METELEC 2

M.E. TECHNICAL ELECTIVE 2

(AUTOMOTIVE ENGINEERING)

MODULE 3
(Car Engine System)
 METELEC 2
M.E. TECHNICAL ELECTIVE 2
(AUTOMOTIVE ENGINEERING)

CAR ENGINE SYSTEM

(Engine Lubrication System)
 CHAPTER 3
OBJECTIVES

■At the end of the chapter, the learner should be able to:
– Identify the different types of lubrication system;
– Understand the purpose of lubrication system; and
–Understand working principle of the engine lubrication system .
 Engine Lubrication System
• Considered to give a flow to the clean oil at the accurate temperature,
with a appropriate pressure to each part of the engine
• Used to introduce oil, grease and other lubricants to moving machine
parts
• The lubricants reduce friction between parts, and therefore increase the
longevity of all components. Without lubrication, most machines would
overheat or suffer extreme damage.
 Lubricants
• A lubricant is a substance, usually organic, introduced to
reduce friction between surfaces in mutual contact, which ultimately
reduces the heat generated when the surfaces move.
• It may also have the function of transmitting forces, transporting foreign
particles, or heating or cooling the surfaces.
 SAE Viscosity Grades
• SAE - Society of Automotive Engineers
• Oils can be separated into multigrade oils and monograde oils.
Purpose of Lubrication System
1. Lubricate
2. Seals
3. Cleans
4. Cools
5. Absorbs shock
6. Absorbs contaminants
 Purpose of Lubrication System
• Lubricate
– Reduces friction by creating a thin film between moving parts
• Seals
– The oil helps form a seal between the piston
rings and cylinder walls, reducing Blow-By
-internal oil leak
 Purpose of Lubrication System
• Cleans
– As it circulate through the engine, the oil picks up metal particles
and carbon, and brings them back down to the pan.
• Cools
– Picks up heat when moving through the engine and then drops
into the cooler oil pan, giving up some of the heat.
 Purpose of Lubrication System
• Absorbs shock
– When heavy loads are imposed on the bearings, the oil helps cushion
the load.
• Absorbs contaminants
– The additives in oil helps in absorbing the contaminants that enter
the lubrication system.
 Engine Lubrication System Types
• Petroil or Mist Lubrication (Petrol and Oil Premix)
• Autolube
• Splash
• Pressure Fed or Force Feed
– Wet sump
– Dry sump
 Mist Lubrication System
• Used when crankcase lubrication is not suitable.
• Oil is mixed with the fuel
– Usually ratio of 2% to 5%
• In two stroke engine, as the charge is compressed in the
crankcase, it is not possible to have the lubrication oil in the
pump hence mist lubrication is used in practice
Oil and fuel mixture is inducted through the
carburetor

Fuel is vaporized and the oil in the form of mist

goes via the crankcase into the cylinder

The oil which strikes the crankcase walls

lubricates the main and connecting rod
bearings and the rest of oil lubricate the
piston, piston rings and the cylinder
 Mist Lubrication System
Advantages Disadvantages
• Simplicity • Cause heavy exhaust smoke
• Low cost as it does not require an oil • Forms deposit on piston crown
pump, filter etc. • Require thorough mixing
• Engine suffers from insufficient
lubrication
 Autolube System
• Used in two stoke engines
• Oil is stored in a separate tank
• A nozzle sprays measured quantity of oil in the crankcase
• More efficient than mist lubrication system
 Splash System
• Used in light duty, slow speed engines (<250rpm)
• Lubricating oil is stored at the bottom of engine crankcase
The oil dripping from the cylinder is collected in
the sump where it is cooled by the air flowing
around. The cooled oil is then recirculated.

A splasher or dipper is provided under each

connecting rod cap which dips into the oil in the
trough at every revolution of the crankshaft and
the oil is splashed all over the interior of crankcase,
into the pistons and onto the exposed portion of
cylinder walls

These troughs are provided with overflows

and oil in the trough is therefore kept at a
constant level

The oil is drawn by the pump and delivere through a

distributing pipe into the splash trough located under
the big end of all the connecting rod
 Pressure Feed System
• A mechanical system of lubricating internal combustion
engines in which a pump forces oil into the engine bearings
When the oil pressure exceed that for
which the valve is set, the valve open
and allows some of the oil to return to
the sump thereby reliving the oil
pressure in the system

A pressure relief valve is provided

which automatically keep the
delivery pressure constant and can
be set to any value.

