Compression Ignition Engine – Definition, Main Components, Working with Application

October 12, 2017 Pankaj Mishra 0 Comments Automobile

What is Compression Ignition (CI) Engine?
Compression ignition engine or CI engine is an internal combustion engine in which ignition of the fuel takes place with the
help of hot compressed air. As the air is compressed, it gets hot and its heat is used for the ignition and burning of the fuel. In
this engine the air is sucked during suction stroke and then this air is compressed while compression stroke. At the end of the
compression stroke, fuel is injected into the cylinder and it gets ignited from the heat of compressed air and burning process
begins. Diesel is used as fuel for the working of this engine. It works on the principle of Diesel Cycle. The compression ratio of
this type of engine is usually ranges from 14:1 to 22:1. It is used in heavy duty vehicles like buses, trucks, ships, etc.
Main Components of Compression Ignition Engine

Source
The main components of compression ignition (CI) engine are

1. Injector: It is used to inject the fuel into the cylinder during compression of air.
2. Inlet valve: The air inside the cylinder is sucked through inlet valve during suction stroke.
3. Exhaust Valve: The whole burnt or exhaust from the cylinder thrown out through exhaust valve.
4. Combustion chamber: It is a chamber where the combustion of fuel takes place.
5. Piston: It is reciprocating part of CI engine which does reciprocating motion inside the cylinder. Its main function is to
transmit the thrust force generated during power stroke to the crankshaft through connecting rod.
6. Connecting rod: It connects piston to the crankshaft.
7. Crankshaft: It is used to convert the reciprocating motion of the piston into rotary motion.
Working
Same as spark ignition engine, compression ignition engine also works. Its working is also divided into 4 strokes. Here we are
discussing the working of four stroke CI engine.
1. Suction stroke: Suction of air into the cylinder takes place.
2. Compression stroke: The compression of air happens in this stroke.
3. Power stroke: Ignition and combustion of fuel.
4. Exhaust stroke: Escaping of burnt or exhaust gases.

Let’s discuss these strokes in detail.

1. Suction Stroke
In this stroke the piston moves from TDC to BDC ( i.e downward) and the suction of air takes place through the inlet valve.

2. Compression Stroke
This stroke compresses the air that is taken into the cylinder in the suction stroke. As the air gets compressed, the temperature
of the air increases and reaches upto that level where the combustion of the diesel takes place.

3. Power Stroke
At just before the end of compression stroke, the injector injects the fuel into the cylinder. Due to the heat of the air, the
ignition of the fuel begins and combustion takes place. Due to the combustion of the fuel, hot exhaust gases produced that puts
a very high thrust force on the piston and it moves downward. The piston rotates the crankshaft with the help of connecting
rod. It is called as power stroke because power is produced in this stroke.

4. Exhaust Stroke
In this stroke the piston moves upward (i.e. BDC to TDC) and pushes the burnt gases out of the engine cylinder through
exhaust valve.

After Exhaust stroke, again all the strokes repeats itself. In two stroke engine we get one power stroke in every single rotation
of the crankshaft. But in four stroke engine, we get one power stroke, in every two rotation of the crankshaft.
The position of valve, and various operation performed in four stroke of a compression Ignition engine is given below.

S.no Stroke Inlet Valve Exhaust valve Operation performed

1. Suction stroke Open Closed Suction of air
2. Compression stroke Closed Closed Compression of air
Fuel injection, ignition and
3. Power stroke Closed Closed combustion
4. Exhaust stroke Closed Open Escaping of burnt gases
For better explanation about compression ignition engine watch the video given below:

Also Read: Types of Supercharger in Automobile

Also Read: Anti-lock Braking System (ABS) – Working Principle, Main Components with Advantages and Disadvantages
Application
Compression ignition engine is used in heavy duty vehicle where more power is required. They are used in automobiles ( like
cars, buses, trucks etc), Aircraft, marine, and in various production industries.

If you find anything missing or incorrect than comment us. If this articles has added some information in your knowledge than
don’t forget to like and share it.
Figure 7-8.—The fuel supply system of a typical diesel engine. operated by a separate cam. The intake valve isheld open during
the intake stroke, and the exaust valve is opened during the exhaust stroke.Since two revolutions of the crankshaft
arenecessary to complete a cycle, the camshaft ofthese engines turns only half as fast as thecrankshaft.COMPRESSION
IGNITION SYSTEMIn the four-stroke cycle engine, air enters thecylinders through intake valves. As each pistonmoves
downward on the intake stroke, the volumein the combustion chamber increases and thepressure decreases. The normal
atmosphericpressure then forces the air into the cylinderthrough the intake valve.Since the two-stroke cycle engine does not
gothrough an intake stroke, a means must beprovided to force air into the cylinders. The airenters through intake ports
(uncovered when thepiston approaches the bottom of the powerstroke). (See fig. 7-5.) Since the exhaust valves areopen when the
intake ports are being uncovered,the incoming air forces the burned gases outthrough the exhaust valves and fills the cylinderwith
a supply of fresh air.7-8

The diesel engine (also known as a compression-ignition or CI engine), named after Rudolf Diesel, is an internal
combustion engine in which ignition of the fuel, which is injected into the combustion chamber, is caused by the elevated
temperature of the air in the cylinder due to the mechanical compression (adiabatic compression). Diesel engines work by
compressing only the air. This increases the air temperature inside the cylinder to such a high degree that atomised diesel
fuel injected into the combustion chamber ignites spontaneously. This contrasts with spark-ignition engines such as
a petrol engine (gasoline engine) or gas engine (using a gaseous fuel as opposed to petrol), which use a spark plug to
ignite an air-fuel mixture. In diesel engines, glow plugs (combustion chamber pre-warmers) may be used to aid starting in
cold weather, or when the engine uses a lower compression-ratio, or both. The original diesel engine operates on the
"constant pressure" cycle of gradual combustion and produces no audible knock.
A diesel engine built by MAN AG in 1906

Detroit Diesel timing

Fairbanks Morse model 32
The diesel engine has the highest thermal efficiency (engine efficiency) of any practical internal or external
combustion engine due to its very high expansion ratio and inherent lean burn which enables heat dissipation by the
excess air. A small efficiency loss is also avoided compared to two-stroke non-direct-injection gasoline engines since
unburned fuel is not present at valve overlap and therefore no fuel goes directly from the intake/injection to the exhaust.
Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively unimportant)
can have a thermal efficiency that exceeds 50%.[1][2]
Diesel engines may be designed as either two-stroke or four-stroke cycles. They were originally used as a more efficient
replacement for stationary steam engines. Since the 1910s they have been used in submarines and ships. Use in
locomotives, trucks, heavy equipment and electricity generation plants followed later. In the 1930s, they slowly began to
be used in a few automobiles. Since the 1970s, the use of diesel engines in larger on-road and off-road vehicles in the US
increased. According to the British Society of Motor Manufacturing and Traders, the EU average for diesel cars accounts
for 50% of the total sold, including 70% in France and 38% in the UK.[3]
The world's largest diesel engine put in service in 2006 is currently a Wärtsilä-Sulzer RTA96-C Common Rail marine
diesel, which produces a peak power output of 84.42 MW (113,210 hp) at 102 rpm.[4][5]
 Contents

 1History
o 1.1Timeline
 2Operating principle
o 2.1Major advantages
o 2.2Early fuel injection systems
o 2.3Fuel delivery
o 2.4Mechanical and electronic injection
o 2.5Indirect injection
o 2.6Direct injection
o 2.7Unit direct injection
o 2.8Common rail direct injection
o 2.9Cold weather problems
o 2.10Supercharging and turbocharging
 3Types
o 3.1Size groups
o 3.2Basic types
o 3.3Early engines
o 3.4Modern high and medium-speed engines
o 3.5Gas generator
 4Advantages and disadvantages versus spark-ignition engines
o 4.1Fuel economy
o 4.2Torque
o 4.3Power
o 4.4Emissions
o 4.5Noise
o 4.6Reliability
o 4.7Cylinder cavitation and erosion damage
o 4.8Quality and variety of fuels
 5Fuel and fluid characteristics
 6Safety
o 6.1Fuel flammability
o 6.2Maintenance hazards
o 6.3Cancer
 7Applications
o 7.1Passenger cars
o 7.2Railroad rolling stock
o 7.3Other transport uses
o 7.4Non-road diesel engines
o 7.5Military fuel standardisation
o 7.6Non-transport uses
 8Engine speeds
o 8.1High-speed engines
o 8.2Medium-speed engines
o 8.3Low-speed engines
 9Current and future developments
o 9.1Low heat rejection engines
 10See also
 11Notes
o 11.1References
 12External links
o 12.1Patents

History[edit]
Diesel's first experimental engine 1893

Hot bulb engine

The definition of a diesel engine to many has become an engine that uses compression ignition. To some it may be an
engine that uses heavy fuel oil; to others it is an engine that does not use spark ignition. However, the original cycle
proposed by Rudolf Diesel in 1892 was a constant temperature cycle (a cycle based on the Carnot theory) that would
require much higher compression than what is needed for compression ignition. Diesel's idea was to compress the air so
tightly that the temperature of the air would exceed that of combustion. In his 1892 US patent (granted in 1895) #542846
Diesel describes the compression required for his cycle:
"pure atmospheric air is compressed, according to curve 1 2, to such a degree that, before ignition or combustion
takes place, the highest pressure of the diagram and the highest temperature are obtained-that is to say, the
temperature at which the subsequent combustion has to take place, not the burning or igniting point. To make this
more clear, let it be assumed that the subsequent combustion shall take place at a temperature of 700°. Then in
that case the initial pressure must be sixty-four atmospheres, or for 800° centigrade the pressure must be ninety
atmospheres, and so on. Into the air thus compressed is then gradually introduced from the exterior finely divided
fuel, which ignites on introduction, since the air is at a temperature far above the igniting-point of the fuel. The
characteristic features of the cycle according to my present invention are therefore, increase of pressure and
temperature up to the maximum, not by combustion, but prior to combustion by mechanical compression of air, and
there upon the subsequent performance of work without increase of pressure and temperature by gradual
combustion during a prescribed part of the stroke determined by the cut-oil".[6]
In later years Diesel realized his original cycle would not work and he adopted the constant pressure cycle. Diesel
describes the cycle in his 1895 patent application. Notice that there is no longer a mention of compression
temperatures exceeding the temperature of combustion. Now all that is mentioned is the compression must be high
enough for ignition.
"1. In an internal-combustion engine, the combination of a cylinder and piston constructed and arranged to
compress air to a degree producing a temperature above the igniting-point of the fuel, a supply for compressed air
or gas; a fuel-supply; a distributing-valve for fuel, a passage from the air supply to the cylinder in communication
with the fuel-distributing valve, an inlet to the cylinder in communication with the air-supply and with the fuel-valve,
and a cut-oil, substantially as described." See US patent # 608845 filed 1895 / granted 1898[7][8][9]
History shows that the invention of the diesel engine was not based solely on one man's idea, but was the
culmination of many different ideas that were developed over time.
In 1806, brothers Claude and Nicéphore Niépce developed the first known internal combustion engine and the first
fuel injection system. The Pyréolophore fuel system used a blast of air provided by a bellows to atomize
Lycopodium (a highly combustible fuel made from broad moss). Later coal dust mixed with resin became the fuel.
Finally in 1816 they experimented with alcohol and white oil of petroleum (a fuel similar to kerosene). They
discovered that the kerosene-type fuel could be finely vaporized by passing it through a reed type device, making
the fuel highly combustible.
In 1874, George Brayton developed and patented a two-stroke, oil-fueled, constant-pressure engine called "The
Ready Motor". This engine used a metered pump to supply fuel to an injection device in which the oil was
vaporized by air and burned as it entered the cylinder. [10] These were some of the first practical internal combustion
engines to supply motive power. Brayton's engines were installed in several boats, a rail car, two submarines and
a bus.[11] Diesel engine also operate on a similar "constant pressure" cycle.[12][13]
Throughout the 1880s, Brayton continued trying to improve his engines. In 1887, he developed and patented a
four-stroke, direct-injection oil engine (US patent #432,114 of 1890, application filed in 1887). The fuel system
used a variable quantity pump and liquid-fuel, high-pressure, spray-type injection. The liquid was forced through a
spring-loaded relief type valve (injector) which caused the fuel to become divided into small droplets (vaporized).
Injection was timed to occur at or near the peak of the compression stroke. A platinum ignitor provided the source
of ignition. Brayton described the invention as follows: "I have discovered that heavy oils can be mechanically
converted into a finely-divided condition within a firing portion of the cylinder, or in a communicating firing
chamber." He continued, "I have for the first time, so far as my knowledge extends, regulated speed by variably
controlling the direct discharge of liquid fuel into the combustion chamber or cylinder into a finely-divided condition
highly favorable to immediate combustion". This was likely the first engine to use a lean-burn system to regulate
engine speed/output. In this manner the engine fired on every power stroke and speed/output was controlled solely
by the quantity of fuel injected.
In 1890, Brayton developed and patented a four-stroke, air-blast oil engine (US patent #432,260). [14] The fuel
system delivered a variable quantity of vaporized fuel to the center of the cylinder under pressure at or near the
peak of the compression stroke. The ignition source was an igniter made from platinum wire. A variable-quantity
injection pump provided the fuel to an injector, where it was mixed with air as it entered the cylinder. A small crank-
driven compressor provided the air source. This engine also used the lean-burn system.[15]
Brayton died in 1893, but would be credited with the invention of the constant-pressure Brayton cycle.
In 1885, the English inventor Herbert Akroyd Stuart began investigating the possibility of using paraffin oil (very
similar to modern-day diesel) for an engine, which unlike petrol would be difficult to vaporise in a carburetor as
its volatility is not sufficient to allow this.[16][17]
The hot bulb engines, first prototyped in 1886 and built from 1891 by Richard Hornsby and Sons, used low
pressure fuel injection system.[18] The Hornsby-Akroyd oil engine used a comparatively low compression ratio, so
that the temperature of the air compressed in the combustion chamber at the end of the compression stroke was
not high enough to initiate combustion. Combustion instead took place in a separated combustion chamber, the
"vaporizer" or "hot bulb" mounted on the cylinder head, into which fuel was sprayed. Self-ignition occurred from
contact between the fuel/air mixture and the hot walls of the vaporizer. [19] As the engine's load increased, so did the
temperature of the bulb, causing the ignition period to advance; to counteract pre-ignition, water was dripped into
the air intake.[20]
In 1892, Akroyd Stuart patented a water-jacketed vaporizer to allow compression ratios to be increased but
primarily to reduce auto-ignition problems at higher loads and compression ratios. In the same year, Thomas
Henry Barton at Hornsbys built a working high-compression version for experimental purposes, whereby the
vaporizer was replaced with a cylinder head, therefore not relying on air being preheated, but by combustion
through higher compression ratios. It ran for six hours—the first time automatic ignition was produced by
compression alone; however, such a claim is not substantiated by any source. Until 1907, hotbulb engines were
supposed to be charged with fuel at the intake stroke, although separately from air. Such an engine would have
been prone to failure, poor performance or extreme malfunctioning due to pre-ignition.[citation needed] [21]
Herbert Akroyd Stuart was a pioneer in developing compression ignition aided by retained heat of combustion in
the bulb, Rudolf Diesel however, was subsequently credited with the true compression ignition engine relying
solely on heat of compression and not any other form of retained heat. Higher compression and thermal efficiency
along with injection timing of fuel and vaporization of fuel through injection system and not by heated surface is
what distinguishes Diesel's patent of 3,500 kilopascals (508 psi).
In 1892, Diesel received patents in Germany, Switzerland, the United Kingdom and the United States for "Method
of and Apparatus for Converting Heat into Work".[22] In 1893, he described a "slow-combustion engine" that
compressed air, thereby raising its temperature above the ignition point of the fuel, then gradually introducing fuel
while letting the mixture expand "against resistance sufficiently to prevent an essential increase of temperature and
pressure", then cutting off fuel and "expanding without transfer of heat".[citation needed] In 1894 and 1895, he filed
patents and addenda in various countries for his engine; the first patents were issued in Spain (No. 16,654),
France (No. 243,531) and Belgium (No. 113,139) in December 1894, and in Germany (No. 86,633) in 1895 and
the United States (No. 608,845) in 1898.[23] He operated his first successful engine in 1897.[24]
On February 17, 1894, the redesigned engine ran for 88 revolutions - one minute; with this news, Maschinefabrik
Augsburg's stock rose by 30%, indicative of the tremendous anticipated demands for a more efficient engine.
Diesel rushed to complete a working prototype in 1896 in order to maintain the patent. The first engine ready for
testing was built on December 31, 1896 (though it was much different engine than the one he had started with). In
1897 — between deal signing[further explanation needed] and brainstorming episodes — he completed an engine which ran
16.93 kW with an efficiency of 16.6%. Diesel was granted the patent and by 1898, had become a millionaire. His
engines were used to power pipelines, electric and water plants, automobiles and trucks, and marine craft. They
were soon used in mines, oil fields, factories, and transoceanic shipping.[25]
Timeline[edit]
1800s[edit]

