University of Pune

S.E. (Mechanical and Automobile) – II (2012 Course)

Applied Thermodynamics (202050)
Teaching scheme Examination Scheme
Lectures: 4 Hrs/week Theory (Online): 50 marks
Practical: 2 Hrs/week Theory (Paper): 50 marks
Term work: 25 marks
Practical: 50 marks
Learning Objectives:
1. To get familiar with the fundamentals of I.C engines, construction and working principle of an
engine, and testing of an engine for analyzing its performance.
2. To study the combustion and its controlling factors in order to design efficient engine
3. To study emissions from I.C. engines and its controlling methods, various emission norms.
4. To understand theory and performance calculation of positive displacement compressors.
Prerequisite:
1. Basics of Thermodynamics
2. Engg. Mathematics
Unit I: Basics of IC Engines 5 Hrs.
Heat Engine, IC and EC engines, I.C. Engine construction - components and materials, Engine
nomenclature, Valve timing diagram, Intake and exhaust system, Engine classification,
Applications.
Fuel Air Cycle and Actual Cycle 5 Hrs.
Fuel air cycle, Assumptions, Comparison with air standard cycle, Effect of variables on
performance,
Actual cycle and various losses.
Unit II: SI Engines 5 Hrs.
Theory of Carburetion, Types of carburetors, Electronic fuel injection system, Combustion in
spark
Ignition engines, stages of combustion, flame propagation, rate of pressure rise, abnormal
combustion,
Phenomenon of Detonation in SI engines, effect of engine variables on Detonation. Combustion
chambers, Rating of fuels in SI engines, Additives.
Unit III: CI Engines 5Hrs
Fuel supply system, types of fuel pump, injector and distribution system, Combustion in
compression
ignition engines, stages of combustion, factors affecting combustion, Phenomenon of knocking
in CI
engine. Effect of knocking, Methods of knock control, Types of combustion chambers, rating of
fuels in
CI engines. Dopes & Additives, Comparison of knocking in SI & CI engines.
Unit IV: Testing of IC Engines 5 Hrs.
Objective of testing, Various performance parameters for I.C. Engine - Indicated power, brake
power,
friction power, SFC, AF ratio etc. Methods to determine various performance parameters,
characteristic
curves, heat balance sheet.
Supercharging 2 Hrs.
Supercharging and turbo-charging methods and their limitations
Unit V: I.C. Engine Systems 6 Hrs
Cooling System, Lubrication System, Ignition System, Governing system, Starting System
I.C. Engine Emissions and Control 4 Hrs.
Air pollution due to IC engine and its effect, Emissions from petrol/gas and diesel engines,
Sources of
emissions, Euro norms, Bharat stage norms, Emission control methods for SI and CI engines
Unit VI: Positive Displacement Compressors (Reciprocating and Rotary) 10 Hrs.
Reciprocating Compressor - Single stage compressor – computation of work done, isothermal
efficiency, effect of clearance volume, volumetric efficiency, Free air delivery, Theoretical and
actual
indicator diagram, Multistaging of compressor, Computation of work done, Volumetric
efficiency,
Condition for maximum efficiency, Inter-cooling and after cooling, Capacity control of
compressors
Rotary Compressor – Introduction, vane compressors, roots blower, screw compressor
List of Practicals
1. Study of Carburetor
2. Study of Fuel pump and injector
3. Study of Ignition System
4. Demonstration & study of commercial exhaust gas analyzers.
5. Test on Multi cylinder Petrol/ Gas engine for determination of Friction power.
6. Test on diesel engine to determine various efficiencies, SFC and Heat balance sheet.
7. Test on variable speed diesel / petrol engine.
8. Test on variable compression ratio engine.
9. Visit to Automobile service station
10. Test on Positive Displacement Air Compressor
11. Assignment on any one advanced technology related to I.C. Engine such as VVT, VGT,
HCCI
12. Assignment on alternative fuels used in I.C. Engines.
Note
1. Total 8 Practicals should be performed.
2. Out of Practical No. 5,6,7,8 any three should be performed.
3. Practical No. 9, 10 are compulsory.
4. Out of Practical No. 11, 12 any one should be performed.
Text Books
1. V. Ganesan: Internal Combustion Engines, Tata McGraw-Hill
2. M.L. Mathur and R.P. Sharma: A course in Internal combustion engines, Dhanpat Rai
3. H.N. Gupta, Fundamentals of Internal Combustion Engines, PHI Learning Pvt. Ltd.
Reference Books
1. Heywood: Internal Combustion Engine Fundamentals, Tata McGraw-Hill
2. Domkundwar & Domkundwar: Internal Combustion Engine, Dhanpat Rai
3. R. Yadav: Internal Combustion Engine, Central Book Depot, Allahabad
 Unit 1 Basics of I. C. Engine