The strainer is a fine mesh screen

which prevents foreign particles from
entering the oil circulating system.

Oil is drawn from the sum by an oil

pump through an oil strainer.
 Wet Sump
• A wet sump is a lubricating oil management design for
piston engines which uses the crankcase as a built-in
reservoir for oil, as opposed to an external or secondary
reservoir used in a dry sump design.
Wet Sump
Carried around in galleries

Particulates removed by a filter

Protected by a pressure relief valve

Forced round by a pump

Drawn into engine through the pick up

Oil is store in the sump

 Dry Sump
• The dry-sump system uses two or more oil pumps and a
separate oil reservoir, as opposed to a conventional wet- sump
system, which uses only the main sump below the engine and
a single pump.
 Dry Sump
▪ It uses an additional pump as well as a
remote oil tank

▪ It is used in situations when a wet sump

cannot cope with the oil supply, in unusual
or extreme conditions; heavy acceleration,
off road driving, steep hills and uneven
surfaces
 Lubricating System Parts
• Oil sump
• Oil pump
• Pick-up screen
• Pressure regulator
• Oil filter
• By-pass valve
• Oil galleries
• Dipstick
• Pressure indicator
Lubricating System Parts
• Oil sump
– Made of sheet metal, reservoir holds 3L-6L of oil
• Oil pump
– Driven by camshaft, crankshaft

Rotor Pump Gear Pump Crankshaft

Lubricating System Parts
• Oil Filter
– Keeps impurities out of the engine
– Used to screen out particles
– Most are cartridge type
– Remove harmful materials
– Two types
• Full flow
• Bypass
Oil Filter
Bypass System
• Part of oil goes from sump
to filter
• Part goes to engine for
lubrication
• Entire oil is filtered over
time
• Very fine filter is used
Full Flow System
• All the oil goes to the
system through filter
• Relatively a coarse filter is
used
• Relief valve is used to
ensure oil supply to engine
in case of filter clogging
Lubricating System Parts
• Oil Level and Pressure Indicators
– Dipstick the most simple
– Some equipped with electrical indicator
– Oil pressure indicator lamp
– Oil pressure gauge (electrical or mechanical)
 Oil Pressure Indicator
• Light or Gauge
– Light turns on
– Gauge reads low
• Correct oil pressure is 40-60 psi
• Common causes of oil pressure
– Low oil Level
– Worn out pump
 Oil Pressure Sending Unit
• Electrically send signal to the Light or Gauge mounted on the
dash
• If the wires get short, the light come on or the gauge will read
high
 Pressure Relief Valve
• Fitted between the pump and the filter
• Used to prevent damage to the engine due to too much oil
pressure
 Oil Change
• Every 5000 km / 10000 km
• Every 3 months
• Reason for oil change
– Removes particles and sludge
– Over time, oil breaks down and turns to sludge
• Singal, R.K. (2014). “Internal Combustion Engines.” S. K. Kataria & Sons
• Singal, R.K. (2015). “IC Engines and Compressors.” S. K. Kataria &
Sons
• Motor Vehicles and the Environment by Harrington & McConnell (2003)
• DOE Oil Supply/Demand Report Full Year 2017
• CO2 Emissions from Fuel Combustions (2017) by International
Energy Agency (IEA)
• Global Energy and CO2 Status Report (2017) by International
Energy Agency (IEA)
 METELEC 2
M.E. TECHNICAL ELECTIVE 2
(AUTOMOTIVE ENGINEERING)