 1806 The Pyréolophore uses the first fuel injection system and is used for powering a boat. In 1807 is granted
a patent.
 1874 George Brayton's constant pressure "Ready Motor" uses a metered fuel pump and burns oil fuel inside
the cylinder.[26]
1890s[edit]

 1886: Herbert Akroyd Stuart builds a prototype hot bulb engine.[27]

 1887 George Brayton builds an engine that uses a spring loaded injector and solid metered injection system
(lean burn combustion).[28]
 1890 George Brayton builds an "Air Blast" injection engine with a lean burn system.[29]
 1891: Herbert Akroyd Stuart patents an internal combustion engine that uses a "hot bulb" and pressurized fuel
injection.[30]
 1892: Akroyd Stuart builds his first working diesel engine.[31]
 1893: Rudolf Diesel's essay titled Theory and Construction of a Rational Motor appeared.[32]
 1893: February 23, Rudolf Diesel obtained a patent (RP 67207) titled "Arbeitsverfahren und Ausführungsart für
Verbrennungsmaschinen" (Working Methods and Techniques for Internal Combustion Engines).
 1893: August 10, Diesel built his first prototype in Augsburg, This engine never ran under its own power.[33]
 1894 Diesel's second prototype runs for the first time.[25][9]
 1895 Diesel applies for a second patent US Patent # 608845[34]
 1896 Blackstone & Co, a Stamford farm implement they built lamp start oil engines.[citation needed]
 1897: Adolphus Busch licenses rights to the diesel engine for the US and Canada.[33]
 1897: After 4 years Diesel's prototype engine is running and finally ready for efficiency testing and production.[9]
 1898: Diesel licensed his engine to Branobel, a Russian oil company interested in an engine that could
consume non-distilled oil. Branobel's engineers spent four years designing a ship-mounted engine.
 1899: Diesel licensed his engine to builders Krupp and Sulzer, who quickly became major manufacturers.
1900s[edit]

 1902: Until 1910, MAN produced 82 copies of the stationary diesel engine.
 1903: Two first diesel-powered ships were launched, both for river and canal operations: La Petite-Pierre in
France, powered by Dyckhoff-built diesels, and Vandal tanker in Russia, powered by Swedish-built diesels with
an electrical transmission.
 1904: The French built the first diesel submarine, the Z.
 1905: Four diesel engine turbochargers and intercoolers were manufactured by Büchi (CH), as well as a scroll-
type supercharger from Creux (F) company.
 1908: Prosper L'Orange and Deutz developed a precisely controlled injection pump with a needle injection
nozzle.
 1909: The prechamber with a hemispherical combustion chamber was developed by Prosper L'Orange
with Benz.
1910s[edit]

 1910: The Norwegian sailing research ship Fram was fitted with an auxiliary diesel engine, and was thus the
first ocean-going ship with a diesel engine. The Dutch tanker Vulcanus became the first ocean-going ship
exclusively powered by a diesel engine.[35]
 1912: The Danish built MS Selandia, the most advanced ocean-going diesel motor ship in her time. [35] The
first locomotive with a diesel engine also appeared.
 1913: US Navy submarines used NELSECO units. Rudolf Diesel died mysteriously when he crossed
the English Channel on the SS Dresden.
 1914: German U-boats were powered by MAN diesels.
 1919: Prosper L'Orange obtained a patent on a prechamber insert and made a needle injection nozzle. First
diesel engine from Cummins.
1920s[edit]
 One of the eight-cylinder 3200 I.H.P. Harland and Wolff—Burmeister & Wain diesel engines installed in the
motorship Glenapp. This was the highest powered diesel engine yet (1920) installed in a ship. Note man
standing lower right for size comparison.

 1921: Prosper L'Orange built a continuous variable output injection pump.

 1922: The first vehicle with a (pre-chamber) diesel engine was Agricultural Tractor Type 6 of the Benz
Söhne agricultural tractor OE Benz Sendling.
 1923: The first truck with pre-chamber diesel engine made by MAN and Benz. Daimler-Motoren-
Gesellschaft testing the first air-injection diesel-engined truck.
 1924: The introduction on the truck market of the diesel engine by commercial truck manufacturers in the
IAA. Fairbanks-Morse starts building diesel engines.
 1924-1925 Fairbanks Morse introduced the 2 stroke Y-VA and Model 32. It was the first cold start diesel
manufactured by Fairbanks and would become an icon of American industrial power.[36]
 1927: First truck injection pump and injection nozzles of Bosch. First passenger car prototype of Stoewer.
1930s[edit]

 1930s: Caterpillar started building diesels for their tractors.

 1930: First US diesel-power passenger car (Cummins powered Packard) built in Columbus, Indiana (US).[37]
 1930: Beardmore Tornado diesel engines power the British airship R101.
 1932: Introduction of the strongest diesel truck in the world by MAN with 160 hp (120 kW).
 1933: First European passenger cars with diesel engines (Citroën Rosalie); Citroën used an engine of the
English diesel pioneer Sir Harry Ricardo.[38] The car did not go into production due to legal restrictions on the
use of diesel engines.
 1933: Yanmar is the first Japanese company to introduce the "HB" series for commercial use.
 1933: General Motors uses its new roots-blown, unit-injected two-stroke Winton 201A Diesel engine to power
its automotive assembly exhibit at the Chicago World's Fair (A Century of Progress). The engine represented a
major improvement in power-to-weight ratio and output flexibility over previous generation diesels, drawing the
interest of railroad executiveRalph Budd as a prime mover for lightweight trains.
 1934: The Budd Company builds the first streamlined, stainless steel passenger train in the US, the Pioneer
Zephyr, using a Winton engine.
 1934: First turbo diesel engine for a railway train by Maybach. First streamlined, stainless steel passenger train
in the US, the Pioneer Zephyr, using a Winton engine.
 1934: First tank equipped with diesel engine, the Polish 7TP.
 1934–35: Junkers Motorenwerke in Germany started production of the Jumo aviation diesel engine family, the
most famous of these being the Jumo 205, of which over 900 examples were produced by the outbreak
of World War II.

Rudolf Diesel's 1893 patent on his engine design

 1936: Mercedes-Benz built the 260D diesel car.[39] AT&SF inaugurated the diesel train Super Chief. The
airship Hindenburg was powered by diesel engines. First series of passenger cars manufactured with diesel
engine (Mercedes-Benz 260 D, Hanomag and Saurer). Daimler Benz airship diesel engine 602LOF6 for the
LZ129 Hindenburg airship.
 1937: The Soviet Union developed the Kharkiv model V-2 diesel engine, later used in the T-34 tanks, widely
regarded as the best tank chassis of World War II.
 1937: BMW 114 experimental airplane diesel engine development.
 1938: General Motors forms the GM Diesel Division, later to become Detroit Diesel, and introduces the Series
71 inline high-speed medium-horsepower two stroke engine, suitable for road vehicles and marine use.
 1938: GM introduces the 567 two stroke medium-speed high-horsepower engine for locomotive, ship and
stationary applications; These engines utilize GM's patented Unit injector. The 567 established the reliability of
diesel power in rail service, lending impetus to the dieselization of American railroads.
 1938: First turbo diesel engine of Saurer.

Fairbanks-Morse opposed piston diesel engines on the WWII submarine USS Pampanito (SS-383) (on display
in San Francisco)
1940s[edit]

 1942: Tatra started production of Tatra 111 with air-cooled V12 diesel engine.
 1943–46: The common-rail (CRD) system was invented (and patented by) Clessie Cummins[40]
 1944: Development of air cooling for diesel engines by Klöckner Humboldt Deutz AG (KHD) for the production
stage, and later also for Magirus Deutz.
1950s[edit]
 1953: Turbo-diesel truck for Mercedes in small series.
 1954: Turbo-diesel truck in mass production by Volvo. First diesel engine with an overhead cam
shaft of Daimler Benz.[41]
 1958 EMD introduces turbocharging for its 567 series of medium speed, high horsepower locomotive,
stationary and marine engines. Every subsequent engine (645 and 710) would incorporate this turbocharger.
1960s[edit]

 1960: The diesel drive displaced steam turbines and coal fired steam engines.
 1962–65: A diesel compression braking system, eventually to be manufactured by Jacobs (of drill chuck fame)
and nicknamed the "Jake Brake", was invented and patented by Clessie Cummins.[42]
 1968: Peugeot introduced the first 204 small cars with a transversally mounted diesel engine and front-wheel
drive.
1970s[edit]

 1973: DAF produced an air-cooled diesel engine.

 1976 February: Tested a diesel engine for the Volkswagen Golf passenger car. The Cummins Common
Rail injection system was further developed by the ETH Zurich from 1976 to 1992.
 1978: Mercedes-Benz produced the first passenger car with a turbo-diesel engine (Mercedes-Benz 300 SD).
[39]
Oldsmobile introduced the first passenger car diesel engine produced by an American car company.
 1979: Peugeot 604, the first turbo-diesel car to be sold in Europe.[43]
1980s[edit]

 1985: ATI Intercooler diesel engine from DAF. European Truck Common Rail system with the IFA truck type
W50 introduced.
 1986: BMW 524td, the world's first passenger car equipped with an electronically controlled injection
pump (developed by Bosch).[44] The same year, the Fiat Croma was the first passenger car in the world to have
a direct injection (turbocharged) diesel engine.[45]
 1987: Most powerful production truck with a 460 hp (340 kW) MAN diesel engine.
 1989: Audi 100, the first passenger car in the world with a turbocharged direct injection and electronic control
diesel engine.[46]
1990s[edit]
 1991: European emission standards Euro 1 met with the truck diesel engine of Scania.
 1993: Pump nozzle injection introduced in Volvo truck engines.
 1994: Unit injector system by Bosch for diesel engines. Mercedes-Benz unveils the first automotive diesel
engine with four valves per cylinder.[47] Medium speed high horsepower locomotive, ship and stationary diesel
engines have utilized four valves per cylinder since at least 1938.
 1995: First successful use of common rail in a production vehicle, by Denso in Japan, Hino "Rising Ranger"
truck.
 1996: First diesel engine with direct injection and four valves per cylinder, used in the Opel Vectra.[48]
 1997: First common rail diesel engine in a passenger car, the Alfa Romeo 156.[49]
 1998: BMW made history by winning the 24 Hours Nürburgring race with the 320d, powered by a two-litre, four-
cylinder diesel engine. The combination of high-performance with better fuel efficiency allowed the team to
make fewer pit stops during the long endurance race. Volkswagen introduces three and four-cylinder
turbodiesel engines, with Bosch-developed electronically controlled unit injectors.[50] Smart presented the
first common rail three-cylinder diesel engine used in a passenger car (the Smart City Coupé).[51]
 1999: Euro 3 of Scania and the first common rail truck diesel engine of Renault.
2000s[edit]