Unit I: Basics of IC Engines 5 Hrs.

Heat Engine, IC and EC engines, I.C. Engine construction - components and materials, Engine
nomenclature, Valve timing diagram, Intake and exhaust system, Engine classification,
Applications.
Fuel Air Cycle and Actual Cycle 5 Hrs.
Fuel air cycle, Assumptions, Comparison with air standard cycle, Effect of variables on
performance,
Actual cycle and various losses.

1.1 Heat Engine:

  Heat Engine is a device which transforms chemical energy of fuel into thermal energy
and uses this energy to produce mechanical work.

 The Engine Do the work effectively.

How engine works?

Exhaust
Air
Mixing Combustion

Fuel Power

Useful
Work

•Carburetor •Ignition •Valves

(Spark plug / •Piston/connecting rod
Compressed •Crankshaft
ignition) •Flywheel
•Clutch
•Gear box
•Wheels

1.1.1Classification of Heat Engines:

A) External combustion engines (E. C.)

B) Internal Combustion Engines (I. C.)

 A) External combustion engines B) IC Engine

A) External combustion engines

 In these engines product of combustion of fuel-air mixtures transfer Heat to the

secondary fluid which is the working fluid of the cycle (i.e. there are two working
fluids).

 And combustion occurs outside the engine space or heat and work occur at different
locations.

 E.g. Steam Engines (Flue gas and steam), Steam turbine plant, closed gas turbine plant,
Sterling Engines.

Figure: Steam Engine

Advantages:

1. Cheaper fuel can be used.

2. Higher starting torque possible.

3. Large Electric power plants.

Limitations:

1. Less suitable for transport vehicle because of bulk and weight.

2. Creates environmental pollution

B] Internal Combustion Engines (Petrol and Diesel engines):

 In these engines the products of combustion are produced inside the engine i.e.
combustion occurs inside the engine space and utilizes only one working fluid.

 Egs: Wankel Engine, Petrol Engine (S. I.), Diesel Engines (C. I.)

Advantages:

1. Mechanical simplicity.

2. Low weight to power ratio hence less bulky.

3. Suitable for automobiles and power generators.

4. Less initial cost.

5. Overall efficiency is high.

Limitations:

1. Problem of vibrations because of reciprocating components (Crank, connecting rod etc.)

2. Not possible to use variety of fuels or most suitable with Petrol and Diesel

3. This subject deals with I. C. Engine and study of E. C. Engine does not fall into the scope
of the present syllabus for this subject.