CAR ENGINE SYSTEM

(Engine Cooling System)
 CHAPTER 3
OBJECTIVES

■At the end of the chapter, the learner should be able to:
– Identify the different types of engine cooling system;
– Understand the purpose of engine cooling system; and
–Understand working principle of the engine cooling system .
 What is a Cooling System?
• 4 cylinder vehicle, 50mph, will produce 4000 controlled
explosions per minute
• Controlling high temperature produced is the job of the
engine’s cooling system
 NECESSITY OF COOLING SYSTEM
• Combustion of air and fuel in IC Engines
• 1500 C – 2000 C
– may result to burning of oil films. Thus, oxidized lubricants will cause
piston seizure
– may result to distortion of engine due to thermal stresses set up.
• 150 C – 200 C
– engine will work most efficiently. Too much cooling will reduce the
thermal efficient
 Notes to Consider
• About 20-25% of total heat generated is used for producing
brake power
• Cooling system is designed to remove 30-35% of total heat
• Remaining heat is lost in friction and carried away by exhaust
gases
 Requirements of Efficient Cooling System
• Capable of removing about 30% of total heat generated in the
combustion chamber
• Should remove heat at a fast rate when the engine is hot
 Types of Cooling System
• Air Cooling System
• Water Cooling System
 Air Cooling System
• In this type of cooling system, the heat, which is conducted to
the outer parts of the engine, is radiated and conducted away
by the stream of air, which is obtained from the
atmosphere. In order to have efficient cooling by means of
air, providing fins around the cylinder and cylinder head
increases the contact area.
Air Cooling System
 Fin
• The fins are metallic ridges, which
are formed during the casting of
the cylinder and cylinder head.
• Heat generated due to combustion
in the engine cylinder will be
conducted to the fins and when
the air flows over the fins, heat will
be dissipated to air.
 Things to consider:
• Total area of the fin surfaces
• Velocity and amount of cooling air
• Temperature of the fins and of the cooling air
• Thermal conductivity of metal used for fins
ADVANTAGES DISADVANTAGES
• Its design of air-cooled engine is simple. • Comparatively it is less efficient.
• It is lighter in weight than water-cooled • It is used in aero planes and motorcycle
engines due to the absence of water engines where the engines are exposed to
jackets, radiator, circulating pump and the air directly
weight of the cooling water.
• It is cheaper to manufacture.
• It needs less care and maintenance.
• This system of cooling is particularly
advantageous where there are extreme
climatic conditions in the arctic or where
there is scarcity of water as in deserts.
• No risk of damage from frost, such as
cracking of cylinder jackets or radiator
water tubes.
• In case of water cooling system there are
leakages, but in this case there are no
leakages.
• Coolant and antifreeze solutions are not
required.
 Water Cooling System
• In this method, cooling water jackets are provided around the
cylinder, cylinder head, valve seats etc. The water when circulated
through the jackets, it absorbs heat of combustion. This hot water
will then be cooling in the radiator partially by a fan and partially
by the flow developed by the forward motion of the vehicle. The
cooled water is again recirculated through the water jackets.
 Types of Water Cooling System
• Direct or non-return system
• Thermo-Siphon system
• Hopper system
• Pump/forced circulation system.
 Direct or Non-Return System
• This is suitable for large installations and where plenty of water
is available. The water from a storage tank is directly supplied
to the engine cylinder. The hot water is not cooled for reuse
but simply discharges. The low H.P. engine, coupled with the
irrigation pump is an example.
 Thermo-Siphon System

• Works in the concept of “hot air rises, cold air

sinks”
• Due to difference in densities
• Hot water rises to the top of the radiator (inlet)
• Hot water will be discharged and be replaced by
cold water
• Cooled water will then be sunk at the bottom of
the radiator (outlet)
• Water will then be ready again for circulation
 Disadvantages of Thermo-Siphon System
• Rate of circulation is too slow.
• Circulation commences only when there is a marked difference
in temperature.
• Circulation stops as the level of water falls below the top of the
delivery pipe of the radiator. For these reasons this system has
become obsolete and is no more in use.
 Hopper Water Cooling System
• This also works on the same principle as the thermo-siphon
system. In this there is a hopper on a jacket containing water,
which surrounds the engine cylinder. In this system, as soon as
water starts boiling, it is replacedby cold water. An engine
fitted with this system cannot run for several hours
without it being refilled with water.
 Force Circulation Water Cooling System

• This system is similar in construction to the

thermo-siphon system except that it makes
use of a centrifugal pump, by means of belt, to
circulate the water throughout the water
jackets and radiator.
• The water flows from the lower portion of
the radiator to the water jacket of the
engine through the centrifugal pump. After the
circulation water comes back to the radiator, it
loses its heat by the process of radiation. This
system is employed in cars, trucks, tractors, etc.
 Components of Water Cooling System
• Head Gaskets and Inlet Manifold • Radiator
• Freeze Plug • Radiator Fan
• Water Jacket • Water pump
• Thermostat Valve • Pressure Cap
• Bypass System
• Expansion Tank
• Hoses
• Overflow Hose
• Temperature Sensor
• Heater Core
• Antifreeze mixtures.
Components of Water Cooling System
Head Gaskets and Intake Manifold Gaskets