 2002: A street-driven Dodge Dakota pickup with a 735 horsepower (548 kW) diesel engine built at Gale banks
engineering hauls its own service trailer to the Bonneville Salt Flats and set an FIA land speed record as the
world's fastest pickup truck with a one-way run of 222 mph (357 km/h) and a two-way average of 217 mph
(349 km/h).
 2003: Piezoelectric injector technology by Bosch,[52] Siemens and Delphi.[53]
 2004: In Western Europe, the proportion of passenger cars with diesel engine exceeded 50%. Selective
catalytic reduction (SCR) system in Mercedes, Euro 4 with EGR system and particle filters of MAN. Audi A8 3.0
TDI is the first production vehicle in the world with common rail injection and piezoelectric injectors.[54]
 2006: Audi R10 TDI won the 12 Hours of Sebring and defeated all other engine concepts. The same car won
the 2006 24 Hours of Le Mans. Euro 5 for all Iveco trucks. JCB Dieselmax broke the FIA diesel land speed
record from 1973, eventually setting the new record at over 350 mph (563 km/h).
 2007: Lombardini develops a new 440 cc twin-cyinder common rail diesel engine,[55] which two years later sees
application in automotive use, in the Ligier microcars.[56] At the time, this engine was considered to be the
smallest twin-cyinder engine with a common rail system.[57]
 2008: Subaru introduced the first horizontally opposed diesel engine to be fitted to a passenger car. This is a
Euro 5 compliant engine with an EGR system. SEAT wins the drivers' title and the manufacturers' title in
the FIA World Touring Car Championship with the SEAT León TDI. The achievements are repeated in the
following season.
 2009: Volkswagen won the 2009 Dakar Rally held in Argentina and Chile. The first diesel to do so. Race
Touareg 2 models finished first and second. The same year, Volvo is claimed the world's strongest truck with
their FH16 700. An inline 6-cylinder, 16 L (976 cu in) 700 hp (522 kW) diesel engine producing 3150 Nm
(2323.32 lb•ft) of torque and fully complying with Euro 5 emission standards.[58]
2010s[edit]

 2010: Mitsubishi developed and started mass production of its 4N13 1.8 L DOHC I4, the world's first passenger
car diesel engine that features a variable valve timing system.[59][60] Scania AB's V8 had the highest torque and
power ratings of any truck engine, 730 hp (544 kW) and 3,500 N⋅m (2,581 ft⋅lb).[61]
 2011: Piaggio launches a twin-cyinder turbodiesel engine, with common rail injection, on its new range
of microvans.[62]
 2012: Common rail systems working with pressures of 2,500 bar launched.[63][64]
 2015: In the Volkswagen emissions scandal, the US EPA issued a notice of violation of the Clean Air
Act to Volkswagen Group after it was found that Volkswagen had intentionally programmed turbocharged direct
injection (TDI) diesel engines to activate certain emissions controls only during laboratory emissions testing.[65]
[66][67][68]

 2016: Electro-Motive Diesel introduces locomotives powered by its new 1010J four-stroke diesel engine to
comply with USEPA Tier 4 emissions requirements. Over 80 years of emphasis on two-stroke diesel power by
EMD and its ancestral companies comes to an end.

Operating principle[edit]
p-V Diagram for the Ideal Diesel cycle. The cycle follows the numbers 1–4 in clockwise direction. The horizontal
axis is Volume of the cylinder. In the diesel cycle the combustion occurs at almost constant pressure. On this
diagram the work that is generated for each cycle corresponds to the area within the loop.

Diesel engine model, left side

 Diesel engine model, right side
See also: Diesel cycle and Reciprocating internal combustion engine
The diesel internal combustion engine differs from the gasoline powered Otto cycle by using highly compressed
hot air to ignite the fuel rather than using a spark plug (compression ignition rather than spark ignition).
In the true diesel engine, only air is initially introduced into the combustion chamber. The air is then compressed
with a compression ratio typically between 15:1 and 23:1. This high compression causes the temperature of the air
to rise. At about the top of the compression stroke, fuel is injected directly into the compressed air in the
combustion chamber. This may be into a (typically toroidal) void in the top of the piston or a pre-
chamber depending upon the design of the engine. The fuel injector ensures that the fuel is broken down into
small droplets, and that the fuel is distributed evenly. The heat of the compressed air vaporizes fuel from the
surface of the droplets. The vapour is then ignited by the heat from the compressed air in the combustion
chamber, the droplets continue to vaporise from their surfaces and burn, getting smaller, until all the fuel in the
droplets has been burnt. Combustion occurs at a substantially constant pressure during the initial part of the power
stroke. The start of vaporisation causes a delay before ignition and the characteristic diesel knocking sound as the
vapour reaches ignition temperature and causes an abrupt increase in pressure above the piston (not shown on
the P-V indicator diagram). When combustion is complete the combustion gases expand as the piston descends
further; the high pressure in the cylinder drives the piston downward, supplying power to the crankshaft.[69]
As well as the high level of compression allowing combustion to take place without a separate ignition system, a
high compression ratio greatly increases the engine's efficiency. Increasing the compression ratio in a spark-
ignition engine where fuel and air are mixed before entry to the cylinder is limited by the need to prevent
damaging pre-ignition. Since only air is compressed in a diesel engine, and fuel is not introduced into the cylinder
until shortly before top dead centre (TDC), premature detonation is not a problem and compression ratios are
much higher.
The p–V diagram is a simplified and idealised representation of the events involved in a Diesel engine cycle,
arranged to illustrate the similarity with a Carnot cycle. Starting at 1, the piston is at bottom dead centre and both
valves are closed at the start of the compression stroke; the cylinder contains air at atmospheric pressure.
Between 1 and 2 the air is compressed adiabatically—that is without heat transfer to or from the environment—by
the rising piston. (This is only approximately true since there will be some heat exchange with the cylinder walls.)
During this compression, the volume is reduced, the pressure and temperature both rise. At or slightly before 2
(TDC) fuel is injected and burns in the compressed hot air. Chemical energy is released and this constitutes an
injection of thermal energy (heat) into the compressed gas. Combustion and heating occur between 2 and 3. In
this interval the pressure remains constant since the piston descends, and the volume increases; the temperature
rises as a consequence of the energy of combustion. At 3 fuel injection and combustion are complete, and the
cylinder contains gas at a higher temperature than at 2. Between 3 and 4 this hot gas expands, again
approximately adiabatically. Work is done on the system to which the engine is connected. During this expansion
phase the volume of the gas rises, and its temperature and pressure both fall. At 4 the exhaust valve opens, and
the pressure falls abruptly to atmospheric (approximately). This is unresisted expansion and no useful work is
done by it. Ideally the adiabatic expansion should continue, extending the line 3–4 to the right until the pressure
falls to that of the surrounding air, but the loss of efficiency caused by this unresisted expansion is justified by the
practical difficulties involved in recovering it (the engine would have to be much larger). After the opening of the
exhaust valve, the exhaust stroke follows, but this (and the following induction stroke) are not shown on the
diagram. If shown, they would be represented by a low-pressure loop at the bottom of the diagram. At 1 it is
assumed that the exhaust and induction strokes have been completed, and the cylinder is again filled with air. The
piston-cylinder system absorbs energy between 1 and 2—this is the work needed to compress the air in the
cylinder, and is provided by mechanical kinetic energy stored in the flywheel of the engine. Work output is done by
the piston-cylinder combination between 2 and 4. The difference between these two increments of work is the
indicated work output per cycle, and is represented by the area enclosed by the p–V loop. The adiabatic expansion
is in a higher pressure range than that of the compression because the gas in the cylinder is hotter during
expansion than during compression. It is for this reason that the loop has a finite area, and the net output of work
during a cycle is positive.
Major advantages[edit]
Diesel engines have several advantages over other internal combustion engines:

 Diesel fuel has higher energy density and a smaller volume of fuel is required to perform a specific amount of
work.
 Diesel engines inject the fuel directly into the combustion chamber, have no intake air restrictions apart from air
filters and intake plumbing and have no intake manifold vacuum to add parasitic load and pumping losses
resulting from the pistons being pulled downward against intake system vacuum. Cylinder filling with
atmospheric air is aided and volumetric efficiency is increased for the same reason.
 Heavier fuels like diesel fuel have higher cetane ratings and lower octane ratings, resulting in increased
tendency to ignite spontaneously and burn completely in the cylinders when injected. Increased compression
ratios create higher combustion chamber temperatures to ignite the injected fuel. Higher compression ratios
increase pumping losses as more work is required to compress intake air to a smaller volume, but pumping
loss increases are offset by increased power and efficiency. Increasing compression ratios in spark-ignition
engines requires higher octane fuels that are harder to ignite and burn completely and/or advanced spark
timing to avoid pre-ignition, knocking and resulting performance losses and engine damage. Power gains from
increased compression ratios are reduced in spark-ignition engines while the pumping losses remain
comparable to similar compression ratio increases in diesel engines.
 Because of the above differences in diesel fuels vs. gasoline and other spark-ignition fuels, diesel engines
have higher thermodynamic efficiency, with heat efficiency of 45% being possible compared to approximately
30% for spark-ignition engines.[1] Gasoline engines are typically 30% efficient while diesel engines can convert
over 45% of the fuel energy into mechanical energy (see Carnot cycle for further explanation).[70]
 They have no high voltage electrical ignition system, resulting in high reliability and easy adaptation to damp
environments. The absence of coils, spark plug wires, etc., also eliminates a source of radio frequency
emissions which can interfere with navigation and communication equipment, which is especially important in
marine and aircraft applications, and for preventing interference with radio telescopes. (For this reason, only
diesel-powered vehicles are allowed in parts of the American National Radio Quiet Zone.)
 The lack of an electrical ignition system also reduces the parasitic load on the engine, as the engine does not
have to produce the necessary electricity to ignite the fuel. A significant amount of electricity is required by a
spark ignition system, and as engine speeds and loads increase, the ignition system consumes proportionately
more electricity, while simultaneously becoming less efficient. Higher cylinder pressure require a "hotter" spark
with more current present to overcome the pressure and jump the gap from electrode to electrode in the spark
plug. Increased engine speeds and loads also require the spark to occur more rapidly, resulting in additional
electrical system loads and demands and more engine power required to meet them. As diesel engine speeds
and loads increase, the higher cylinder temperatures after compression of the intake charge result in increased
injection and ignition efficiency due to increased fuel atomization. Regardless of fuel system design, a
mechanical diesel fuel injection system and rapid rise of fuel pressure and flow will result in injection nozzle
opening pressure being reached more rapidly and also earlier in the 4-stroke cycle with more precise fuel
 delivery, more precise injection timing and built-in timing advance. Additional power is required to operate the
injection system as engine speeds and loads increase, but the increase is more offset than in spark-ignition
engines. Modern diesel engines with electronic injection systems use a large amount of electricity for injection,
but the ability to precisely time injection and even perform multiple injection events per cycle result in generally
increased fuel efficiency compared to mechanically-injected diesel engines of similar size and power.
 The longevity of a diesel engine is generally about twice that of a petrol engine due to the increased strength of
parts used.[71][72]
 Diesel fuel has better lubrication properties than petrol as well. Indeed, in unit injectors, the fuel is employed for
three distinct purposes: injector lubrication, injector cooling and injection for combustion. Although spark-
ignition engines and their fuel systems do not require as much lubricity, the higher lubricity of diesel fuel aids in
providing lubrication to the top of the cylinders and piston rings where it is most needed to resist the high heat,
loads and friction resulting from compression and combustion. Because diesel fuels are actually very light oils,
excess fuel in the cylinders and contaminating the crankcase oil is more easily tolerated by diesel engines.

Bus powered by biodiesel

Diesel fuel is distilled directly from petroleum. Distillation yields some gasoline, but the yield would be
inadequate without catalytic reforming, which is a more costly process.

 Although diesel fuel will burn in open air using a wick, it does not release a large amount of flammable vapor
which could lead to an explosion. The low vapor pressure of diesel is especially advantageous in marine
applications, where the accumulation of explosive fuel-air mixtures is a particular hazard. For the same reason,
diesel engines are immune to vapor lock.
 For any given partial load the fuel efficiency (mass burned per energy produced) of a diesel engine remains
nearly constant, as opposed to petrol and turbine engines which use proportionally more fuel with partial power
outputs.[73][74][75]
 They generate less waste heat in cooling and exhaust.[1]
 Diesel engines can accept super- or turbo-charging pressure without any natural limit, constrained only by the
design and operating limits of engine components, such as pressure, speed and load. This is unlike petrol
engines, which inevitably suffer detonation at higher pressure if engine tuning and/or fuel octane adjustments
are not made to compensate. Diesel engines also require additional fuel and increased injection timing
advance as cylinder pressures and temperatures increase, otherwise excessive heat and available oxygen will
cause a "lean" condition that will result in combustible materials in the engine cylinders, such as the aluminum
pistons, being burned as the engine starves for fuel. This is identical to what occurs in spark-ignition engines
when a similar lean condition occurs.
 The carbon monoxide content of the exhaust is minimal.[76]
 Biodiesel is an easily synthesized, non-petroleum-based fuel (through transesterification) which can run directly
in many diesel engines, while gasoline engines either need adaptation to run synthetic fuels or else use them
as an additive to gasoline (e.g., ethanol added to gasohol).

Early fuel injection systems[edit]

Diesel's original engine injected fuel with the assistance of compressed air, which atomized the fuel and forced it
into the engine through a nozzle (a similar principle to an aerosol spray). The nozzle opening was closed by a pin
valve lifted by the camshaft to initiate the fuel injection before top dead centre (TDC). This is called an air-blast
injection. Driving the compressor used some power but the efficiency was better than the efficiency of any other
combustion engine at that time.[77]
Diesel engines in service today raise the fuel to extreme pressures by mechanical pumps and deliver it to the
combustion chamber by pressure-activated injectors without compressed air. With direct injected diesels, injectors
spray fuel through 4 to 12 small orifices in its nozzle. The early air injection diesels always had a superior
combustion without the sharp increase in pressure during combustion. Research is now being performed and
patents are being taken out to again use some form of air injection to reduce the nitrogen oxides and pollution,
reverting to Diesel's original implementation with its superior combustion and possibly quieter operation. In all
major aspects, the modern diesel engine holds true to Rudolf Diesel's original design, that of igniting fuel by
compression at an extremely high pressure within the cylinder. With much higher pressures and high technology
injectors, present-day diesel engines use the so-called solid injection system applied by George Brayton for his
1887 Brayton direct injection engine. The indirect injection engine could be considered the latest development
of hot bulb ignition engines.
Fuel delivery[edit]
Over the years many different injection methods have been used. These can be described as the following.

