bearings.
 The construction of the crankshaft has to be such as to
provide very high rigidity, because it must provide
reactions for the heavy forces setup due to gas
pressures in the cylinders.
 At the top of cylinder block is attached the cylinder
head.
 Other parts like timing gear for valve operation, water
pump, ignition distributor, flywheel, fuel pump etc. are
also attached to it.
 Cam shaft may be mounted in the cylinder block or
head. It is always placed parallel to the crankshaft.
Engine Parts
Cylinder Block
 Materials for Cylinder Block
Grey Cast Iron
Composition - 3.5% carbon, 2.5% silicon, 0.65%
manganese.
Carbon - provides graphite which improves lubrication.
Silicon - provides wear resistance by forming pearlitic
structure.
Mn - increases the strength and toughness.

Aluminium Alloys
Composition - 11% silicon, 0.5% manganese and 0.4%
magnesium.
Silicon - reduces expansion and increases strength and
wear resistance.
Mn & Mg - improve the strength of aluminium structure.
Cylinder Head
 Cylinder Head
 It is attached to the top s/f of the cylinder block called
block deck, by means of studs fixed to the block.
 The gaskets are used to provide a tight leak proof joint
at the interface of the head and the block.
 Cylinder head forms a combustion chamber above each
cylinder.
 It also contain valve guides, seats, ports, coolant jackets
and threaded holes for spark plug or injections.
Manifolds
 Manifolds
Inlet Manifold
 There are separate sets of pipe attached to the cylinder
head which carry the air-fuel mixture, these are called
Inlet Manifold.
 The inlet manifold carries the air-fuel mixture from the
carburetor to the cylinders.
 The shape and size of the inlet manifold must be such
as to prohibit the formation of fuel droplets restricting
the air flow.
 The manifold must be large enough to allow sufficient
flow for max power, yet it has to be small enough to
maintain adequate velocities for keeping the fuel
droplets in suspension in air.
Manifolds
Inlet Manifold
 Manifolds
Exhaust Manifold
 The exhaust manifold is the set of pipes carrying
exhaust gases from the cylinder head to the exhaust
system.
 It is generally made of cast iron so that it is able to
withstand the heat of the exhaust gases.
 The exhaust manifold is designed to minimize
restriction to the flow of exhaust gases.
 Gaskets REQUIREMENTS AND MATERIALS
?

 Gaskets are used to provide a tight fitting joint

between two surfaces:
 The joint b/w cylinder head and block
 The joint b/w crankcase and oil pan
 The joint b/w cylinder block and manifolds
 Cylinder Liners
 The cylinder wear in the engines is the main problem
of when cylinder block is made from aluminum alloy.
 The solution to this has been found in the use of
CYLINDER LINERS, which can be replaced when
these are worn out.
 Liners are also used to restore its original size a
cylinder block which has been re-bored beyond
allowable limits.
 They are made in the form of barrels from special alloy
iron containing silicon, manganese, nickel and
chromium.
 Chromium plating improves their resistance to wear
and corrosion.
 Cylinder Liners
 Aluminum alloy liners with chromium plating also
been used in combination with aluminum cylinder
block, the use of aluminum alloy results in increased
thermal efficiency due to better heat conduction.
 The cylinder liners are of two types:
 Dry liners
 Wet liners
 Comparison b/w Dry & Wet Liners
Dry Liners Wet Liners
 The liner is in the shape of the barrel  It is in direct contact with cooling water on the
flange at the top which keeping it into outside and hence the entire outer s/f does not
position. require very accurate machining.
 The entire outer s/f bears against the  At the top the liner is provided with a flange which
cylinder block casting & hence has to be fits into the groove in the cylinder block.
machined accurately both from inside &  At the bottom either the block or the liner is
outside. provided with grooves, generally 3 in numbers.
 Wet liners are sometimes coated with aluminum on
the outside, which makes them corrosion resistant.
 Piston
The functions which a piston performs are:
To transmit the force of explosion to the crankshaft.
To form a seal so that the high pressure gases in the
combustion chamber do not escape into the crankcase.
To serve as a guide and a bearing for small end of the
connecting rod.
 Piston
Characteristics of the Piston:
It should be silent in operation both during warming up
and the normal running.
The design should be such that the seizure does not
occur.
It should offer sufficient resistance to corrosion due to
some products of combustion, ex: sulphur dioxide.
It should have the shortest possible length so as to
decrease overall engine size.
It should be lighter in weight so that inertia forces
created by its reciprocating motion are minimum.
Its material should have a high thermal conductivity for
efficient heat transfer so that higher compression ratios
may be used without the occurrence of detonation.
It must have a long life.
Some Important Parameters of Piston
 The top of the piston is called
Head or Crown.
 Towards the top of the piston
a few grooves are cut to house
the Piston rings.
 The bands left b/w the grooves
are known as Lands.
 Part of the piston below the
rings is called Skirt. Its
function is to form a guide
suitable for absorbing the side
thrust due to gas pressure.
 The skirt is provided with
bosses on the inside to support
the piston pin.
 Material for Pistons
Cast Iron
Good wearing qualities.
Disadvantage is due to its high specific weight which
subjects the engine to heavy inertia forces while the
piston changes direction at the dead centres.

