1.

PROBLEM DESCRIPTION:
Diesel engines are said to produce higher torque than gasoline engines. What
does that mean? Why do petrol engines have higher horsepower, lower torque
and accelerate faster than diesel engines?
DISCUSSION:
Considering fuel , The diesel fuel is denser than petrol fuel ie for one liter of Diesel
weighs more than one liter of petrol . So diesel will have higher energy density ( diesel
=36.9 MJ/liter petrol = 33.7 MJ/liter ). So diesel almost has 20 % more energy than petrol
in a liter of fuel.
Diesel engine work at lower RPM hence the frictional losses will be minimum.
The exhaust of a Diesel engine is cooler than a equivalent petrol engine ( even though
peak temperature are higher in diesel engine ) . So a petrol engine rejects more heat ( this
indicates that only less quantity of heat is converted into work). Also since stroke length
is large and operating in low rpm in diesel engine , the fuel mixture gets more time to
expand (compared to a petrol engine ) converting available energy into work.
Diesel engine can run in lean mixtures perfectly . Its common that a diesel engine does
not run on any fixed fuel ratio. The diesel engine has no throttle valves , hence roughly
same amount of air is drawn in while running. Power produced depends on amount of
fuel injected. But this is currently tough to implement in petrol engine as they are
homogeneous mixture running engine. . A diesel engine can run very lean mixtures from
17 to greater than 80 :1 . This means to 80 parts of air one unit of diesel can be added.
But petrol engine commonly runs between 10 to 17 :1 .
There is something called throttling loses. Since petrol engine is necessary to work under
a range of fuel ratio , a throttle plate is used to regulate mass flow rate of air. Hence the
engine has to do more work in drawing more air inside the cylinder as the inlet is
throttled ( is restricted by throttle plate ).
In my view diesel engines are more refined and technically ahead ( Effective control of
fuel added , multiple injections , installing turbos os easy) . GDI ( gasoline direct
injection) has some downsides and ups but time is required for the engine to work
better .But most diesel engine are direct injected . Vigneshwarraj's answer to Why are
GDI engines not being used in India in place of MPFIs? What are the advantages and
disadvantages of both?
Since diesel is injected directly multi injections are possible. It means that the Diesel can
be injected at various stages , currently diesel is injected at least 8 to 5 times ( like

pilot ,main , pre ,after injections) in single stroke . Petrol engines do not have those
techniques much exposed. ( this is called fuel stratification).
REFERENCE:
Clerk, D., & Burls, G. A. (1916). The gas, petrol, and oil engine. London: Longmans,
Green, and.

2. PROBLEM DESCRIPTION:
One automobile engine requires 5W20 motor oil while another engine requires
5W30 oil. What do these designations mean and why might they differ for two
engines?
DISCUSSION:
Thinner oils are being used these days for three reasons: They save fuel in test engines,
the viscosity rules have changed, and manufacturers are recommending thinner grades.
The Sequence VI-B is the test used to evaluate fuel economy for the GF-3 specification.
The VI-B test engine is fitted with a roller cam where the old Sequence VI test used a
slider cam. The old Sequence VI test responded well to friction modifiers, but the
Sequence VI-B responds to thinner oils.
The test oils fuel efficiency is compared to the fuel efficiency of a reference oil in the
Sequence VI-B test. To pass, the test oil must improve fuel economy one to two percent,
depending on viscosity grade. SAE 5W-20 must produce higher relative fuel efficiency
than SAE 5W-30.
It is interesting to note that the reference oil is fully PAO synthetic SAE 5W-30. To
qualify for the GF-3 Starburst, ordinary mineral oils had to beat the fuel economy of the
full synthetic reference oil. (It seems there is more to fuel economy than a magic base
oil.)
Another factor in fuel economy is temporary polymer shear. These polymers are additives
known as viscosity index improvers (or modifiers). Polymers are plastics dissolved in oil
to provide multiviscosity characteristics. Just as some plastics are tougher, more brittle or
more heat-resistant than others, different polymers have different characteristics.
Polymers are huge molecules with many branches. As they are heated, they uncoil and
spread out. The branches entangle with those of other polymer molecules and trap and