 Air blast, where the fuel is blown into the cylinder by a blast of air.
 Solid fuel / hydraulic injection, where the fuel is pushed through a spring loaded valve / injector to produce a
combustable mist.
 Mechanical unit injector, where the injector is directly operated by a cam and fuel quantity is controlled by a
rack or lever.
 Mechanical electronic unit injector, where the injector is operated by a cam and fuel quantity is controlled
electronically.
 Common rail mechanical injection, where fuel is at high pressure in a common rail and controlled by
mechanical means.
 Common rail electronic injection, where fuel is at high pressure in a common rail and controlled electronically.
Diesel engines are also produced with two significantly different injection locations: "direct" and "indirect." Indirect
injection engines place the injector in a pre-combustion chamber in the head, which, due to thermal losses,
generally require a "glow plug" to start and a very high compression ratio, usually between 21:1 and 23:1. Direct
injection engines use a generally donut-shaped combustion chamber void on the top of the piston. Thermal
efficiency losses are significantly lower in DI engines which facilitates a much lower compression ratio, generally
between 14:1 and 20:1 but most DI engines are closer to 17:1. The direct injection (DI) process is significantly
more internally violent and thus requires careful design and more robust construction. The lower compression ratio
also creates challenges for emissions due to partial burn. Turbocharging is particularly suited to DI engines since
the low compression ratio facilitates meaningful forced induction. The increase in airflow allows capturing
additional fuel efficiency, not only from more complete combustion, but also from lowering parasitic efficiency
losses when properly operated, by widening both power and efficiency curves. The violent combustion process of
direct injection also creates more noise, but modern designs using "split shot" injectors or similar multishot
processes have dramatically ameliorated this issue by firing a small charge of fuel before the main delivery, which
pre-charges the combustion chamber for a less abrupt, and in most cases slightly cleaner, burn.[citation needed]
A vital component of all diesel engines is a mechanical or electronic governor which regulates the idling speed and
maximum speed of the engine by controlling the rate of fuel delivery. Unlike Otto-cycle engines, incoming air is not
throttled and a diesel engine without a governor cannot have a stable idling speed and can easily overspeed,
resulting in its destruction. Mechanically governed fuel injection systems are driven by the engine's gear train.[78]
[79]
These systems use a combination of springs and weights to control fuel delivery relative to both load and
speed.[78] Modern electronically controlled diesel engines control fuel delivery by use of an electronic control
module (ECM) or electronic control unit (ECU). The ECM/ECU receives an engine speed signal, as well as other
operating parameters such as intake manifold pressure and fuel temperature, from a sensor and controls the
amount of fuel and start of injection timing through actuators to maximise power and efficiency and minimise
emissions. Controlling the timing of the start of injection of fuel into the cylinder is a key to minimizing emissions,
and maximizing fuel economy (efficiency), of the engine. The timing is measured in degrees of crank angle of
the piston before top dead centre. For example, if the ECM/ECU initiates fuel injection when the piston is 10°
before TDC, the start of injection, or timing, is said to be 10° BTDC. Optimal timing will depend on the engine
design as well as its speed and load, and is usually 4° BTDC in 1,350–6,000 HP, net, "medium speed" locomotive,
marine and stationary diesel engines.
Advancing the start of injection (injecting before the piston reaches to its SOI-TDC) results in higher in-cylinder
pressure and temperature, and higher efficiency, but also results in increased engine noise due to faster cylinder
pressure rise and increased oxides of nitrogen (NOx) formation due to higher combustion temperatures. Delaying
start of injection causes incomplete combustion, reduced fuel efficiency and an increase in exhaust smoke,
containing a considerable amount of particulate matter and unburned hydrocarbons.[citation needed]
Mechanical and electronic injection[edit]
Many configurations of fuel injection have been used over the course of the 20th century.
Most present-day diesel engines use a mechanical single plunger high-pressure fuel pump driven by the engine
crankshaft. For each engine cylinder, the corresponding plunger in the fuel pump measures out the correct amount
of fuel and determines the timing of each injection. These engines use injectors that are very precise spring-loaded
valves that open and close at a specific fuel pressure. Separate high-pressure fuel lines connect the fuel pump
with each cylinder. Fuel volume for each single combustion is controlled by a slanted groove in the plunger which
rotates only a few degrees releasing the pressure and is controlled by a mechanical governor, consisting of
weights rotating at engine speed constrained by springs and a lever. The injectors are held open by the fuel
pressure. On high-speed engines the plunger pumps are together in one unit.[80] The length of fuel lines from the
pump to each injector is normally the same for each cylinder in order to obtain the same pressure delay.
A cheaper configuration on high-speed engines with fewer than six cylinders is to use an axial-piston distributor
pump, consisting of one rotating pump plunger delivering fuel to a valve and line for each cylinder (functionally
analogous to points and distributor cap on an Otto engine).[78]
Many modern systems have a single fuel pump which supplies fuel constantly at high pressure with a common
rail (single fuel line common) to each injector. Each injector has a solenoid operated by an electronic control unit,
resulting in more accurate control of injector opening times that depend on other control conditions, such as engine
speed and loading, and providing better engine performance and fuel economy.[citation needed]
Both mechanical and electronic injection systems can be used in either direct or indirect injection configurations.
[citation needed]

Two-stroke diesel engines with mechanical injection pumps can be inadvertently run in reverse, albeit in a very
inefficient manner, possibly damaging the engine.[citation needed]Large ship two-stroke diesels are designed to run in
either direction, obviating the need for a gearbox.
Indirect injection[edit]

Ricardo Comet indirect injection chamber

Main article: Indirect injection
An indirect diesel injection system (IDI) engine delivers fuel into a small chamber called a swirl chamber, pre
combustion chamber, pre chamber or ante-chamber, which is connected to the cylinder by a narrow air passage.
Generally the goal of the pre chamber is to create increased turbulence for better air / fuel mixing. This system
also allows for a smoother, quieter running engine, and because fuel mixing is assisted by
turbulence, injector pressures can be lower. Most IDI systems use a single orifice injector. The pre-chamber has
the disadvantage of lowering efficiency due to increased heat loss to the engine's cooling system, restricting the
combustion burn, thus reducing the efficiency by 5–10%.. IDI engines are also more difficult to start and usually
require the use of glow plugs. IDI engines may be cheaper to build but generally require a higher compression
ratio than the DI counterpart. IDI also makes it easier to produce smooth, quieter running engines with a simple
mechanical injection system since exact injection timing is not as critical. Most modern automotive engines are DI
which have the benefits of greater efficiency and easier starting; however, IDI engines can still be found in the
many ATV and small diesel applications.[81]
Direct injection[edit]

Different types of piston bowls

Direct injection diesel engines inject fuel directly into the cylinder. Usually there is a combustion cup in the top of
the piston where the fuel is sprayed. Many different methods of injection can be used.
Electronic control of the fuel injection transformed the direct injection engine by allowing much greater control over
the combustion.[82]
Unit direct injection[edit]
Main article: Unit Injector
Unit direct injection also injects fuel directly into the cylinder of the engine. In this system the injector and the pump
are combined into one unit positioned over each cylinder controlled by the camshaft. Each cylinder has its own unit
eliminating the high-pressure fuel lines, achieving a more consistent injection. This type of injection system, also
developed by Bosch, is used by Volkswagen AG in cars (where it is called a Pumpe-Düse-System—literally pump-
nozzle system) and by Mercedes-Benz ("PLD") and most major diesel engine manufacturers in large commercial
engines (MAN SE, CAT, Cummins, Detroit Diesel, Electro-Motive Diesel, Volvo). With recent advancements, the
pump pressure has been raised to 2,400 bars (240 MPa; 35,000 psi),[83] allowing injection parameters similar to
common rail systems.[84]
Common rail direct injection[edit]
Main article: Common rail
"Common Rail" injection was first used in production by Atlas Imperial Diesel in the 1920s. The rail pressure was
kept at a steady 2,000 - 4,000 psi. In the injectors a needle was mechanically lifted off of the seat to create the
injection event.[85] Modern common rail systems use very high-pressures. In these systems an engine driven pump
pressurizes fuel at up to 2,500 bar (250 MPa; 36,000 psi),[86][not in citation given] in a "common rail". The common rail is a
tube that supplies each computer-controlled injector containing a precision-machined nozzle and a plunger driven
by a solenoid or piezoelectric actuator.
Cold weather problems[edit]
Starting[edit]
In cold weather, high speed diesel engines can be difficult to start because the mass of the cylinder block and
cylinder head absorb the heat of compression, preventing ignition due to the higher surface-to-volume ratio. Pre-
chambered engines make use of small electric heaters inside the pre-chambers called glowplugs, while direct-
injected engines have these glowplugs in the combustion chamber.[citation needed]
Many engines use resistive heaters in the intake manifold to warm the inlet air for starting, or until the engine
reaches operating temperature. Engine block heaters (electric resistive heaters in the engine block) connected to
the utility grid are used in cold climates when an engine is turned off for extended periods (more than an hour), to
reduce startup time and engine wear. Block heaters are also used for emergency power standby Diesel-powered
generators which must rapidly pick up load on a power failure. In the past, a wider variety of cold-start methods
were used. Some engines, such as Detroit Diesel[87] engines used[when?] a system to introduce small amounts
of ether into the inlet manifold to start combustion. Others used a mixed system, with a resistive heater
burning methanol. An impromptu method, particularly on out-of-tune engines, is to manually spray an aerosol can
of ether-based engine starter fluid into the intake air stream (usually through the intake air filter assembly).
Gelling[edit]
Diesel fuel is also prone to waxing or gelling in cold weather; both are terms for the solidification of diesel oil into a
partially crystalline state. The crystals build up in the fuel system (especially in fuel filters), eventually starving the
engine of fuel and causing it to stop running. Low-output electric heaters in fuel tanks and around fuel lines are
used to solve this problem. Also, most engines have a spill return system, by which any excess fuel from the
injector pump and injectors is returned to the fuel tank. Once the engine has warmed, returning warm fuel prevents
waxing in the tank.
Due to improvements in fuel technology with additives, waxing rarely occurs in all but the coldest weather when a
mix of diesel and kerosene may be used to run a vehicle. Gas stations in regions with a cold climate are required
to offer winterized diesel in the cold seasons that allow operation below a specific Cold Filter Plugging Point. In
Europe these diesel characteristics are described in the EN 590 standard.
Supercharging and turbocharging[edit]
Many diesels are now turbocharged and some are both turbo charged and supercharged. A turbocharged engine
can produce more power than a naturally aspirated engine of the same configuration. A supercharger is powered
mechanically by the engine's crankshaft, while a turbocharger is powered by the engine exhaust. Turbocharging
can improve the fuel economy[88] of diesel engines by recovering waste heat from the exhaust, increasing the
excess air factor, and increasing the ratio of engine output to friction losses.
A two-stroke engine does not have a discrete exhaust and intake stroke and thus is incapable of self-aspiration.
Therefore, all two-stroke engines must be fitted with a blower or some form of compressor to charge the cylinders
with air and assist in dispersing exhaust gases, a process referred to as scavenging. In some cases, the engine
may also be fitted with a turbocharger, whose output is directed into the blower inlet.
A few designs employ a hybrid blower / turbocharger (a turbo-compressor system) for scavenging and charging
the cylinders, which device is mechanically driven at cranking and low speeds to act as a blower, but which acts as
a true turbocharger at higher speeds and loads. A hybrid turbocharger can revert to compressor mode during
commands for large increases in engine output power.
As turbocharged or supercharged engines produce more power for a given engine size as compared to naturally
aspirated engines, attention must be paid to the mechanical design of components, lubrication, and cooling to
handle the power. Pistons are usually cooled with lubrication oil sprayed on the bottom of the piston. Large "Low
speed" engines may use water, sea water, or oil supplied through telescoping pipes attached to the crosshead to
cool the pistons.[89]

Types[edit]
Size groups[edit]

Two Cycle Diesel engine with Roots blower, typical of Detroit Diesel and some Electro-Motive Diesel Engines
There are three size groups of Diesel engines[90]

 Small—under 188 kW (252 hp) output

 Medium
 Large
Basic types[edit]
There are two basic types of Diesel Engines[90]

 Four stroke cycle

 Two stroke cycle
Early engines[edit]
In 1897, when the first Diesel engine was completed, Adolphus Busch traveled to Cologne and negotiated
exclusive right to produce the Diesel engine in the US and Canada. In his examination of the engine, it was noted
that the Diesel at that time operated at thermodynamic efficiencies of 27%, while a typical expansion steam engine
would operate at about 7-10%.[91]
In the early decades of the 20th century, when large diesel engines were first being used, the engines took a form
similar to the compound steam engines common at the time, with the piston being connected to the connecting rod
by a crosshead bearing. Following steam engine practice some manufacturers made double-acting two-stroke and
four-stroke diesel engines to increase power output, with combustion taking place on both sides of the piston, with
two sets of valve gear and fuel injection. While it produced large amounts of power, the double-acting diesel
engine's main problem was producing a good seal where the piston rod passed through the bottom of the lower
combustion chamber to the crosshead bearing, and no more were built. By the 1930s turbochargers were fitted to
some engines. Crosshead bearings are still used to reduce the wear on the cylinders in large long-stroke main
marine engines.
Modern high and medium-speed engines[edit]