2.2 Classification of I. C. Engines

Details Classified of I. C. Engines-

a. Number of strokes required to complete the cycle: i. Two-Stroke, ii. Four-stroke.

b. Method of ignition: i. Self ignition ii. Compressed ignition.

c. Thermodynamic cycle used: i. Otto Cycle, ii. Diesel cycle

d. Type of fuels used: i. Petrol, ii. Diesel, iii. LPG, iv. CNG

e. Position of cylinder: i. inline, ii. V-type, iii. W-type, iv. Wankel Engine

f. Motion of the rotating part: i. Reciprocating engines, ii. Rotary engines.

g. Cooling system implied: i. Water cooled engines, ii. Air-cooled engines

h. Capacity of engine: i. Small capacity engines, ii. Large capacity engines.

i. Number of cylinder: i. Single cylinder, ii. Multi-Cylinder

j. i. Carbureted engines, ii. Injection engines

k. Method of ignition: i. Magneto ignition, ii. Battery ignition.

l. Lubrication method: i. Wet sump, ii. Dry sump & iii. Mist lubrication

Knowledge beyond syllabus (important from online point of view):

 Classification Of I. C. Engines

S. I. Engines (Or Petrol or Otto) C. I. Engines (or Diesel Engine)

 Fuel Injector

Spark Ignition Engine (Uses Spark

Plug) Compressed Ignition Engine (Uses Fuel
Injector)

Spark Plug is absent-Fuel self ignites

Spark Plug Fuel Injector

Number of strokes

Two stroke engine Four stroke engine

Valves absent instead ports used Two valves

 Cycle completed in two piston Cycle completed in four piston strokes or 2
strokes or 1 crank revolution crank revolutions

Single Cylinder Engine (S. I. Multi Cylinder Engine (S. I. Engine)

Engine)

Stirling Engine (Reciprocating E. C.

Engine)
Wankel Engine (Rotary I. C.
Engine)

Inline 4 cylinder Engine (I4)

4 cylidners

V-Engines (V6)

6 cylinders
 Opposed Cylinder Engines

Radial Engine

1.3 Difference between Two Stroke and Four Stroke Engine

Difference between two stroke and four stroke given in the following table
 Two-stroke Engine
1 Thermodynamic Cycle completed in 2 strokes of piston
= 1 crank rotation
Port are present for suction and exhaust processes
(Valves and valve mechanism absent).
1 power stroke for every crank rotation
Lubrication Oil is mixed with fuel – Burns in combustion
chamber – more pollution.
Produces more power for given rpm
More wastage / leakage of fuels through ports and hence
higher un burnt HC and emissions and hence more
polluting – Poor fuel efficiency / economy / average of
vehicle
Light in weight (No valves, no Cam mechanism, No
camshaft).
High Power to weight ratio – more wear and tear, needs
more maintenance.
More noisy
Requires heavy flywheel (to smooth torque over four
strokes)
Poor Volumetric efficiency
Used where cost, size, and light weight are important.
Four Stroke Engine
1 Thermodynamic Cycle completed in 4 strokes of piston
= 2 crank rotation
Valves and valve mechanism is present for suction and
exhaust processes.
1 power stroke every two crank rotation.
Lubrication Oil is added in crank case.
Produces less power for same given rpm
Valves are always closed hence no wastage of fuel and
hence less polluting and more fuel efficient.
Heavier weight – (Valves, Cam mechanism, present).
Low Power to weight ratio – less wear and tear and needs
lesser maintenance.
Less noisy
Requires lighter flywheel to smooth torque for two
strokes only).
Higher Volumetric efficiency.
Used where efficiency is important (Cars, buses, trucks,
aero planes, power generation)