control many tiny oil molecules. Therefore, a relatively small amount of polymer can
have a huge effect on oil viscosity.
As oil is forced between a bearing and journal, many polymers have a tendency to align
with each other, somewhat like nesting spoons. When this happens, viscosity drops. Then
when the oil progresses through the bearing, the polymer molecules entangle again and
viscosity returns to normal. This phenomenon is referred to as temporary shear.
Because the Sequence VI-B test responds to reductions in viscosity, oil formulators rely
on polymer shear to pass the test. A shear stable polymer makes passing the GF-3 fuel
economy test much more challenging.
New rules defining the cold-flow requirements of SAE viscosity grades (SAE J300)
became effective in June 2001. The auto manufacturers were afraid that modern injection
systems might allow the engine to start at temperatures lower than the oil could flow into
the oil pump. Consequently, the new rules had a thinning effect on oil.
The auto manufacturers now recommend thinner oils for their vehicles than in the past.
Years ago, SAE 10W-40 was the most commonly recommended viscosity grade, later
migrating to SAE 10W-30. SAE 5W-30 is most popular now, but Ford and Honda
recommend SAE 5W-20. It is likely that more widespread adoption of SAE 5W-20 and
other thin oils may occur to help comply with CAFE requirements.
Because of the change in cold-flow requirements and the fuel economy test pushing
formulators toward the bottom of the viscosity grade, todays SAE 10W-30 oils are more
like yesterdays (GF-1 spec) SAE 5W-30 oils. On top of that, there is a trend toward auto
manufacturers recommending thinner grades. This seems ridiculous. SUVs and trucks,
with their inherently less-efficient four-wheel drive and brick-wall aerodynamics, need
powerful, gas-guzzling engines to move their mass around in a hurry. In response, auto
manufacturers recommend using thin oils to save fuel. Incredible!
REFERENCE:
@. (n.d.). Motor Oils - Fuel Economy vs. Wear. Retrieved November 04, 2016, from
http://www.machinerylubrication.com/Read/518/motor-oils
3. PROBLEM DESCRIPTION:
Grace, a ten-year-old camper, is suddenly awakened by a metallic click coming
from a railroad track passing close to her camping area; in the distance, she
soon hears the deep growling of a diesel locomotive pulling an approaching
train. How would you interpret these different sounds to her?

DISCUSSION:
Many things can make a valve fail. Defective valves are one thing nobody talks much
about, but it ranks as the number two cause of valve failures. Thermal and mechanical
overstress is number one.
One study that was conducted by a leading valve manufacturer found that as many as 1
out of every 5 (20.7%) valve failures resulted from defects in the valves themselves!
This particular study was published over a decade ago, and even though the same basic
alloys and manufacturing processes that were used then are still used today quality
control has come a long ways. CNC (Computer Controlled Numeric) production
machinery and statistical process control have done much to eliminate human error in the
manufacturing process. But like any other mass produced component, defects
occasionally slip through. So do not rule out bad valves as a possible cause of a
premature valve failure.
Defects include the presence of metallurgical impurities and inclusions in the metal that
weaken the valve, forging defects that leave microscopic cracks, pores or separations in
the metal that lead to breakage, faulty welds between stems and heads in two-piece
valves that can allow the head to separate, faulty welds in hollow stem valves that can
lead to breakage, improper heat treatments that fail to fully harden or anneal a valve
resulting in rapid wear, machining errors that produce the wrong dimensions or surface
finish which can cause all kinds of problems if not detected prior to installation, and poor
adhesion of chrome plating that allows the protective plating to flake off the stem.
The best way to make sure the new valves you are using are free from defects, therefore,
is to (1) inspect the valves to make sure tolerances are within specs (stem diameter, stem
taper, overall length, etc.) and there are no obvious defects (nicks, pits, hairline cracks,
etc.), and (2) source your valves from a reliable supplier. One valve looks pretty much
like another, so you cannot judge quality by appearances alone. A cheap price may be
attractive, but if the valve does not hold up where is the savings? So don't take chances
on poor quality valves from questionable suppliers that might end up costing you far
more than what you saved on the valves themselves. Buy from a reputable supplier who
stands behind their product.
REFERENCE:
By understanding the causes of valve failure and making sure you have not overlooked
anything when replacing and reconditioning valves, seats, guides and the rest of the
valvetrain components. (n.d.). Engine Valve Failures: Causes & Cures. Retrieved
November 04, 2016, from http://www.aa1car.com/library/ar1192.htm