A Yanmar 2GM20 marine diesel engine, installed in a sailboat

As with petrol engines, there are two classes of diesel engines in current use: two-stroke and four-stroke. The four-
stroke type is the "classic" version, tracing its lineage back to Rudolf Diesel's prototype. It is also the more
commonly used form, being the preferred power source for many motor vehicles, especially buses and trucks.
Much larger engines, such as used for railroad locomotion and marine propulsion, are often two-stroke units,
offering a more favourable power-to-weight ratio, as well as better fuel economy. The most powerful engines in the
world are two-stroke diesels of mammoth dimensions.[92]
Two-stroke diesel engine operation is similar to that of petrol counterparts, except that fuel is not mixed with air
before induction, and the crankcase does not take an active role in the cycle. The traditional two-stroke design
relies upon a mechanically driven positive displacement blower to charge the cylinders with air before compression
and ignition. The charging process also assists in expelling (scavenging) combustion gases remaining from the
previous power stroke.
The modern form of the two-stroke diesel is based on the efforts of Charles F. "Boss" Kettering and his colleagues
at General Motors Corporation, who designed an aspirating system in which a blower pressurizes a chamber in the
engine block that is often referred to as the "air box," and exhaust gases are scavenged under pressure from the
air intake (uniflow scavenging). The concept was introduced with the Winton 201A engine in 1933, which was used
in locomotive manufacture from 1934 to 1938 and in submarines. Experience with the Winton 201A was used in
development of GM's 567 locomotive engine introduced in 1938, which launched dieselization of American
railroads and from which the later 645 and 710 engines were derived. However, a significant improvement built
into most later EMD engines is the mechanically assisted turbo-compressor, which provides charge air using
mechanical assistance during starting (thereby obviating the necessity for Roots-blown scavenging), and provides
charge air using an exhaust gas-driven turbine during normal operations—thereby providing true turbocharging
and additionally increasing the engine's power output by at least fifty percent.[a] Also in 1938 GM miniaturized two-
stroke Diesel power with the (high-speed) Detroit Diesel Series 71 engine, bringing Diesel power to a form suitable
for trucks, buses, and smaller boats. In 2015, Electro-Motive Diesel shifted their emphasis to four-stroke
locomotive power in the interest of complying with USEPA Tier 4 emissions requirements, introducing
the 1010J engine.

Three English Electric 7SRL diesel-alternator sets being installed at the Saateni Power Station, Zanzibar 1955
In a two-stroke diesel engine, as the cylinder's piston approaches the bottom dead centre exhaust ports or valves
are opened relieving most of the excess pressure after which a passage between the air box and the cylinder is
opened, permitting air flow into the cylinder.[93]The air flow blows the remaining combustion gases from the cylinder
—this is the scavenging process. As the piston passes through bottom centre and starts upward, the passage is
closed and compression commences,[94] culminating in fuel injection and ignition.[95]Refer to two-stroke diesel
engines for more detailed coverage of aspiration types and supercharging of two-stroke diesel engines.
Normally, the number of cylinders are used in multiples of two, although any number of cylinders can be used as
long as the load on the crankshaft is counterbalanced to prevent excessive vibration. The inline-six-cylinder design
is the most prolific in light- to medium-duty engines, though small V8 and larger inline-four displacement engines
are also common. Small-capacity engines (generally considered to be those below five litres in capacity) are
generally four- or six-cylinder types, with the four-cylinder being the most common type found in automotive uses.
Five-cylinder diesel engines have also been produced, being a compromise between the smooth running of the
six-cylinder and the space-efficient dimensions of the four-cylinder. Diesel engines for smaller plant machinery,
boats, tractors, generators and pumps may be four, three or two-cylinder types, with the single-cylinder diesel
engine remaining for light stationary work. Direct reversible two-stroke marine diesels need at least three cylinders
for reliable restarting forwards and reverse, while four-stroke diesels need at least six cylinders.
The desire to improve the diesel engine's power-to-weight ratio produced several novel cylinder arrangements to
extract more power from a given capacity. The uniflow opposed-piston engine uses two pistons in one cylinder
with the combustion cavity in the middle and gas in- and outlets at the ends. This makes a comparatively light,
powerful, swiftly running and economic engine suitable for use in aviation. An example is the Junkers Jumo
204/205. The Napier Deltic engine, with three cylinders arranged in a triangular formation, each containing two
opposed pistons, the whole engine having three crankshafts, is one of the better known.
Gas generator[edit]
Main article: Free-piston engine
Before 1950, Sulzer started experimenting with two-stroke engines with boost pressures as high as
6 atmospheres, in which all the output power was taken from an exhaust gas turbine. The two-stroke pistons
directly drove air compressor pistons to make a positive displacement gas generator. Opposed pistons were
connected by linkages instead of crankshafts. Several of these units could be connected to provide power gas to
one large output turbine. The overall thermal efficiency was roughly twice that of a simple gas turbine.[96] This
system was derived from Raúl Pateras Pescara's work on free-piston engines in the
1930s.
Advantages and disadvantages versus spark-ignition engines
ME-C7 low speed diesel engines use 155 grams (5.5 oz) of fuel per kWh for an overall energy conversion
efficiency of 54.4%, which is the highest conversion of fuel into power by any single-cycle internal or external
combustion engine[1] (The efficiency of a combined cycle gas turbine system can exceed 60%.[97]) Diesel engines
are more efficient than gasoline (petrol) engines of the same power rating, resulting in lower fuel consumption. A
common margin is 40% more miles per gallon for an efficient turbodiesel. For example, the current model Škoda
Octavia, using Volkswagen Group engines, has a combined Euro rating of 6.2 L/100 km (46 mpg-imp; 38 mpg-US) for
the 102 bhp (76 kW) petrol engine and 4.4 L/100 km (64 mpg-imp; 53 mpg-US) for the 105 bhp (78 kW) diesel engine.
However, such a comparison does not take into account that diesel fuel is denser and contains about 15% more
energy by volume. Although the calorific value of the fuel is slightly lower at 45.3 MJ/kg (megajoules per kilogram)
than petrol at 45.8 MJ/kg, liquid diesel fuel is significantly denser than liquid petrol. This is significant because
volume of fuel, in addition to mass, is an important consideration in mobile applications.
Adjusting the numbers to account for the energy density of diesel fuel, the overall energy efficiency is still about
20% greater for the diesel version.
While a higher compression ratio is helpful in raising efficiency, diesel engines are much more efficient than
gasoline (petrol) engines when at low power and at engine idle. Unlike the diesel engine, the petrol engine has a
butterfly valve (throttle) in the inlet system, which closes at idle. This creates parasitic loss and destruction of
availability of the incoming air, reducing the efficiency of petrol engines at idle. In many applications, such as
marine, agriculture, and railways, diesels are left idling and unattended for many hours, sometimes even days.
These advantages are especially attractive in locomotives (see dieselisation).
Even though diesel engines have a theoretical fuel efficiency of 75%,[citation needed] in practice it is lower. Engines in
large diesel trucks, buses, and newer diesel cars can achieve peak efficiencies around 45%,[98] and could reach
55% efficiency in the near future.[99] However, average efficiency over a driving cycle is lower than peak efficiency.
For example, it might be 37% for an engine with a peak efficiency of 44%.[100]
Torque[edit]
Diesel engines produce more torque than petrol engines for a given displacement due to their higher compression
ratio. Higher pressure in the cylinder and higher forces on the connecting rods and crankshaft require stronger,
heavier components. Heavier rotating components prevent diesel engines from revving as high as petrol engines
for a given displacement. Diesel engines generally have similar power and inferior power to weight ratios as
compared to petrol engines. Petrol engines must be geared lower to get the same torque as a comparable diesel
but since petrol engines rev higher both will have similar acceleration. An arbitrary amount of torque at the wheels
can be gained by gearing any power source down sufficiently (including a hand crank). For example, a theoretical
engine with a constant 200 ft.lbs of torque and a 3000 rpm rev limit has just as much power (a little over 114 hp) as
another theoretical engine with a constant maximum 100 ft.lbs of torque and a 6000 rpm rev limit. A (lossless) 2 to
1 reduction gear on the second engine will output a constant maximum 200 ft.lbs of torque at a maximum of 3000
rpm, with no change in power. Comparing engines based on (maximum) torque is just as useful as comparing
them based on (maximum) rpm.
Power[edit]
Conditions in the diesel engine differ from the spark-ignition engine due to the different thermodynamic cycle. In
addition, the power and engine speed are directly controlled by the fuel supply, rather than by controlling the air
supply as in an otto cycle engine.
The average diesel engine has a poorer power-to-weight ratio than the petrol engine. This is because the diesel
must operate at lower engine speeds due to the need for heavier, stronger parts to resist the operating pressure
caused by the high compression ratio of the engine, which increases the forces on the parts due to inertial forces.
[101]
Some diesel engines are designed for commercial use.
Diesel engines usually have longer stroke lengths chiefly to facilitate achieving the necessary compression ratios.
As a result, piston and connecting rods are heavier and more force must be transmitted through the connecting
rods and crankshaft to change the momentum of the piston. This is another reason that a diesel engine must be
stronger for the same power output as a petrol engine.
Yet it is this characteristic that has allowed some enthusiasts to acquire significant power increases
with turbocharged engines by making fairly simple and inexpensive modifications. A petrol engine of similar size
cannot put out a comparable power increase without extensive alterations because the stock components cannot
withstand the higher stresses placed upon them. Since a diesel engine is already built to withstand higher levels of
stress, it makes an ideal candidate for performance tuning at little expense. However, it should be said that any
modification that raises the amount of fuel and air put through a diesel engine will increase its operating
temperature, which will reduce its life and increase service requirements.
Noise[edit]
The distinctive noise of a diesel engine is variably called diesel clatter, diesel nailing, or diesel knock.[102] Diesel
clatter is caused largely by the diesel combustion process; the sudden ignition of the diesel fuel when injected into
the combustion chamber causes a pressure wave. Engine designers can reduce diesel clatter through: indirect
injection; pilot or pre-injection; injection timing; injection rate; compression ratio; turbo boost; and exhaust gas
recirculation (EGR).[103] Common rail diesel injection systems permit multiple injection events as an aid to noise
reduction. Diesel fuels with a higher cetane rating modify the combustion process and reduce diesel clatter. [102] CN
(Cetane number) can be raised by distilling higher quality crude oil, by catalyzing a higher quality product or by
using a cetane improving additive.[citation needed]
A combination of improved mechanical technology such as multi-stage injectors which fire a short "pilot charge" of
fuel into the cylinder to initiate combustion before delivering the main fuel charge, higher injection pressures that
have improved the atomisation of fuel into smaller droplets, and electronic control (which can adjust the timing and
length of the injection process to optimise it for all speeds and temperatures), have partially mitigated these
problems in the latest generation of common-rail designs, while improving engine efficiency.[citation needed]
Emissions[edit]
Main article: Diesel exhaust
Since the diesel engine uses less fuel than the petrol engine per unit distance, the diesel produces less carbon
dioxide (CO2) per unit distance. Recent advances in production and changes in the political climate have increased
the availability and awareness of biodiesel, an alternative to petroleum-derived diesel fuel with a much lower net-
sum emission of CO2, due to the absorption of CO2 by plants used to produce the fuel. Moreover, the use of waste
vegetable oil, sawmill waste from managed forests in Finland, and advances in the production of vegetable oil from
algae demonstrate great promise in providing feed stocks for sustainable biodiesel that are not in competition with
food production.
When a diesel engine runs at low power, there is enough oxygen present to burn the fuel—diesel engines only
make significant amounts of carbon monoxide when running under a load.[citation needed]
Diesel fuel is injected just before the power stroke. As a result, the fuel cannot burn completely unless it has a
sufficient amount of oxygen. This can result in incomplete combustion and black smoke in the exhaust if more fuel
is injected than there is air available for the combustion process. Modern engines with electronic fuel delivery can
adjust the timing and amount of fuel delivered, and so operate with less waste of fuel. In a mechanical system fuel
timing system, the injection and duration must be set to be efficient at the anticipated operating rpm and load, and
so the settings are less than ideal when the engine is running at any other RPM. The electronic injection can
measure engine revs, load, even boost and temperature, and continuously alter the timing to match the given
situation. In the petrol engine, air and fuel are mixed for the entire compression stroke, ensuring complete mixing
even at higher engine speeds.
Diesel exhaust is well known for its characteristic smell, but this smell in recent years has become much less due
to use of low sulfur fuel.
Diesel exhaust has been found to contain a long list of toxic air contaminants. Among these pollutants, fine particle
pollution is an important cause of diesel's harmful health effects. However, when diesel engines burn their fuel with
high oxygen levels, this results in high combustion temperatures and higher efficiency, and these particles tend to
burn, but the amount of NOx pollution tends to increase.
NOx pollution can be reduced with diesel exhaust fluid, which is injected into the exhaust stream, and catalytically
destroys the NOx chemical species. Exhaust gas recirculation which works by recirculating a portion of an engine's
exhaust gas back to the engine cylinders also has very positive effects on NOx emissions, because the lower
proportion of available oxygen lowers the maximum temperature of the flame.
Reliability[edit]
For most industrial or nautical applications, reliability is considered more important than light weight and high
power.
The lack of an electrical ignition system greatly improves the reliability. The high durability of a diesel engine is
also due to its overbuilt nature (see above). Diesel fuel is a better lubricant than petrol and thus, it is less harmful
to the oil film on piston rings and cylinder bores as occurs in petrol powered engines; it is routine for diesel engines
to cover 400,000 km (250,000 mi) or more without a rebuild.
Due to the greater compression ratio and the increased weight of the stronger components, starting a diesel
engine is harder than starting a gasoline engine of similar design and displacement. More torque from the starter
motor is required to push the engine through the compression cycle when starting compared to a petrol engine.
This can cause difficulty when starting in winter time if using conventional automotive batteries because of the
lower current available.
Either an electrical starter or an air-start system is used to start the engine turning. On large engines, pre-
lubrication and slow turning of an engine, as well as heating, are required to minimise the amount of engine
damage during initial start-up and running. Some smaller military diesels can be started with an explosive
cartridge, called a Coffman starter, which provides the extra power required to get the machine turning. In the
past, Caterpillar and John Deere used a small petrol pony engine in their tractors to start the primary diesel engine.
The pony engine heated the diesel to aid in ignition and used a small clutch and transmission to spin up the diesel
engine. Even more unusual was an International Harvester design in which the diesel engine had its own
carburetor and ignition system, and started on petrol. Once warmed, the operator moved two levers to switch the
engine to diesel operation, and work could begin. These engines had very complex cylinder heads, with their own
petrol combustion chambers, and were vulnerable to expensive damage if special care was not taken (especially
in letting the engine cool before turning it off).[citation needed]
Cylinder cavitation and erosion damage[edit]
Main article: Diesel engine problems
Quality and variety of fuels[edit]
Petrol/gasoline engines are limited in the variety and quality of the fuels they can burn. Older petrol engines fitted
with a carburetor required a volatile fuel that would vaporise easily to create the necessary air-fuel ratio for
combustion. Because both air and fuel are admitted to the cylinder, if the compression ratio of the engine is too
high or the fuel too volatile (with too low an octane rating), the fuel will ignite under compression, as in a diesel
engine, before the piston reaches the top of its stroke. This pre-ignition causes a power loss and over time major
damage to the piston and cylinder. The need for a fuel that is volatile enough to vaporise but not too volatile (to
avoid pre-ignition) means that petrol engines will only run on a narrow range of fuels. There has been some
success at dual-fuel engines that use petrol and ethanol, petrol and propane, and petrol and methane.
In diesel engines, a mechanical injector system vaporizes the fuel directly into the combustion chamber or a pre-
combustion chamber (as opposed to a Venturi jet in a carburetor, or a fuel injector in a fuel injection system
vaporising fuel into the intake manifold or intake runners as in a petrol engine). This forced vaporisation means
that less-volatile fuels can be used. More crucially, because only air is inducted into the cylinder in a diesel engine,
the compression ratio can be much higher as there is no risk of pre-ignition provided the injection process is
accurately timed. This means that cylinder temperatures are much higher in a diesel engine than a petrol engine,
allowing less volatile fuels to be used.
Diesel fuel is a form of light fuel oil, very similar to kerosene (paraffin), but diesel engines, especially older or
simple designs that lack precision electronic injection systems, can run on a wide variety of other fuels. Some of
the most common alternatives are Jet A-1 type jet fuel or vegetable oil from a very wide variety of plants. Some
engines can be run on vegetable oil without modification, and most others require fairly basic
alterations. Biodiesel is a pure diesel-like fuel refined from vegetable oil and can be used in nearly all diesel
engines. Requirements for fuels to be used in diesel engines are the ability of the fuel to flow along the fuel lines,
the ability of the fuel to lubricate the injector pump and injectors adequately, and its ignition qualities (ignition
delay, cetane number). Inline mechanical injector pumps generally tolerate poor-quality or bio-fuels better than
distributor-type pumps. Also, indirect injection engines generally run more satisfactorily on bio-fuels than direct
injection engines. This is partly because an indirect injection engine has a much greater 'swirl' effect, improving
vaporisation and combustion of fuel, and because (in the case of vegetable oil-type fuels) lipid depositions can
condense on the cylinder walls of a direct-injection engine if combustion temperatures are too low (such as starting
the engine from cold).
It is often reported that Diesel designed his engine to run on peanut oil, but this is false. Patent number 608845
describes his engine as being designed to run on pulverulent solid fuel (coal dust). Diesel stated in his published
papers, "at the Paris Exhibition in 1900 (Exposition Universelle) there was shown by the Otto Company a small
diesel engine, which, at the request of the French Government ran on Arachide (earth-nut or peanut) oil
(see biodiesel), and worked so smoothly that only a few people were aware of it. The engine was constructed for
using mineral oil, and was then worked on vegetable oil without any alterations being made. The French
Government at the time thought of testing the applicability to power production of the Arachide, or earth-nut, which
grows in considerable quantities in their African colonies, and can easily be cultivated there." Diesel himself later
conducted related tests and appeared supportive of the idea.[104]
Most large marine diesels run on heavy fuel oil (sometimes called "bunker oil"), which is a thick, viscous and
almost flameproof fuel which is very safe to store and cheap to buy in bulk as it is a waste product from the
petroleum refining industry. The fuel must not only be pre-heated, but must be kept heated during handling and
storage in order to maintain its pumpability. This is usually accomplished by steam tracing on fuel lines and steam
coils in fuel oil tanks. The fuel is then preheated to over 100C before entering the engine in order to attain the
proper viscosity for atomisation.

Fuel and fluid characteristics[edit]

Main article: Diesel fuel
Diesel engines can operate on a variety of different fuels, depending on configuration, though the
eponymous diesel fuel derived from crude oil is most common. The engines can work with the full spectrum of
crude oil distillates, from natural gas, alcohols, petrol, wood gas to the fuel oils from diesel oil to residual fuels.
Many automotive diesel engines would run on 100% biodiesel without any modifications.
The type of fuel used is selected to meet a combination of service requirements, and fuel costs. Good-quality
diesel fuel can be synthesised from vegetable oil and alcohol. Diesel fuel can be made from coal or other carbon
base using the Fischer–Tropsch process. Biodiesel is growing in popularity since it can frequently be used in
unmodified engines, though production remains limited. Recently, biodiesel from coconut, which can produce a
very promising coco methyl ester (CME), has characteristics which enhance lubricity and combustion giving a
regular diesel engine without any modification more power, less particulate matter or black smoke, and smoother
engine performance. The Philippines pioneers in the research on Coconut based CME with the help of German
and American scientists. Petroleum-derived diesel is often called petrodiesel if there is need to distinguish the
source of the fuel.
Pure plant oils are increasingly being used as a fuel for cars, trucks and remote combined heat and
power generation especially in Germany where hundreds of decentralised small- and medium-sized oil presses
cold press oilseed, mainly rapeseed, for fuel. There is a Deutsches Institut für Normung fuel standard for rapeseed
oil fuel.
Residual fuels are the "dregs" of the distillation process and are a thicker, heavier oil, or oil with higher viscosity,
which are so thick that they are not readily pumpable unless heated. Residual fuel oils are cheaper than clean,
refined diesel oil, although they are dirtier. Their main considerations are for use in ships and very large generation
sets, due to the cost of the large volume of fuel consumed, frequently amounting to many tonnes per hour. The
poorly refined biofuels straight vegetable oil (SVO) and waste vegetable oil (WVO) can fall into this category, but
can be viable fuels on non-common rail or TDI PD diesels with the simple conversion of fuel heating to 80 to 100
degrees Celsius to reduce viscosity, and adequate filtration to OEM standards. Engines using these heavy oils
have to start and shut down on standard diesel fuel, as these fuels will not flow through fuel lines at low
temperatures. Moving beyond that, use of low-grade fuels can lead to serious maintenance problems because of
their high sulphur and lower lubrication properties. Most diesel engines that power ships like supertankers are built
so that the engine can safely use low-grade fuels due to their separate cylinder and crankcase lubrication.
Normal diesel fuel is more difficult to ignite and slower in developing fire than petrol because of its higher flash
point, but once burning, a diesel fire can be fierce.
Fuel contaminants such as dirt and water are often more problematic in diesel engines than in petrol engines.
Water can cause serious damage, due to corrosion, to the injection pump and injectors; and dirt, even very fine
particulate matter, can damage the injection pumps due to the close tolerances that the pumps are machined to.
All diesel engines will have a fuel filter (usually much finer than a filter on a petrol engine), and a water trap. The
water trap (which is sometimes part of the fuel filter) often has a float connected to a warning light, which warns
when there is too much water in the trap, and must be drained before damage to the engine can result. The fuel
filter must be replaced much more often on a diesel engine than on a petrol engine, changing the fuel filter every
2–4 oil changes is not uncommon for some vehicles.

Safety[edit]
Fuel flammability[edit]
Diesel fuel is less flammable than petrol, leading to a lower risk of fire caused by fuel in a vehicle equipped with a
diesel engine.
In yachts, diesel engines are often used because the petrol (gasoline) that fuels spark-ignition engines releases
combustible vapors which can lead to an explosion if it accumulates in a confined space such as the bottom of a
vessel. Ventilation systems are mandatory on petrol-powered vessels.[105]
The United States Army and NATO use only diesel engines and turbines because of fire hazard. Although neither
gasoline nor diesel is explosive in liquid form, both can create an explosive air/vapor mix under the right
conditions. However, diesel fuel is less prone due to its lower vapor pressure, which is an indication of evaporation
rate. The Material Safety Data Sheet[106] for ultra-low sulfur diesel fuel indicates a vapor explosion hazard for diesel
indoors, outdoors, or in sewers.
Gasoline fuel was a problem for the US Army Sherman tanks during World War II since a direct hit would often
ignite them. Crews nicknamed them "Ronsons" after the lighter which advertised "lights up first every time". Their
advantage was the simplicity of producing these tanks, allowing the allies to have a numerical advantage from 14
to 1 to 50 to 1 over German tanks.[107]
Maintenance hazards[edit]
Fuel injection introduces potential hazards in engine maintenance due to the high fuel pressures used. Residual
pressure can remain in the fuel lines long after an injection-equipped engine has been shut down. This residual
pressure must be relieved, and if it is done so by external bleed-off, the fuel must be safely contained. If a high-
pressure diesel fuel injector is removed from its seat and operated in open air, there is a risk to the operator of
injury by hypodermic jet-injection, even with only 100 pounds per square inch (690 kPa) pressure.[108] The first
known such injury occurred in 1937 during a diesel engine maintenance operation.[109]
Cancer[edit]
Diesel exhaust has been classified as an IARC Group 1 carcinogen. It causes lung cancer and is associated with
an increased risk for bladder cancer.[110]

Applications[edit]
The characteristics of diesel have different advantages for different applications.
Passenger cars[edit]
Diesel engines have long been popular in bigger cars and have been used in smaller cars such as superminis in
Europe since the 1980s. They were popular in larger cars earlier, as the weight and cost penalties were less
noticeable.[111] Diesel engines tend to be more economical at regular driving speeds and are much better at city
speeds. Their reliability and life-span tend to be better (as detailed). Some 40 percent or more of all cars sold in
Europe are diesel-powered where they are considered a low CO2 option. Mercedes-Benz in conjunction
with Robert Bosch GmbH produced diesel-powered passenger cars starting in 1936 and very large numbers are
used all over the world (often as "Grande Taxis" in the Third World). Diesel-powered passenger cars are very
popular in India too, since the price of diesel fuel there is lower as compared to petrol. As a result, predominantly
petrol-powered car manufacturers including the Japanese car manufacturers produce and market diesel-powered
cars in India. Diesel-powered cars also dominate the Indian taxi industry.
Railroad rolling stock[edit]
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Diesel engines have eclipsed steam engines as the prime mover on all non-electrified railroads in the industrialized
world. The first diesel locomotives appeared in the early 20th century, and diesel multiple units soon after.
While electric locomotives have replaced the diesel locomotive for some passenger traffic in Europe and Asia,
diesel is still today very popular for cargo-hauling freight trains and on tracks where electrification is not feasible.
Most modern diesel locomotives are actually diesel-electric locomotives: the diesel engine is used to power an
electric generator that in turn powers electric traction motors with no mechanical connection between diesel engine
and traction. After 2000, environmental requirements has caused higher development cost for engines, and it has
become common for passenger multiple units to use engines and automatic mechanical gearboxes made for
trucks. Up to four such combinations might be used to achieve enough power in a train.
Other transport uses[edit]
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Larger transport applications (trucks, buses, etc.) also benefit from the Diesel's reliability and high torque output.
Diesel displaced paraffin (or tractor vaporising oil, TVO) in most parts of the world by the end of the 1950s with the
US following some 20 years later.

 Aircraft
 Marine
 Motorcycles
In merchant ships and boats, the same advantages apply with the relative safety of Diesel fuel an additional
benefit. The German pocket battleships were the largest Diesel warships, but the German torpedo-boats known
as E-boats (Schnellboot) of the Second World War were also Diesel craft. Conventional submarines have used
them since before World War I, relying on the almost total absence of carbon monoxide in the exhaust. American
World War II Diesel-electric submarines operated on two-stroke cycle, as opposed to the four-stroke cycle that
other navies used.
Non-road diesel engines[edit]
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Non-road diesel engines include mobile equipment and vehicles that are not used on the public roadways such
as construction equipment and agricultural tractors.
Military fuel standardisation[edit]
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NATO has a single vehicle fuel policy and has selected diesel for this purpose. The use of a single fuel simplifies
wartime logistics. NATO and the United States Marine Corps have even been developing a diesel military
motorcycle based on a Kawasaki off-road motorcycle the KLR 650, with a purpose designed naturally aspirated
direct injection diesel at Cranfield University in England, to be produced in the US, because motorcycles were the
last remaining gasoline-powered vehicle in their inventory. Before this, a few civilian motorcycles had been built
using adapted stationary diesel engines, but the weight and cost disadvantages generally outweighed the
efficiency gains.
Non-transport uses[edit]

A 1944 V12 2,300 kW power plant undergoing testing & restoration

Diesel engines are also used to power permanent, portable, and backup generators, irrigation pumps,[112] corn
grinders,[113] and coffee de-pulpers.[114]

Engine speeds[edit]
Within the diesel engine industry, engines are often categorized by their rotational speeds into three unofficial
groups:

 High-speed engines (> 1,000 rpm),

 Medium-speed engines (300–1,000 rpm), and
 Slow-speed engines (< 300 rpm).
High- and medium-speed engines are predominantly four-stroke engines, except for the Detroit Diesel two-stroke
range. Medium-speed engines are physically larger than high-speed engines and can burn lower-grade (slower-
burning) fuel than high-speed engines. Slow-speed engines are predominantly large two-stroke crosshead
engines, hence very different from high- and medium-speed engines. Due to the lower rotational speed of slow-
and medium-speed engines, there is more time for combustion during the power stroke of the cycle, allowing the
use of slower-burning fuels than high-speed engines.
High-speed engines[edit]
High-speed (approximately 1,000 rpm and greater) engines are used to
power trucks (lorries), buses, tractors, cars, yachts, compressors, pumps and small electrical generators. As of
2008, most high-speed engines have direct injection. Many modern engines, particularly in on-highway
applications, have common rail direct injection, which is cleaner burning.
Medium-speed engines[edit]
Medium-speed engines are used in large electrical generators, ship propulsion and mechanical drive applications
such as large compressors or pumps. Medium speed diesel engines operate on either diesel fuel or heavy fuel oil
by direct injection in the same manner as low-speed engines.
Engines used in electrical generators run at approximately 300 to 1000 rpm and are optimized to run at a
set synchronous speed depending on the generation frequency (50 or 60 hertz) and provide a rapid response to
load changes. Typical synchronous speeds for modern medium-speed engines are 500/514 rpm (50/60 Hz),
600 rpm (both 50 and 60 Hz), 720/750 rpm, and 900/1000 rpm.
As of 2009, the largest medium-speed engines in current production have outputs up to approximately 20 MW
(27,000 hp) and are supplied by companies like MAN B&W, Wärtsilä,[115] and Rolls-Royce (who acquired Ulstein
Bergen Diesel in 1999). Most medium-speed engines produced are four-stroke machines, however there are some
two-stroke medium-speed engines such as by EMD (Electro-Motive Diesel), and the Fairbanks Morse OP
(Opposed-piston engine) type.
Typical cylinder bore size for medium-speed engines ranges from 20 cm to 50 cm, and engine configurations
typically are offered ranging from in-line 4-cylinder units to V-configuration 20-cylinder units. Most larger medium-
speed engines are started with compressed air direct on pistons, using an air distributor, as opposed to a
pneumatic starting motor acting on the flywheel, which tends to be used for smaller engines. There is no definitive
engine size cut-off point for this.
It should also be noted that most major manufacturers of medium-speed engines make natural gas-fueled versions
of their diesel engines, which in fact operate on the Otto cycle, and require spark ignition, typically provided with a
spark plug.[116] There are also dual (diesel/natural gas/coal gas) fuel versions of medium and low speed diesel
engines using a lean fuel air mixture and a small injection of diesel fuel (so-called "pilot fuel") for ignition. In case of
a gas supply failure or maximum power demand these engines will instantly switch back to full diesel fuel
operation.[116][117][118]
Low-speed engines[edit]

The MAN B&W 5S50MC 5-cylinder, 2-stroke, low-speed marine diesel engine. This particular engine is found
aboard a 29,000 tonne chemical carrier.
Also known as slow-speed, or traditionally oil engines, the largest diesel engines are primarily used to power ships,
although there are a few land-based power generation units as well. These extremely large two-stroke engines
have power outputs up to approximately 85 MW (114,000 hp), operate in the range from approximately 60 to
200 rpm and are up to 15 m (50 ft) tall, and can weigh over 2,000 short tons (1,800 t). They typically use direct
injection running on cheap low-grade heavy fuel, also known as bunker C fuel, which requires heating in the ship
for tanking and before injection due to the fuel's high viscosity. Often, the waste heat recovery steam boilers
attached to the engine exhaust ducting generate the heat required for fuel heating. Provided the heavy fuel system
is kept warm and circulating, engines can be started and stopped on heavy fuel.
Large and medium marine engines are started with compressed air directly applied to the pistons. Air is applied to
cylinders to start the engine forwards or backwards because they are normally directly connected to
the propeller without clutch or gearbox, and to provide reverse propulsion either the engine must be run backwards
or the ship will use an adjustable propeller. At least three cylinders are required with two-stroke engines and at
least six cylinders with four-stroke engines to provide torque every 120 degrees.
Companies such as MAN B&W Diesel, and Wärtsilä design such large low-speed engines. They are unusually
narrow and tall due to the addition of a crosshead bearing. As of 2007, the 14-cylinder Wärtsilä-Sulzer
14RTFLEX96-C turbocharged two-stroke diesel engine built by Wärtsilä licensee Doosan in Korea is the most
powerful diesel engine put into service, with a cylinder bore of 960 mm (37.8 in) delivering 114,800 hp (85.6 MW).
It was put into service in September 2006, aboard what was then the world's largest container ship Emma
Maersk which belongs to the A.P. Moller-Maersk Group. Typical bore size for low-speed engines ranges from
approximately 35 to 98 cm (14 to 39 in). As of 2008, all produced low-speed engines with crosshead bearings are
in-line configurations; no Vee versions have been produced.
Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively
unimportant) often have a thermal efficiency which exceeds 50%.[1][2]

Current and future developments[edit]

See also: Diesel car history
As of 2008, many common rail and unit injection systems already employ new injectors using
stacked piezoelectric wafers in lieu of a solenoid, giving finer control of the injection event.[119]
Variable geometry turbochargers have flexible vanes, which move and let more air into the engine depending on
load. This technology increases both performance and fuel economy. Boost lag is reduced as turbo impeller inertia
is compensated for.[120]
Accelerometer pilot control (APC) uses an accelerometer to provide feedback on the engine's level of noise and
vibration and thus instruct the ECU to inject the minimum amount of fuel that will produce quiet combustion and
still provide the required power (especially while idling).[121]
The next generation of common rail diesels is expected to use variable injection geometry, which allows the
amount of fuel injected to be varied over a wider range, and variable valve timing (see Mitsubishi's 4N13 diesel
engine) similar to that of petrol engines. Particularly in the United States, coming tougher emissions regulations
present a considerable challenge to diesel engine manufacturers. Ford's HyTrans Project has developed a system
which starts the ignition in 400 ms, saving a significant amount of fuel on city routes, and there are other methods
to achieve even more efficient combustion, such as homogeneous charge compression ignition, being studied.[122]
[123]
 Japanese and Swedish vehicle manufacturers are also developing diesel engines that run on dimethyl
ether (DME).[124][125]
Some recent diesel engine models utilize a copper alloy heat exchanger technology (CuproBraze) to take
advantage of benefits in terms of thermal performance, heat transfer efficiency, strength/durability, corrosion
resistance, and reduced emissions from higher operating temperatures.
Low heat rejection engines[edit]
A special class of prototype internal combustion piston engines has been developed over several decades with the
goal of improving efficiency by reducing heat loss.[126] These engines are variously called adiabatic engines; due to
better approximation of adiabatic expansion; low heat rejection engines, or high temperature engines. [127] They are
generally piston engines with combustion chamber parts lined with ceramic thermal barrier coatings.[128] Some
make use of pistons and other parts made of titanium which has a low thermal conductivity[129] and density. Some
designs are able to eliminate the use of a cooling system and associated parasitic losses altogether.
[130]
Developing lubricants able to withstand the higher temperatures involved has been a major barrier to
commercialization.[131]
How Gas Compression-ignition Engines Work
Mazda's SKYACTIV-X engine is the world's first commercial gasoline engine to use compression
ignition. MAZDA
In summer of 2017, Mazda made an announcement: The auto company found a way to make
compression-ignition gasoline engines for passenger cars. Mazda claimed its new engine could
improve fuel economy by 20 to 30 percent, which is a considerable achievement for a gasoline
engine.

Before taking a dive into this technology, it's worth noting that the compression-ignition engine
isn't a new concept. Formula 1 cars use compression-ignition engines, and several other
automakers have attempted to develop a commercially viable version for passenger cars. But
Mazda's engine, dubbed the Skyactiv-X, will be the first mass produced and commercially
available engine of this type. Thanks to Jay Chen, a powertrain engineer with Mazda,
HowStuffWorks was able to learn how this breakthrough was achieved. First, though, we have to
take a look at an engine's basic functions.

An engine works by igniting fuel in two ways: heat and compression. Spark-ignition engines are
found in most gasoline cars. In these types of engines, the spark plugs fire to ignite fuel in the
combustion chamber, while the fuel and air mixture is also being compressed. This is a very
simplified version of the process, of course, just to illustrate the main difference between the two
engine types. Spark-ignition engines follow a cycle and require precise timing to work, but are
generally reliable under a variety of conditions [source: Knight].

Compression-ignition engines operate more like diesel engines. Diesels are designed for much
higher compression (which requires heavier components and stronger construction) and use glow
plugs as a heat source rather than spark plugs. Glow plugs heat up the compression chamber,
which in turn increases the compression within the chamber. When the fuel is added to the
chamber, it's sprayed across the tip of the glow plug, but the process relies on the compression
 more than the contact of the fuel and the plug. The lack of "spark" helps diesel engines achieve
higher EPA ratings than gasoline engines with otherwise similar specs [source: Stewart].

If we're focusing on gas, you might be wondering, what's the point of explaining how a diesel
engine works? Simply, to illustrate the importance of compression. The best way to improve the
gas engine is to figure out how to increase compression, which enables the engine to use its fuel
supply more efficiently.

A compression-ignition gasoline engine combines the best parts of these processes. The engine is
programmed to trap air (typically, engine exhaust) in the engine cylinder by adjusting the timing of
the exhaust and intake valves. The fuel injectors add fuel to this trapped exhaust, and since the
trapped mixture is under very high compression, the relatively small amount of fuel is able to
ignite.

Compression-ignition engines can even be broken down into two different types
[source: Lindberg].

 Homogenous Charge Compression Ignition (HCCI): This engine mixes air and fuel, and then
compresses that mixture until it ignites. Mazda's engine will be the first HCCI-type engine to be
mass produced.
 Gasoline Direct Compression Ignition (GDCI): This engine squirts the gasoline into a mixture of
air and exhaust that has already been compressed.
The main difference between these two engines is the point in the process in which the fuel is
added, achieved through adjustments to the engines' cycles and timing. Otherwise, the engines
function similarly; the compression is the most important factor.
 How Four-Stroke Compression Ignition Engines Work
written by: Haresh Khemani • edited by: Swagatam • updated: 9/9/2008
The cycle of operations of the four-stroke compression ignition (CI) engine are completed in four strokes of the piston inside the
cylinder. These four-strokes are: suction, compression, expansion or power, and exhaust. During these four strokes two revolutions of
the crankshaft are produced.
 In compression ignition (CI) engines, burning of fuel occurs due to compression of the fuel to very high pressures. At very high
pressures the fuel, i.e. diesel, starts burning automatically without the need of any external flame. The cycle of operation of the CI
engine is completed in four-strokes: suction, compression, expansion, and exhaust. Each stroke is described in detail below:

1) Suction stroke: At the start of the suction stroke the piston is located at top dead center position. As it moves down, the inlet valve
located in the cylinder head opens, while the exhaust valve remains closed. From the inlet valve, air is drawn into the cylinder which
continues until the piston reaches bottom dead center or the bottom most position inside the cylinder. At this point the suction stroke
completes and the suction or inlet valve closes.

2) Compression stroke: During the compression stroke the piston starts moving in upward and compresses the air in the clearance
volume. While in the case of spark ignition (SI) engines, the compression ratio is about 6-10, the CI engine this ratio is about 16-20.
This clearly indicates that the compression pressure exerted in the CI engines is much more than in SI engines.

3) Expansion stroke
: Towards the end of the compression stroke, the fuel is injected into the clearance volume. Due to excessively high pressures, the fuel
starts burning instantly, creating large amounts of thermal energy, which further raises the pressure. Because of this pressure the piston
starts moving down. The fuel injection rate is such that the pressure inside the cylinder is maintained constant even though the piston
moves down. The expansion stroke ends when the piston reaches the bottom position. During this stroke the inlet and exhaust valves
remain closed.

4)
Exhaust stroke: After the expansion stroke a number of residual gases are left in the cylinder and need to be cleared from of the
cylinder. During the exhaust stroke the exhaust valve opens due to the difference between the atmospheric pressure and the pressure of
exhaust gases inside the cylinder. As the piston moves from the bottom to the top position the exhaust gases are swept out of the
cylinder. When the piston reaches the topmost position all the exhaust gases are released. As the piston starts moving down, the inlet
valves open and fresh air is drawn into the cylinder.
In this way, the cycle of operation of the CI engine keeps on repeating without any hindrance. Since large amounts of pressure are
generated inside the CI engines these engines, there is a need to have CI engines be sturdier than SI engines.

https://youtu.be/DZt5xU44IfQ

https://www.youtube.com/watch?v=qMG31yfx-DQ

Working of Four Stroke Diesel Engine

The power generation process in four stroke diesel engine is
also divided into four parts. Each part is known as piston stroke. In IC
engine, stroke is referred to the maximum distance travel by the piston in a
single direction. The piston is free to move only in upward and downward
direction. In four stroke engine the piston move two time up and down and the
crankshaft move two complete revolution to complete four piston cycle. These
are suction stroke, compression stroke, expansion stroke and exhaust stroke.
Suction stroke:
In the suction stroke or intake stroke of diesel engine the piston start moves from top end of the cylinder to bottom end of the cylinder
and simultaneously inlet valve opens. At this time air at atmospheric pressure drawn inside the
cylinder through the inlet valve by a pump. The inlet valve remains open until
the piston reaches the lower end of cylinder. After it inlet valve close and seal
the upper end of the cylinder.
Compression stroke:
After the piston passes bottom end of the cylinder, it starts
moving up. Both valves are closed and the cylinder is sealed at that time. The piston moves
upward. This movement of piston compresses the air into a small space between
the top of the piston and cylinder head. The air is compressed into 1/22 or
less of its original volume. Due to this compression a high pressure and
temperature generate inside the cylinder. Both the inlet and exhaust valves do
not open during any part of this stroke. At the end of compression stroke the piston
is at top end of the cylinder.
Power stroke:
At the end of the compression stroke when the piston is at
top end of the cylinder a metered quantity of diesel is injected into the
cylinder by the injector. The heat of compressed air ignites the diesel fuel
and generates high pressure which pushes down the piston. The connection rod
carries this force to the crankshaft which turns to move the vehicle. At the
end of power stroke the piston reach the bottom end of cylinder.
Exhaust stroke:
When the piston reaches the bottom end of cylinder after the
power stroke, the exhaust valve opens. At this time the burn gases inside the
cylinder so the cylinder pressure is slightly high from atmospheric pressure.
This pressure difference allows burn gases to escape through the exhaust port
and the piston move through the top end of the cylinder. At the end of exhaust
all burn gases escape and exhaust valve closed. Now again intake valve open and
this process running until your vehicle starts.
 Spark ignition VS compression ignition engines.