Aluminium Alloy
Contains silicon replaced cast iron as piston material.
It is seen that as the % of silicon in the alloy increases,
its coefficient of expansion decreases.
Presently two alloys with silicon content 12%
(eutectic) and 22% (hyper eutectic) are being used,
which have coefficient of expansion of 0.000021 per ̊C
and 0.0000175 per ̊C respectively compared to
0.0000245 per ̊C for aluminium.
 Material for Pistons
Advantages of using Aluminium alloy over Cast iron:
It is as much as 3 times lighter than CI.
It possesses a higher thermal conductivity, which
causes it to run cool.
 Piston Failures
 Piston scuffing
 Burnt piston
 Damage to ring land
 Damaged piston boss and circlip groove
 Piston Failures
Piston Scuffing
This occurs when due to excessive heat, the piston
expands and becomes tight in the cylinder.
As a result the lubricant is squeezed out from the
cylinder walls causing metal to metal contact.

Main reasons for the Piston scuffing

Reason Remedy
1. Insufficient lubrication of The lubrication system may be
cylinder walls inspected and suitably serviced.
2. Overloading the engine This depends on driving habits and
the conditions
3. Detonation resulting in high Suitable measures may be taken to
engine temperatures prevent detonation
4. Inefficient cooling system May be inspected and rectified.
5. Leakage of cooling water in The source of leakage may be
the cylinders causing lubricant identified and properly rectified.
film breakdown
 Piston Failures
Burnt Piston
This may be chiefly on account of detonation or pre-
ignition.

Damage to Ring Land

Excessive ring groove side clearance.
Detonation or preignition.
Ring not compressed properly while installing
Attempt to take out piston rod assembly without first
removing cylinder ridge.
Leakage of water into the cylinder.
 Piston Failures
Damaged Piston Boss & Circlip Groove
Bent connecting rod, which produces a
lateral rocking movement on the piston as
well as the pin causing wear of circlip
grooves.
The sharp end thrust of the pin against
the circlips, then removes them completely,
damaging the boss.
Crankpins that are tapered or out of
parallel with the crankshaft journals will
produce the similar effect.
Too much end play in the crankshaft will
also produce lateral rocking motion of the
piston pin.
Loose installation of circlips.
 Piston Rings
Functions of the Piston rings
To form a seal for the high pressure
gases form the combustion chamber
against leak into the crank case.
To provide easy passage for heat flow
from the piston crown to the cylinder
walls.
To maintain sufficient lub oil on the
cylinder walls throughout the entire
length of the piston travel, minimizing
the ring and cylinder wear and at the
same time control the thickness of the oil
film so that satisfactory oil control is
maintained.
 Piston Rings
Material for Piston rings
Fine grained alloy cast iron containing silicon and
manganese.
Chromium plated rings are usually used as the top ring,
which is subjected to the highest working temperatures
and the corrosive action of the combustion products.
The rings are provided generally, a porous phosphate
coating to reduce the scoring of the surfaces during
running in.
 Types of Piston Rings
Compression Rings
The compression rings is the ring nearest to the
combustion chamber.
Its main function is to do gas sealing and transfer heat
from the piston crown to the cylinder walls.
They also assist the oil rings in controlling oil.

Action of Compression Ring when the Piston is Moving (a) Up, (b) Down
 Types of Piston Rings
Oil Control Rings
The function of oil control rings is evident from their
name. To perform this function effectively, they must
prevent excessive amounts of oil from passing:
Between the ring face and the cylinder wall
Through the ring end gap
Around behind the ring

Action of Oil Control Ring when the Piston is Moving (a) Up, (b) Down
 Connecting Rod
 The function of the Connecting rod is to convert the
reciprocating motion of the piston into the rotary
motion of the crankshaft.
 A combination of axial and bending stresses act on
the rod in operation.
 The axial stresses are produced due to cylinder gas
pressure (compressive only) and the inertia force
arising on account of reciprocating motion (both
tensile as well as compressive), where as bending
stresses are caused due to the centrifugal effects.
 To provide the maximum rigidity with minimum
weight, the main c-s of the connecting rod is made an
I – section.
 Connecting Rod
Material for Connecting Rod
Made by drop forging of steel or duralumin.
Now a days they are also cast from malleable or
spheroidal graphite cast iron.
 Piston Pin
 Also called as wrist pin or gudgeon
pin.
 Connects the piston and the
connecting rod.
 It is in tubular form.
 It passes through the bosses in the
piston and the small end of the CR.
 It is made of low carbon case
hardened steel having 0.15%
Carbon, 0.3% silicon, 0.5%
manganese and the remaining iron.
 It is carbonized at 900° C , hardened
by quenching from 780° c finally
tempered at 150° C.
 Crank Shaft
 Crankshaft is the engine component from which the
power is taken.
 The crankshaft assembly includes the crankshaft and
bearings, the flywheel, vibration damper, sprocket or
gear to drive camshaft and oil seals at the front and
rear.
 Major parts of Crankshaft are
 Main journals
 Crank pins
 Crank webs
 Counter weights
 Oil holes
 Crank Shaft
Crank Shaft Material
Cast steel as well as S G iron have been used.
(Spheroidal Graphite)
 Camshaft
 Turns at 1/2 the speed of the crankshaft.
 Must be mechanically coupled to the crankshaft for
timing purposes (gears, belts, chains).
 The camshaft consists of bearing journals and lobes
spaced along the shaft.
 Each lobe is positioned to open and close a valve at a
specific time.

Lobe
 Engine Valves
 To admit the air fuel mixture in the engine cylinder
and to force the exhaust gases out at correct timings,
some control system is necessary which is provided
by the valves.
 Intake valves are chrome steel and are cooled by the
incoming air and fuel mixture.
 Exhaust valves are also alloy steel but are often filled
with metallic sodium for cooling. Valve faces may be
coated with Stellite to reduce wear and corrosion.
 There are three types engine valves:
 Poppet valves
 Sleeve valves
 Rotary valves
 Poppet Valves
 Derives its name from its motion of popping up and
down.
 It is also called as mushroom valve.
 It consists of a head and a stem.
 Poppet Valves
Advantages:
Simplicity of construction
These are self centering
These are free to rotate about the stem to new position
Maintenance of sealing efficiency is relatively easier in
their case
Usually inlet valves are larger than the exhaust valves,
because speed of incoming air fuel mixture is less than
the velocity of exhaust gases which leave under pressure.
Further because of pressure, the density of exhaust
gases is also comparatively high.
Generally inlet valves and exhaust valves are 45% and
38% of the cylinder bore respectively.
Exhaust Valve Operating Conditions
 Thermal stresses in circumferential and longitudinal
directions.
 Creep conditions due to operation at high temperature.
 Corrosion condition.

Valve Cooling
Exhaust Valve Operating Conditions
Material Requirements
High hot strength and hardness to resist tensile loads.
High fatigue and creep resistance.
Adequate corrosion resistance.
Less coefficient of thermal expansion to avoid excessive
thermal stresses
High thermal conductivity for better heat dissipation.
 Valve Actuating Mechanism
 Single Row Side Valve Mechanism
 Single Row Over Head Valve Mechanism
 Overhead Inlet and Exhaust valve Mechanism
 Double Row Side Valve-Mechanism
Single Row Side Valve Mechanism
 The majority of internal combustion engines all are
 classified  according  to  the  arrangement of the intake
and exhaust valves, whether the valves are located in
the cylinder head or cylinder block.
Single Row Side Valve Mechanism
L-HEAD
The intake and the exhaust valves are both located on the
same side of the piston and cylinder.
The valve operating mechanism is located directly below
the valves, and one camshaft actuates both the intake and
the exhaust valves.
1.Low engine height
2.Low production cost
3.Ease of lubrication
Single Row Over Head Valve Mechanism
I-HEAD
The   intake   and   the exhaust valves are both mounted
in a cylinder head  directly  above  the  cylinder.
The cam operates the valve lifter which in turn actuates
the push rod.
The valves are operated by a single cam shaft through
the tappet, pushrod and rocker arm mechanism.
Eg. Ambassador, Ashok Leyland.
‘I’ HEAD
Overhead Inlet and Side Exhaust valve
Mechanism [F-head]
 The  intake  valves  are normally
located in the head, while the
exhaust valves are located in the
engine block.
 The valves are operated by single
cam shaft.
 The intake valves in the head are
actuated from the camshaft through
tappets, pushrods, and rocker arms.
 The exhaust valves are actuated
directly by tappets on the camshaft.
 Eg. Mahindra Jeep CJ-3V Model.
Double Row Side Valve-Mechanism,
‘T’ HEAD
 The  intake  and  the
exhaust valves are
located on opposite
sides of the cylinder in
the engine block.
 Two camshafts are used
to operate the valves,
one for inlet and the
other for exhaust.
 The valves operated by
the tappet directly. each
requires their own
camshaft.
 Single Overhead Camshaft
 The  camshaft  is  located  in  the cylinder  head.
 The intake and the exhaust valves are both operated
from a common camshaft.
 The valve train may be arranged to operate directly
through the lifters, as shown in view A, or by rocker
 arms,  as  shown  in  view  B.
 This configuration is becoming popular for passenger
car gasoline engines.
 Valve Actuating Mechanism
Double Overhead Camshaft
 When   the   double   overhead camshaft is used, the
intake and the exhaust valves each operate from separate
camshafts directly through the lifters.
It provides excellent engine performance and is used in
more expensive automotive applications.