4. PROBLEM DESCRIPTION:
In making a quick stop at a friends home, is it better to let your cars
engine idle or turn it off and restart when you leave?
DISCUSSION:
So, now that we know what idling is better to idle or to turn off your car? The answer
is the same one the assistant principal had for you all those years ago better not to idle.
The rule of thumb used by Californias Consumer Energy Center is this: If youre going
to be idling more than 10 seconds, turn off your car. Thats because when youre idling,
youre still releasing harmful emissions into the air just like when youre driving, except
when youre idling, youre getting zero miles per gallon. And contrary to popular belief,
it doesnt take more gas to shut down and restart your car than it does to leave it idling for
a few minutes. It will save you money to shut off your car rather than idle up to 19
percent, according to Edmunds.com.
Interestingly, one of the ways hybrid cars save energy is by automatically shutting off at
red lights or when otherwise stopped. In fact, since this start-stop technology was
invented, some car companies, including BMW, are talking about adopting the same
technology in all of their cars, which could greatly reduce the amount of air pollution that
is caused by idling cars.
While were at it, lets dispel some other idling myths: Do you like to warm up your car
for a few minutes in the winter before you drive it? My husband, whos from Chicago,
introduced me to the world of remote starters. See, in Chicago, wheres its often in the
teens and single digits when its time to head out for work, everyone has remote starters
to warm up their cars before they get in them. And Im not going to lie its so much
nicer getting into a warm and toasty car rather than a stone-cold one. But warming up
your car for five or 10 minutes is totally unnecessary to actually drive it. All youre doing
is wasting gas and wasting time. As long as youre not accelerating too fast (such as
turning onto a highway as you turn out of your driveway), starting your car, waiting a few
seconds, and driving it immediately, but gently, is the way to go literally.

REFERENCE:
Kirschner, C. (n.d.). Is it better to idle or turn your car off? Retrieved November 04,
2016, from http://www.mnn.com/green-tech/transportation/questions/is-it-better-to-idleor-turn-your-car-off

5. PROBLEM DESCRIPTION:
In making a quick stop at a friends home, is it better to let your cars
engine idle or turn it off and restart when you leave?
DISCUSSION:
Idling is when a driver leaves the engine running and the vehicle parked.
Everyday in the U.S. millions of cars and trucks idle needlessly, sometimes for hours and
an idling car can release as much pollution as a moving car
You may not be able to avoid keeping your engine running when youre stopped at a
traffic signal or stuck in slow-moving traffic. But other times idling is unnecessary.

REFERENCE:
H. (n.d.). Attention drivers! Turn off your idling engines. Retrieved November 04, 2016,
from https://www.edf.org/climate/reports/idling

6. PROBLEM DESCRIPTION:
For a specified compression ratio, and assuming a cold air-standard analysis
for simplicity, which cycle has the greater thermal efficiency: an Otto cycle
or a Diesel cycle?
DISCUSSION:
Its simple. Otto type charges have good flash and fire point and hence they are ignited by
spark plugs. At the same time diesel has good self ignition temperature and hence they
don't have any plugs to ignite and has higher compression ratio to maintain a temperature
on which they can get ignited. For compressing to such extent they should have thick
walls for maintaining the pressure. Its the basics. Now if the diesel's compression Ratio
(C.R) is kept down to otto, they won't ignite coz the temperature maintained is less. At
the same time if the C.R of otto is increased, the temperature and pressure increases w.r.t
the C.R during compression stroke, further addition of heat in power/expansion stroke
increases its temperature further and hence complete combustion takes place. Complete
combustion means improved efficiency. In addition Diesel engine has lots of subsidiary
parts which increases the weight and hence reduces the efficiency. That is why otto gives

good efficiency but the possibility of knocking has to be monitored coz the possibility is
more
REFERENCE:
If the compression ratio of an Otto cycle and a Diesel ... (n.d.).
Retrieved November 4, 2016, from
https://www.researchgate.net/post/If_the_compression_ratio_of_an_Otto
_cycle_and_a_Diesel_cycle_is_same_why_does_Otto_cycle_have_higher
_efficiency
7. How is combustion
combustion engine?