1.4 Comparison between S.I and C.I Engine

Comparison of S. I. Vs C. I. Engine
No. Parameter Spark Ignition (S. I.) engines Compressed ignition (C. I)
For the same compression ratio efficiency of For all other condition efficiency of diesel
Otto cycle is more than dual and diesel cycle cycle is greater than dual and Otto cycle.
Dual cycle efficiency is always in between
Otto and Diesel cycle.
1. Preparation of Outside the cylinder in Carburetor Inside the cylinder (Fuel Injection)
A: F mixture
2. During suction Air + Fuel inducted in cylinder Only air inducted in cylinder
3. Nature of Homogenous Heterogeneous
mixture
4. Method of Spark plug ignition (S. I). Self ignites due to high pressure (C. I.)
Ignition
5. Ignition occurs Single point (Air gap of Spark plug) & Multiple points (Wherever mixture reaches
single flame travels in combustion chamber SIT and delay period is over it ignites)
6. Spark plug Present Absent (uses cold plug or glow plug heater
for cold starting) (Low SIT– 210 C)
(Due to high SIT – 246 C)
7. Carburetor Present Absent (Uses fuel injector)
8. Cost of fuel High Low
9. Sp. Low High
Gravity/Density
10. Fuel sold Volume basis (in litres – less qty) Mass Basis (in kg- more qty)
11. Thermal Low High
Efficiency
12. Air standard Otto Diesel
cycle
13. Fuel economy Low High
14 Compression 6-10 16-20
ratio
15. Limit on CR Yes due to Knocking (HUCR) No limit
16. Noise & Low engine noise (Less CR) High Engine noise (High CR)
vibrations
17. Size of the Small due to low CR Bulky due to high CR
engine
18. Application Light duty automobiles (Two-wheeler and Heavy duty (Trucks, buses power plants,
low duty car) diesel genets etc.)
19. Bore size / Limited due to knocking (flame will need No limit (50 – 900 mm)
Cylinder more time to reach end mixture for large size
diameter resulting in knocking) max. 100 mm
20. Pre-ignition Possible (Mixture can self ignite before Not possible (No sparking and diesel absent
(before spark) sparking) during compression)
21. Number of 2 (Suction and discharge valve) 3 (Suction, discharge and Fuel injector)
Valves
22. Accelerator Throttle valve opening increases Fuel injection amount increases
increases
23. Quantity of air Varies with load - Throttle valve opening Constant amount of air inducted during
/Acc/Deceleration suction stroke
24. Type of Quantity governed Quality governed
governing
25. As load changes Quantity of A: F mixture changes Constant Air supply, Qty of fuel sprayed
changes and A:F ratio changes
26. Low load Rich mixture required Lean mixture required
condition
27. Operating 12-17,Cold starting: 7:1,Idling condition: 20-100, Idling or low load very lean 100:1
range of A:F 12.5,Normal power: 16,Maximum power:
ratio 13.5 Maximum power 20: 1
28. Air supply Turbulence of air (disorderly random motion Air Swirl motion (Orderly motion in circular
preference with no direction) to increase flame velocity direction
29. Stages in Three (Ignition lag, Flame propagation and Four (Ignition delay, Rapid or Uncontrolled
Combustion after burning) combustion, Controlled Combustion, After
burning)
30. Number of Single definite flame Multiple flames
flames
31. Peak pressures 25-50 bar 150-200 bar
32. Injection 6 – 10 bar 150-200 bar
pressures
33. Delay period Only chemical delay (Ignition lag) Physical + Chemical delay
34. Physical delay Absent (Mixture prepared outside cylinder) Present - Mixture prepared inside cylinder
period (After fuel sprayed)
35. Ignition Delay Should be High to avoid end mixture to self Should be Low – to avoid large amount of
(Time after SIT ignite diesel getting accumulated during delay
is reached for period
flame to
appear)
Stages in Combustion
37. Suction Air + Fuel Only Air
38. Stages of 3 4
combustion
39. Point A Spark is supplied Fuel injection starts
40. Point B Flame appears Mixture reaches SIT
41. A-B Ignition lag (Stage I) Physical delay (Mixture preparation)
42. B-C Flame propagation Chemical delay (chemical pre processes
before flame appears) (A-B+B-C =Stage I)
43. C-D After burning Rapid or Uncontrolled combustion of diesel
accumulated during delay period
44. D-E Not applicable After burning
 Abnormal combustion / Knocking and factors affecting knocking
46. Definition of Happens at the end of combustion due to Happens at the start of combustion due to
Knocking or self ignition of end mixture (Hence long delay period large amount of diesel
abnormal requires long delay period to avoid getting accumulated inside the cylinder
combustion knocking) which burns and creates large pressure
during uncontrolled combustion stage.
47. Knocking occurs At End of combustion At Start of combustion
5. Abnormal
Combustion
48. Delay period Should be Long Should be Short
49. SIT to avoid High (To avoid self ignition of end Low (Avoid large amount of diesel does not
knocking mixture) get accumulated)
50. Octane number to Should be high. High SIT desirable (ON is Should be low. Low SIT desirable
avoid knocking directly proportional to SIT)
51. Cetane number to Should be low. High SIT desirable Should be high. Low SIT desirable
avoid knocking
(CN is inversely proportional to SIT)
52. Flame speed High Low
53. Engine size Low (Flame reaches faster to end of High
chamber)
54. Density Low High
55. Supercharging No (Limited by detonation tendency of SI Yes (Increased density decreases the delay
preferred Engine due to increased density) time and hence reduces the knocking
tendency)
56. CR Limited by HUCR (6-10) High
57. Initial pressure Low (To avoid burning of end mixture) High (To help self ignition and decrease
and temp delay period)
58. Cylinder Wall Low (To avoid burning of end mixture) High to assist self ignition
temperature
59. Engine speed High (To increase flame velocity) Low (To reduce delay period)
60. Turbo charging Not desirable Desirable
61. Cooling water Low High
temperature
62. Exhaust No smoke or odor from exhaust Black Smoky and odor (heavy Soot in
exhaust
63. Detection of Possible by human ear (Petrol engines are Difficult to detect by human ear (Diesel
engine knocking less noisy) engine are more noisy)
64. Intake fuel Low High
temperature
65. Engine load Low (Since high load increase operating High (Increase in operating temperatures
temperatures of cylinder cooling water helps in Self ignition)
etc.)
66. Exhaust gas Higher (Due to lower heat extraction and Lower (Due to high heat extraction and high
temperature lower thermal efficiency) thermal efficiency)

1.5 Components of I. C. Engine:

1.5.1 Important Parts of IC Engines

The following are the impotent parts of IC engine are as follows

Cylinder

Exhaust manifold

Cam and cam follower

push Rod and Rocker

Arm

Crank Case

Flywheel

Carburetor

Spark plug

Cylinder head

Piston and piston rings

Connecting Rod

Crank and Crankshaft

Inlet Valve

Exhaust Valve

Inlet manifold
 A. Engine block
Material-
Cast Iron, Alloy Steel
Method of manufacturing-
Casting

B. Cylinder head
Material-
Cast Iron,Aluminium Alloy
Method of manufacturing-Casting
Forging

C. Oil Pan
Material-
aluminum alloy
Steel ,cast iron
Process of manufacturing-Casting

D. Inlet and exhaust manifolds

Material-
High Si Cast Iron
Process of manufacturing-Casting
E. Gaskets- Cast Iron

F. Cylinder liner
Material-
Cast iron
Ni alloy steel
Process of manufacturing-Casting

G. Piston
Material-
Cast iron and aluminium alloy
Process of manufacturing-Casting
forging
H. Connecting rod
Material-Steel
Process of manufacturing-Forging
Piston and connecting rod
assembly

Connecting rod subjected to

compressive stresses

I. Piston rings
Material-
Si cast iron
Process of manufacturing-Casting
J. Small end bearing
Material-
White metal ,leaded bronze
Process of manufacturing-Casting

K. Gudgeon Pin
Material-
Steel
Process of manufacturing-Forging

L. Crank shaft
Material-
Alloy steel ,SG iron
Process of manufacturing-Forging

M. Crank shaft assembly

N. Big end bearing

O. Engine valves
Material-
Special alloy steel
Process of manufacturing-Forging

P. Cam shaft assembly

Q. Silencer / muffler
1.5.1 Important points in IC Engine

 If d > L it is called as over square engine.

 Swept volume (Vs): The volume swept by the working piston when travelling from one
dead center to other dead center is called as displacement or swept volume.

 Vs = A*L = PI/4*d*d*L

 Cubic capacity of the engine: The swept volume of the cylinder multiplied by number
of cylinders in an engine gives the cubic capacity of the engine expressed in Cubic
Centimeter (cc) or Liters.

 Clearance volume (Vc): The volume of the combustion chamber above the piston when
the piston is at TDC.


 Total Cylinder volume: It is sum of swept volume of the cylinder and clearance volume.

 VT= Vs + Vc

 Compression ratio (r): It is the ratio of the total volume of the cylinder to the clearance
volume.

 r = VT / Vc = (Vs + Vc) / Vc = 1 + Vs/Vc

1.4 Working of Two strokes and four stroke I. C. Engines:

The working of four stroke and two stroke engine is explained below
A) Four stroke engine:

B) Two-stroke Engine;
1.5 Valve Mechanism:

The valve timing or opening and closing

suction and discharge valve is powered by
crank shaft.

Valves are operated by Cam shaft.

Power flows through Crank shaft to timing

gears to camshaft to cams to push rod and
finally reaches the rocker arm which open or
close the two valves depending on the cam
profile and orientation.

Power from crank shaft flows to camshaft

through chain mechanism for double over
headed camshafts (DOHC).

Power transmission from Crank shaft to

Camshaft by using Belt drive.
 Types of valve mechanism (Left to right):

a. Cam operated mechanism

b. Rocker arm with overhead

cam

c. Push rod mechanism

Valve springs normally keep the valve seat

in closed position inside the cylinder.

Cam Shaft

1.6 Valve timing diagram:

 Valve timing diagram is the crank angle during the crank rotation at which the two valve
opens or closes and tie at which spark is provided (in SI engines) and injection starts (In
CI Engines)
 In real cycle operation valve needs time (Due to inertia, to avoid vibrations due to sudden
opening, mechanical effects) to open and close (ie opening and closing of valve is non-
instantaneous).

 To ensure complete suction and exhaust, valve should remain fully open for 180 degrees
the time required for opening or closing the total angle for valve will always be greater
than 180 degrees.

 Both The Valve Opening Is Advanced and Closing Is Delayed (Time Loss). Combustion
Also Is Not Instantaneous and Needs Some Crank Angle Hence Ignition Is Advanced To
Ensure Complete Combustion At TDC (Time Loss).

1.6.1 Valve Timing Diagram For Petrol Engine

FIG.Valve Timing Diagram For Petrol Engine

Position Theoretical Actual

Low Speed High Speed

Engine Engine

Inlet valve open TDC 100 before TDC 100 before

(IVO) TDC

Inlet valve close BDC 100 after BDC 600 After BDC
 (IVC)

Inlet valve is open 1800 2000 2500

for

Exhaust valve BDC 250 before BDC 550 Before

opens BDC

Exhaust valve TDC 50 after TDC 200 After TDC

closes

Exhaust valve 1800 2100 2550

open

Valve overlap NIL 150 300

Spark TDC 150 before TDC 300 before

TDC

1.6.2 Valve Timing Diagram for Diesel Engine

FIG.Vale Timing Diagram For Diesel Engine

Position Theoretical Actual

 Inlet valve open TDC 250 before TDC
(IVO)

Inlet valve close BDC 300 after BDC

(IVC)

Inlet valve is open 1800 2350

for

Exhaust valve BDC 450 before BDC

opens

Exhaust valve TDC 150 after TDC

closes

Exhaust valve open 1800 2400

Valve overlap NIL 400

Injection start TDC 150 before TDC

Injection end --- 250 after TDC

Injection --- 400

1.6.3 Port Timing Diagram For 2 stroke petrol Diesel Engine

FIG. Port Timing Diagram For 2 stroke petrol Diesel Engine

 1.7 Lubrication mechanism:

 Various components viz. Piston-Cylinder, Small and big end bearings, Valve mechanism,
Crank and Cam shaft etc need lubrication to reduce friction wear and tear of components.