• Made of soft sheet metal

• Sandwiched between the engine
head and engine block
• Prevents lubricants, coolants,
and combusted gasses from
leaking
 Head Gaskets and Intake Manifold Gaskets
• Once coolant or combustion gases leak past the head gasket, the
gasket material is usually damaged to a point where it will no
longer hold the seal. This causes leaks in several possible
areas. For example:
– combustion gases could leak into the coolant passages causing excessive
pressure in the cooling system.
– coolant could leak into the combustion chamber causing coolant to escape
through the exhaust system, often causing a white cloud of smoke at the
tailpipe.
– Other problems such as oil mixing with the coolant or being burned out
the exhaust are also possible.
 Freeze Plug

• Steel disks or cups

• Plugging the holes produced in
the casting of the engine block is
the job of the freeze-out plug.
• Prevents freezing of the coolant
 Water Jacket

• Cooling water jackets are provided

around the cylinder, cylinder head,
valve seats and any hot parts which are
to be cooled. Heat generated in the
engine cylinder, conducted through the
cylinder walls to the jackets. The water
flowing through the jackets absorbs
this heat and gets hot. This hot water
will then be cooled in the radiator.
 Thermostat Valve

• It is a valve which prevents flow of

water from the engine to radiator, so
that engine readily reaches to its
maximum efficient operating
temperature. After attaining maximum
efficient operating temperature, it
automatically begins functioning.
Generally, it prevents the water
below70°C.
Thermostat Valve
 Types of Thermostat Valve
• Bellow Type
• Bimetallic Type
• Pellet Type
 Bellow Type

• Flexible bellows are filled with

alcohol or ether. When the bellows
is heated, the liquid vaporises,
creating enough pressure to
expand the bellows. When the unit
is cooled, the gas condenses.
• The pressure reduces and the
bellows collapse to close the valve.
 Bimetallic Type

• This consists of a bimetallic

strip.
• The unequal expansion of two
metallic strips causes the valve
to open and allows the water to
flow in the radiator.
 Pellet Type

• A copper impregnated wax pellet

expands when heated and
contracts when cooled.
• The pellet is connected to the valve
through a piston, such that on
expansion of the pellet, it opens
the valve. A coil spring closes the
valve when the pellet contracts.
 Bypass System
• This is a passage that allows the coolant to
bypass the radiator and return directly back to
the engine. Some engines use a rubber hose,
or a fixed steel tube. In other engines, there is
a cast in passage built into the water pump or
front housing. In any case, when the
thermostat is closed, coolant is directed to this
bypass and channeled back to the water pump,
which sends the coolant back into the engine
without being cooled by the radiator.
 Hoses

• Made of rubber or metal

• Connects the components of the cooling system
• Common hoses:
– Upper and Lower Radiator Hoses – both are of 2
inches in diameter
• Additional Hoses:
– Inlet and Outlet Heater Hoses – approximately 1
inch in diameter
– Bypass Hose
– Overflow Hose
 Temperature Sensor

• Placed in the thermostat housing

• Measures the temperature of hot
water from the engine
• Closes the thermostat valve when
a specific temperature is reached
and will then open the radiator fan
 Radiator
• Made of flattened aluminium tubes and stripes
• The purpose of the radiator is to cool down the water received from the
engine.
• The radiator consists of three main parts:
– upper tank
– lower tank
– tubes
• Hot water from the upper tank, which comes from the engine, flows
downwards through the tubes. The heat contained in the hot water is
conducted to the copper fins provided around the tubes. An overflow pipe,
connected to the upper tank, permits excess water or steam to escape.
 Radiator
• When the water is flowing down through the radiator core, it is
cooled partially by the fan which blows air and partially by the
air flow developed by the forward motion of the vehicle.
• As shown through water passages and air passages, water and
air will be flowing for cooling purpose. It is to be noted that
radiators are generally made out of copper and brass and their
joints are made by soldering.
 Types of Radiators
• Gilled Tube Radiator
• Tubular Radiator
• Honey Comb or Cellular Radiator
 Gilled Tube Radiator

• This is perhaps the oldest type of

radiator, although it is still in use.
Here, water flows inside the
tubes.
• Each tube has a large number of
annular rings or fins pressed firmly
over its outside surface.
 Tubular Radiator

• The only difference between a

gilled tubes radiator and a tubular
one is that in this case there are
no separate fins for individual
tubes.
• The radiator vertical tubes pass
through thin fine copper sheets
which run horizontally.
 Honey Comb or Cellular Radiator

• The cellular radiator consists of a large

number of individual air cells which are
surrounded by water. In this, the
clogging of any passage affects only a
small parts of the cooling surface.
• However, in the tubular radiator, if one
tube becomes clogged, the cooling
effect of the entire tube is lost.
 Fan

• The fan is generally mounted on the water

pump pulley, although on some engines it is
attached directly to the crankshaft. It serves
two purposes in the cooling system of a engine.
– It draws atmospheric air through the radiator
and thus increases the efficiency of the radiator
in cooling hot water.
– It throws fresh air over the outer surface of the
engine, which takes away the heat conducted by
the engine parts and thus increases the
efficiency of the entire cooling system.
 Water Pump

• This is a centrifugal type pump.

• Housing is made of cast iron or cast aluminium.
• It is centrally mounted at the front of the cylinder
block.
• Pump consists of an impeller mounted on a shaft
and enclosed in the pump casing. The pump casing
has inlet and outlet openings.
• The bottom of the radiator is connected to the
suction side of the pump. Seals of various designs
are incorporated in the pump to prevent loss of
coolant from the system.
 Water Pump
• The water pump is driven by the engine through one of the
following:
– A fan belt that will also be responsible for driving an additional
component like an alternator or power steering pump
– A serpentine belt, which also drives the alternator, power steering
pump and AC compressor among other things.
– The timing belt that is also responsible for driving one or more
camshafts.
 Pressure Cap
• Increase in temperature will increase pressure
• Operated between 13 and 15 psi
• Once pressure is reached, cap will be lift allowing
hot water to flow to the expansion tank
• Reserved water from the tank will directly cool the
hot water
• Once cooled enough, it will be sucked back by the
pressure cap leading it to the radiator
• If any error was faced, excess hot water will be
discharged through the overflow pipe
 Expansion Tank

• Stores reserved coolant

 Heater Core

• Small version of radiator

• Hot coolant provides heat to the
interior of the vehicle
• Heat will be dissipated by an AC
blower
 Anti-freeze Mixtures
• Solutions of anti-freezers and water
• Prevents freezing in the cooling system that may lead to
fractures in the engine block
• Boiling point should be as high as of water
 Anti-freeze Mixtures
• The ideal antifreeze solutions should have the following
properties :
– It should dissolve in water easily.
– It should not evaporate.
– It should not deposit any foreign matter in cooling system.
– It should not have any harmful effect on any part of cooling system.
– It should be cheap and easily available.
– It should not corrode the system.
 Anti-freeze Mixtures
• No single antifreeze satisfies all the requirements. Normally
following are used as antifreeze solutions :

Methyl, ethyl Alcohol and Ethylene Glycol Glycerine and

and isopropyl Water Solution or with water Water Solution
alcohols Solution
ADVANTAGES
• Uniform cooling of cylinder,
cylinder head and valves.
• Specific fuel consumption of
engine improves by using water
cooling system.
• If we employ water cooling
system, then engine need not
be provided at the front end of
moving vehicle.
• Engine is less noisy as compared
with air cooled engines, as it has
water for damping noise.
DISADVANTAGES
• It depends upon the supply of
water.
• The water pump which
circulates water absorbs
considerable power.
• If the water cooling system fails
then it will result in severe
damage of engine.
• The water cooling system is
costlier as it has more number
of parts. Also it requires more
maintenance and care for its
parts.
• Singal, R.K. (2014). “Internal Combustion Engines.” S. K. Kataria & Sons
• Singal, R.K. (2015). “IC Engines and Compressors.” S. K. Kataria & Sons
• Motor Vehicles and the Environment by Harrington & McConnell (2003)
• DOE Oil Supply/Demand Report Full Year 2017
• CO2 Emissions from Fuel Combustions (2017) by International
Energy Agency (IEA)
• Global Energy and CO2 Status Report (2017) by International
Energy Agency (IEA)
 METELEC 2
M.E. TECHNICAL ELECTIVE 2
(AUTOMOTIVE ENGINEERING)

CAR ENGINE SYSTEM

(Engine Fuel Injection System)
 CHAPTER 3
OBJECTIVES

■At the end of the chapter, the learner should be able to:
– Identify the basic types of engine fuel injection system;
– Identify engine fuel injection system parts and function; and
–Understand working principle of the engine fuel injection system .
 ENGINE FUEL INJECTION SYSTEM
• Fuel injection, in an internal-combustion engine, is the introduction of
fuel into the cylinders by means of a pump rather than by the suction
created by the movement of the pistons.
 TRIVIA
• Air fuel ratio of 14.7:1 is the ideal ratio for lowest emissions