initiated

in

conventional

gasoline-fueled

internal

DISCUSSION:
Commercial transportation fuels are complex mixtures containing hundreds or thousands
of chemical components, whose composition has evolved considerably during the past
100 years. In conjunction with concurrent engine advancements, automotive fuel
composition has been finetuned to balance efficiency and power demands while
minimizing emissions. Pollutant emissions from internal combustion engines (ICE),
which arise from non-ideal combustion, have been dramatically reduced in the past four
decades. Emissions depend both on the engine operating parameters (e.g. engine
temperature, speed, load, A/F ratio, and spark timing) and the fuel. These emissions result
from complex processes involving interactions between the fuel and engine parameters.
Vehicle emissions are comprised of volatile organic compounds (VOCs), CO, nitrogen
oxides (NOx), and particulate matter (PM). VOCs and NOx form photochemical smog in
urban atmospheres, and CO and PM may have adverse health impacts. Engine hardware
and operating conditions, after-treatment catalysts, and fuel composition all affect the
amount and composition of emissions leaving the vehicle tailpipe. While engine and
after-treatment effects are generally larger than fuel effects, engine and after-treatment
hardware can require specific fuel properties. Consequently, the best prospects for
achieving the highest efficiency and lowest emissions lie with optimizing the entire fuel
engineafter-treatment system. This review provides a chemical perspective on the
production, combustion, and environmental aspects of automotive fuels. We hope this
review will be of interest to workers in the fields of chemical kinetics, fluid dynamics of
reacting flows, atmospheric chemistry, automotive catalysts, fuel science, and
governmental regulations.
REFERENCE:

By Amardip Singh, Poonam and A. K. Ghosh. (n.d.). Marine Transportation Thesis Pdf Free Ebooks Download. Retrieved November 04, 2016, from
http://ebookbrowse.in/pdf/title/marine-transportation-thesis.html

8. PROBLEM DESCRIPTION:
How is combustion initiated in a conventional diesel-fueled internal
combustion engine?
DISCUSSION:
When air is compressed, it heats up. The piston in a Diesel engine compresses the
air inside the cylinder, heating it up to the flash point of the diesel fuel which then ignites,
forcing the piston back down. glow plugs are commonly fitted which electrically heat up
the air in the combustion chamber to assist starting when very cold. With older Diesel
engines, there was sometimes a cold start fitting on the fuel pump which temporarily over
fuelled the engine, the rough equivalent of a petrol engine choke.
REFERENCE:
Lewis, O. (n.d.). How is combustion initiated in a conventional diesel-fueled
internal combustion engine? Retrieved from https://www.quora.com/How-iscombustion-initiated-in-a-conventional-diesel-fueled-internal-combustion-engine1

9. PROBLEM DESCRIPTION:
Figure below shows two cold air-standard cycles: 1-2-3-4 -1 is an Otto cycle
and 1-2-3-4-5-1 is an over-expanded variation of the Otto cycle. The overexpanded cycle
is of interest today because it provides a model for the engine
used
in
various
production
hybrid-electric
vehicles.
(a) Develop the following expression for the ratio of the thermal efficiency
of the over-expanded cycle to the thermal efficiency of the Otto cycle.

(b) Plot the ratio obtained in part (a) versus r* ranging from 1 to 3 for
the
case
r
=
8,
k
=
1.3,
and
q/cvT1
=
8.1.
(c) Referring to your plot, draw conclusions about the performance of the
engines used in hybrid-electric vehicles modeled here by the over-expanded
cycle.

DISCUSSION:

REFERENCE:

10. PROBLEM DESCRITION:

Listed below are the following factors that affect the performance of
an engine (SI and CI). Explain each:
a. Effect of compression ratio
b. Effect of air/fuel ratio
c. Effect of supercharging
d. Effect of fuel properties
DISCUSSION:

REFERENCE: