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W h a t i s A i r / Fu e l ( Fu e l / A i r ) R a t i o - R i c h , MENU
l e a n , s to i c h i o m e t r i c M i x t u re U s e d Fo r I c E n g i n e
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Internal combustion engines burn fuel to create kinetic energy. The burning of fuel is
basically the reaction of fuel with oxygen in the air. The amount of oxygen present in the CAD Design Software (109)
cylinder is the limiting factor for the amount of fuel that can be burnt. If there’s too much fuel Career in Mechanical (49)
present, not all fuel will be burnt and un-burnt fuel will be pushed out through the exhaust
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valve.
Fabrication Guide (88)
The carburettor controls the fuel/air mixture on a motorbike, and you often hear ‘lean’ and
Hydraulic and Pneumatic System
‘rich’ being used to describe the fuel/air mixture. Let’s look at what effect this ratio has on the
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Air/Fuel Ratio Formula Thermal Engineering (129)

Firstly, there’s a theoretically optimal fuel/air mixture. This is called the stoichiometric
mass/volume and it tells you how much air (ie. oxygen) you need to completely burn an amount of
fuel. If you have less air than this, the mixture is rich. If you have too much air, the mixture is
lean. You can look at it in terms of fuel. Too much fuel gives a rich mixture, too little gives a lean
mixture.

For Example:
15.0:1 = Lean
14.7:1 = Stoichiometric
13.0:1 = Rich

The stoichiometric mass is related to the carbon/hydrogren ratio in your fuel. This makes sense,
since each carbon atom needs two oxygen atoms to make CO2, and each hydrogren needs on
average half an oxygen atom. So you can presumably just add up the number of carbon and
hydrogen atoms and do a bit of maths to work out how many oxygen atoms you’re going to need.

If you have the ‘perfect’ amount of oxygen for your petrol you can expect to get about 45 mega-
joules of energy for every kilogram of petrol you’ve got. However, engines aren’t perfectly
efficient. For a start, to get the maximum amount of work out of the explosion, you’d have to let
the gases expand until they’ve cooled down to the surrounding air temperature (look up Carnot
cycles somewhere). In a real engine, the gases only get to expand as long as the piston is moving
down. When the exhaust port opens, and the piston moves up to put the exhaust gases out, the
gases are still hot. That’s why the exhaust pipe gets hot!

Relationship Between Air Pollution and Stoichiometric ratio

A normal engine has an efficiency of about 20-40%, so it only gets 20-40% of the theoretical
maximum amount of energy out of each explosion. The rest of the energy goes to warm up the
engine coolant, the exhaust and the engine’s surroundings.

All these hot exhaust gases go out of the cylinder, passing by the exhaust value. This makes the
exhaust value pretty hot – up to 300 degrees celcius. Because of this, the exhaust value takes
more of a hammering than the inlet valve, since the gases passing into the cylinder are at air
temperature.

Apparently, for petrol you get stoichiometric combustion (that’s complete combustion) when
you have a fuel/air ratio of 1:15 (that’s 15 parts of air to one part of fuel). You can get more
power out of your engine by running a richer mixture of 13:1, but you’ll be producing some
partly burned fuel leading to smoky exhaust and a gunky engine. You get maximum thermal
efficiency (most energy for a given amount of fuel?) when you have a lean mixture such as
17:1.

Let’s look at what happens when the spark plug fires when you’re running a lean mixture. There’s
less fuel molecules to go around, so the flame moves across the cylinder more slowly. This leaves
more heat in the cylinder walls and cylinder head, which can lead to overheating. If the fuel/air
mixture is very lean, then the flame can still be present when the inlet valve opens, which causes
backfire!

If you’ve got a compression ratio of 12:1, with an engine speed of 1500rpm the flame will move
across the cylinder at something like 15 meters per second.

As the engine speed increases, there’s less time for the mixture to burn completely. An engine
running at 1000rpm spends 0.06 secs in each cycle, which drops to 0.006 secs when it’s running
at 10,000rpm. One way to combat this drop in available burning time is to fire the spark plug a bit
earlier when the engine is running fast – this is called the spark advance. If you increase the spark
advance too much, it can cause knocking. However, if the engine is running fast then there’s less
time for reactions to occur on front of the flame front, which tends to decrease the chance of
knocking.

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Sachin Thorat
Sachin is a B-TECH graduate in Mechanical Engineering from a reputed
Engineering college. Currently, he is working in the sheet metal industry
as a designer. Additionally, he has interested in Product Design,
Animation, and Project design. He also likes to write articles related to
the mechanical engineering field and tries to motivate other mechanical
engineering students by his innovative project ideas, design, models and
videos.

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