• 12.8:1 to 13.2:1 is range for best power output

FUEL INJECTION SYSTEM PARTS AND FUNCTIONS
• Fuel tank
• Fuel filter
• Supply pump (LP pump and/or HP
pump)
• Pressure sensor
• Common rail
• Pressure limiter
• Injectors
• EDU (Electronic Driver Unit)
• ECU (Electronic Control Unit)
 FUEL TANK
• Typically, a fuel tank must allow or
provide the following:

-Storage of fuel
-Filling
-Provide a method for
determining level of fuel in tank
 FUEL FILTER

• A fuel filter is a filter in

the fuel line that
screens out dirt
and rust particles from
the fuel, normally made
into cartridges
containing a filter paper
 SUPPLY PUMP

• The supply pump may contain in

the same time the low pressure
pump and the high pressure
pump
• It pumps fuel into the common
rail
 PRESSURE SENSOR

• It measures the pressure

from the common rail or
directly at the high pressure
pump. This is used to
diagnose the fuel supply
system
 COMMON RAIL

• The common rail represents

a reservoir of fuel at high
pressure (1600-2000 bars).

• This accumulator supplies

multiple fuel injectors with
high-pressure fuel
 INJECTORS

• The fuel injectors are the final

components of the high
pressure circuit.

• They are responsible to

pulverize the fuel in the
combustion chamber. The fuel
injectors are typically ECU-
controlled
• The Fuel Pressure Regulator is a must have item for any EFI
system, without it, the fuel rail will not be able to build up
enough pressure to support the injectors with the sufficient
amount of fuel, the fuel will instead flow straight through and
not reach the injectors.

• On the other hand, blocking the pass-through to the fuel tank

off completely, the fuel pump will try to force too much fuel
into the injectors which will cause them to fail.
• To accommodate for a successful fuel and air mixture, a proper
fuel pressure is required in all situations, both at low revs and
high revs, regardless of the power output. This is where the
fuel pressure regulator is doing its job, to adapt the fuel supply
to the fuel demand.
 TYPES OF FUEL INJECTION SYSTEM
• Throttle body injectors or Single Point Injectors (TBI)

• Port or Multipoint fuel injection (MPFI)

• Sequential fuel injection (SFI)

• Direct injection
 Throttle body injectors or Single Point Injectors
(TBI)
• Single-point injection was a first step before the more complex multi-point systems
came about. Not as precise as the systems that have evolved, TBI metered fuel
better than a carburetor and was less expensive and easier to service.
Throttle body injectors or Single Point Injectors
(TBI)
 Port or Multipoint fuel injection (MPFI)
• Multi-point fuel injection has a separate injector nozzle for each cylinder, just
outside its intake port, which is why the system is sometimes called port injection.
Delivering the fuel vapor this close to the intake port ensures that it will be drawn
completely into the cylinder. The primary advantage is that MPFI meters fuel more
precisely than TBI, achieving the desired air/fuel ratio. MPFI lessens the possibility
that fuel will condense in the intake manifold.
Port or Multi-point fuel injection (MPFI)
 Sequential fuel injection (SFI)
• Sometimes called sequential port fuel injection (SPFI) or timed injection, SFI is a
type of multi-port injection. Though basic MPFI uses multiple injectors that spray
their fuel at the same time or in groups. Sequential fuel injection triggers each
injector nozzle independently and is timed like spark plugs. SFI sprays the fuel
immediately before or as the intake valve opens.
Sequential fuel injection (SFI)
 Direct injection
• Direct injection delivers fuel directly into the combustion chambers, past the valves.
More common in diesel engines, direct injection is gaining popularity in gasoline
engine designs and is sometimes called DIG or direct injection gasoline. As with
other systems, fuel metering is even more precise, and the direct injection gives
engineers another variable to influence how combustion occurs in the cylinders.
Direct injection
Direct Gasoline Injection
Direct Gasoline Injection
• Singal, R.K. (2014). “Internal Combustion Engines.” S. K. Kataria & Sons
• Singal, R.K. (2015). “IC Engines and Compressors.” S. K. Kataria & Sons
• Motor Vehicles and the Environment by Harrington & McConnell (2003)
• DOE Oil Supply/Demand Report Full Year 2017
• CO2 Emissions from Fuel Combustions (2017) by International
Energy Agency (IEA)
• Global Energy and CO2 Status Report (2017) by International
Energy Agency (IEA)