 Following figure shows flow of oil lubrication circuit from oil sump to various parts.

1.8 Air standard Cycles:

The air standard cycles are explained by considering Comparison of Otto, Diesel and Dual Cycle
is as follows.

Parameter Otto (constant volume) Diesel (constant pressure ) Dual (constant pressure and
volume )

Diagram

Efficiency
 1 
1
 1 
1    1 
 1 
1  
 .   1  
   1  
r  1 r  1     1 r    1   .   1
Where , Cp/Cv=γ=adiabatic Index ,1.4 (Constant)), Compression ratio r=V1/V2,cut-off ratio=ρ=V3/V2,
1.9 Air Standard Vs Fuel-Air Vs Actual Cycle

Pont Air standard Fuel-Air cycle Actual Cycle

Type Theoretical Theoretical Real

Type Closed Cycle Open Cycle Open Cycle

Working fluid Air (Ideal Gas) Air+Fuel+Flue Air+Fuel+Flue

Only Gas+Water Vapor Gas+Water Vapor

Specific heat (Cp Cp, Cv Remains Cp, Cv Increases Cp, Cv Increases With
and Cv) loss Constant Always With Temperature Temperature

Dissociation loss Not Considered Considered Considered

(Endothermic
Reaction)

Adiabatic index, Remains Constant Decreases With Decreases With

Gama Always Increase In Increase In
Temperature Temperature

Characteristic gas Remains Constant Remains Constant Remains Constant

constant, R Always Always Always

Cp, Cv, Gama, Remains Constant Remains Constant Remains Constant

For mono-atomic Always Always Always
gases (He, Ne, Ar)

Losses In Actual Cycle

Timing loss – Due Not Considered Not Considered Considered

to
noninstantneous
combustion and
valve operation

Unburnt Not Considered Not Considered Considered

Hydrocarbon loss

Blow down loss Not Considered Not Considered

Pumping loss Not Considered Not Considered Considered

Direct Heat loss Not Considered Not Considered Considered

 Friction loss Not Considered Not Considered Considered

P-V Diagram

1-2-3-4=Air Standard Cycle

1-2’-3’-4’=Fuel Air Cycle.

Sr.No. Item Load

Full load Half load

1 Losses due to variation of specific 13.3 13.3

heat and chemical equilibrium (%)

2 Burning time loss(%) 4.0 4.0

3 Incomplete combustion loss (%) 2.5 2.5

4 Direct heat loss (%) 3.5 5.0

5 Exhaust blow down loss (%) 0.5 0.5

6 Pumping loss(%) 0.4 2.0

7 Rubbing friction loss (%) 3.2 6.4

A Air standard cycle efficiency % 60.0 60.0

B Fuel air cycle efficiency (%)=ƞair 46.7 46.7

standard -1

C Gross indicated thermal efficiency 35.8 32.7

 (%)= Fuel air cycle efficiency-
(2+3+4+5+6)

D Actual brake thermal efficiency 32.6 26.3

1.10
=Gross ihp(6+7)
Typ
ical
Losses in Engine -

1.12 Intake and Exhaust Manifold Difference-

Parameter Intake Manifold(system ) Exhaust Manifold (system)

 Diagram
Location Before engine
Function Inlet manifolds are used to carry
air-fuel mixture from carburetor/
air from air filter to cylinders
through intake valve(s) in SI
engs; air from air filter to
cylinders in CI engines.
Material Cast iron ,diacast aluminum with
low temperature and pressure as
compare to exhaust manifold
Manufacture Casting
After engine
Exhaust manifolds carry burnt/flue gases
from cylinder through exhaust valve(s) to
silencer/muffler and ultimately to
atmosphere
Cast iron with stand high temperature
and pressure of exhaust gases
Casting