 Published on September 24, 2016

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 1

Differentiating a diesel engine from a petrol Engine.

The main parameters used for comparing the two Internal combustion engines are

1. Basic Operational Cycle

2. Type of fuel

3. Method of fuel injection

4. Ignition process

5. Compression Ratio

6. speed

7. Thermal efficiency

8. Weight.
1.... Basic operational cycle : petrol engines, also known as spark ignition (S.I) engines,works on the basis of otto cycle or constant

volume heat addition cycle. in S.I engines,ignition process is carried out with the help of a spark plug which ignites a mixture of air

and fuel that is compressed in the combustion chamber.

Whereas,a diesel engine also known as Compression Ignition (C.I) engine works on the basis of Diesel cycle or Constant pressure

heat addition cycle. In C.I engines, self ignition occurs due to high temperature of highly compressed air. Hence, spark plugs are not

required.

2....Type of Fuel: S.I engines uses petrol as their working fuel, petrol is a highly volatile fuel and has a high self ignition temperature

whereas, C.I engine uses diesel as the working fuel. Diesel is a non volatile fuel with a low self ignition temperature.

3.... Method of fuel injection

In S.I engines, a mixture of air and fuel is introduced in the suction stroke, thus, it consist of a carburetor for mixing the air and fuel.

while in a C.I engine, fuel in injected directly into the combustion chamber at high pressure. Thus , it consist of a fuel pump and a fuel

injector
4... Compression Ratio: in S.I engines, compression ratio varies from 6 to 10. Here, upper limit of the compression ratio is

determined by antiknock quality of the fuel,

while in C.I engines, compression ratio varies from 16 to 20. Here, upper limit of the compression ratio is determined by weight

increase of the engine.

5... Speed...:S.I engines are high speed engines, due to their light weight and homogeneous combustion

whereas, C.I engines are low speed engines due to their heavy weight and heterogeneous combustion

6... Thermal efficiency: Due to lower compression ratio, maximum value of thermal efficiency is lower in an S.I engine compared to

that of C.I.

7...Weight : S.I engines are generally lighter in weight due to their lower peak pressures as compare to C.I engines that are generally

heavier, due to higher peak pressure.

Difference Between SI Engine and CI Engine

March 23, 2017 Pankaj Mishra 3 Comments Automobile, Difference between
In this article we will discuss about the difference between SI engine and CI engine. The spark Ignition (SI) engine, as its name
indicates uses spark to ignite the fuel. And in Compression Ignition (CI) engine, the air is compressed within the cylinder and the heat
of this compression air is used to ignite the fuel. Since spark and compressed air is used to ignite the fuel in these engines, so they are
called as spark ignition (SI) engine and compression ignition (CI) engine.
SI Engine (Spark Ignition Engine)
Spark Ignition (SI) Engine is a type of engine in which the combustion takes place by the spark generated by the spark plug. It uses
petrol as fuel and works on Otto cycle. In the spark ignition engine the air fuel mixture is inserted into the cylinder with help of
carburetor. The compression of the fuel takes place but it has low compression ratio. The fuel is ignited by the spark generated by the
spark plug. SI engine produces less noise and vibration and their starting is very easy. They are light in weight and have less
maintenance cost. They are mostly used in light commercial vehicles such as scooters, motorcycles cars etc.
S.no Parameter SI Engine CI Engine
Also It is and engine in which heat of Read: What is
CVT It is an engine in which the compressed air is used to burn the – Continuously
1. Definition spark is used to burn the fuel. fuel. Variable
2. Fuel used Petrol is used as fuel. Diesel is used as fuel. Transmission and
How 3. Operating cycle It operates on Otto cycle. It operates on Diesel cycle. it Works?
Also 4. Compression ratio Low compression ratio. High compression ratio. Read:How DTSi
5. Thermal efficiency High thermal efficiency. Less thermal efficiency. Engine Works –
Spark plug is used to produce Heat of compressed air is used for Explained?
6. Method of ignition spark for the ignition. the ignition.
7. Engine Speed High speed engines. Low speed engines.
CI Low pressure is generated after High pressure is generated Engine
8. Pressure generated combustion. after combustion. (Compression
Ignition Engine)
Constant parameter
Compression
9. during cycle Constant volume cycle. Constant pressure cycle.
Ignition (CI)
10. Intake Air + fuel. Only air.
Engine is an engine
in Weight of engine Si engine has less weight. CI engine are heavier. which the
12. Noise production It produces less noise. It produces more noise. combustion of fuel
takes Production of place by the heat of
the 13. hydrocarbon Less Hydrocarbon is produced. More hydrocarbon is produced. compressed air. It
uses 14. Starting Starting of SI engine is easy. Starting of CI engine is difficult. diesel as fuel and
works 15. Maintenance cost Low High on Diesel cycle. In
the 16. Vibration problem Less Very High compressed ignition
17. Cost of engine Less cost High cost engine, only air
18. Volume to power ratio Less High
19. Fuel supply Carburetor Injector
It is used in light commercial
vehicles like motorcycle, cars It is used in heavy duty vehicles
20. application etc. likes bus, trucks, ships etc.
enters into the cylinder during suction stroke. It has high compression ratio because of the high ignition temperature of the diesel fuel.
The fuel is ignited by the heat of the compressed air. Due to high compression ratio it produces more power. Due to incomplete
combustion of the fuel, it produces more hydrocarbons which lead to air pollution. The noise and vibration problem is there in the CI
engines. The maintenance cost of the CI engine is more as compared with the SI engines. They are mostly used in heavy duty vehicles
such as buses, trucks, railways, ships etc.
Difference Between SI Engine and CI Engine in Tabular Form

So now, I hope you have clearly understood about the difference between SI engine and CI engine. If you have any confusion related
to that than feel free to ask through your comments. If you find it informative or useful than share it for others.
Compression ratio, in an internal-combustion engine, degree to which the fuel mixture is compressed before ignition. It is
defined as the maximum volume of the combustion chamber (with the piston farthest out, or bottom dead centre) divided
by the volume with the piston in the full-compression position (with the piston nearest the head of the cylinder, or top dead
centre). A compression ratio of six means that the mixture is compressed to one-sixth its original volume by the action of
the piston in the cylinder. The maximum possible ratio based on cylinder dimensions may not be achieved if the intake
valve closes after the piston begins its compression stroke, as this would cause backflow of the combustible mixture from
the cylinder. A high ratio promotes efficiency but may cause engine knock.

A CI engine is precisely called so, a Compression Ignition Engine, because of it’s higher compression ratios as compared to
SI engines or Spark Ignition Engines.
In a CI engine, there is no spark plug. The intake stroke draws only air into the cylinder, thus only air is compressed in
the compression stroke that follows.
After compression, the fuel (diesel) is injected into the chamber. On ignition, diesel ignites automatically as the
temperature of the compressed air is higher than it’s auto-ignition temperature.
For the temperature of compressed air to be that high, a larger compression is required, thus the higher compression ratio.
In view of thermodynamics, idealized cycle models of both SI and CI engines claim that the efficiency increases with
increase in compression ratio. This applies to the real systems and the compression ratio of diesel engines (CI) is
kept higher.

he Spark Ignition (SI) engines work on the principle of cycle of operations invented by Nicolaus A. Otto in the year 1876.
The Compression Ignition (CI) engines work on the principle founded by Rudolf Diesel in the year 1892.

 For the engine to work properly it has to perform some cycle of operations continuously. The principle of
operation of the spark ignition (SI) engines was invented by Nicolaus A. Otto in the year 1876; hence SI engine is
also called the Otto engine. The principle of working of compression ignition engine (CI) was found out by Rudolf
Diesel in the year 1892, hence CI engine is also called the Diesel engine.

The principle of working of both SI and CI engines are almost the same, except the process of the fuel combustion
that occurs in both engines. In SI engines, the burning of fuel occurs by the spark generated by the spark plug
located in the cylinder head. The fuel is compressed to high pressures and its combustion takes place at a
constant volume. In CI engines the burning of the fuel occurs due to compression of the fuel to excessively high
pressures which does not require any spark to initiate the ignition of fuel. In this case the combustion of fuel
 occurs at constant pressure.

Both SI and CI engines can work either on two-stroke or four stroke cycle. Both the cycles have been described
below:

1) Four-stroke engine: In the four-stroke engine the cycle of operations of the engine are completed in four
strokes of the piston inside the cylinder. The four strokes of the 4-stroke engine are: suction of fuel, compression
of fuel, expansion or power stroke, and exhaust stroke. In 4-stroke engines the power is produced when piston
performs expansion stroke. During four strokes of the engine two revolutions of the engine's crankshaft are
produced.

2) Two-stroke engine: In case of the 2-stroke, the suction and compression strokes occur at the same time.
Similarly, the expansion and exhaust strokes occur at the same time. Power is produced during the expansion
stroke. When two strokes of the piston are completed, one revolution of the engine's crankshaft is produced.

In 4-stroke engines the engine burns fuel once for two rotations of the wheel, while in 2-stroke engine the fuel is
burnt once for one rotation of the wheel. Hence the efficiency of 4-stroke engines is greater than the 2-stroke
engines. However, the power produced by the 2-stroke engines is more than the 4-stroke engines.
| Print
Diesel Engine: its advantages and disadvantages
|
The Diesel engine is the second according to its popularity what is used in modern automobiles. Some people say
that it will be the basic engine for automobiles in the close future; some people say diesel engine is obsolete.
Nevertheless diesel engines are continued to produce in million quantities all over the world and the approaching fuel
crisis makes to solve faster the fueling problem for individual and public transport. We will estimate if the diesel
engine would be the appropriate solution.

History
Rudolf Diesel
The first man, who had invented the engine with ignition from compression, was E. Steward. He was interested in
engines, what can work without spark plugs. In Steward’s engine the air was compressed and compressed air was
blown into the combustion chamber. Unfortunately, Steward had not come into mind to test the efficiency of that
type of engines.
Developing the concept of “economy-type heat-engine”, Rudolph Diesel in 1890 invented the engine much more
efficient due to high compression ratio. In his book he suggested to use the powdered coal, but it was difficult in real
life – the coal dust has an abrasive properties and it should be found the way to put it somehow in combustion
chamber. So it was suggested to use the tailing that remains after oil refining in such engines. So in 1897 Diesel had
patented the engine design, later named Diesel engine.
It was excellent idea, but the fuel should be injected into cylinders and ordinary compressors were insufficient to
inject oil residue and other tailing fuel. The heavyweight compressor, necessary to inject the fuel and low revolution
rate had limited the use of such engines to applications, where heavy weight has low significance such as ground
stations and ship engines.
In the 20-es of XX century it was serious approach to diesel engines. Robert Bosch improved the high-pressure fuel
pump (hereinafter referred to as HPFP), that had resulted in possibility to increase the revolution rate and to avoid
the use of bulky and noisy air compressor in Diesel engines. Since 1927 Bosch GmbH begin to put on market
mechanical HPFP for diesel engines. But unfortunately, nobody had heard the prophet in the own country. Even on
tanks the Germans had continued to mount fire-hazardous and wasteful petrol engines.
Only in the 50-s the diesel engine were started to mount into the trucks. After the fuel crisis in 1973 the car
manufacturers also began to interest in diesel engines. Nowadays Europe leads in production and consumption of the
diesel-powered automobiles. The Americans still can’t put out the thought of cheep petrol, so even on large pickup
and off-road they continue to mount multi-liter monster-like petrol engines.

Technical details

The design of Diesel engine is mostly alike the one of the petrol engine – both have pistons, cylinders, valves. But
the ignition system in Diesel engines is lack in principle. Instead of the usual spark in Diesel engines the fuel-air
mixture is ignited by high temperature of the compressed air. Let’s review the Diesel engine operating principle.

1-th stroke. The piston is moving down till lower dead point and the fresh air is blown from intake valve.
2-th stroke. The piston is moving up till upper dead point and the air in the cylinder is compressed multiple times (14
up to 25) and its temperature raises up to 700-800 C.
3-th stroke. At the moment the pistol reaches the upper dead point the fuel is injected into cylinder. Combustion act.
The fuel-air mixture is expands and the piston is going down.
4-th stroke. The piston is going down, and gases are exhausted throw the open exhaust valve.

Diesel engine section: 1 – generator; 2 – air filter; 3 – fuel injector; 4 – fuel pipeline; 5 – glow plug; 6 – HPFP; 7 –
cooling fluid (oil) filter.
The fuel in the cylinder ignites with rapid pressure jump that makes the engine to work noisy and with vibration. To
preserve the operation safety on the required level the Diesel engine is designed much more durable than the petrol
engine. More durability assumes more heavy-weighted.
The fuel supply system of Diesel engine also differs from the petrol-powered engine. The first thing to say it is more
complicated. The fuel in the combustion chamber should be injected under high pressure and it is very minor in
volume. The engine is controlled by the electronic unit, which controls the fuel pump and the injector according to
data get from sensors. That kind of design makes the engine much more expensive.

Advantages

The main advantage of diesel engine is the inexpensive fuel. Then the cost difference between diesel fuel and AI-98
petrol reaches the 20% level even the owners of expensive cars start to save. The fuel efficiency of diesel engines is
36% and higher. The efficiency of petrol-powered engine is only 25% that means that the diesel engine wastes less
fuel than the petrol-powered engine.
The diesel engine as compared to the petrol-powered engine of the equal volume of combustion chamber has
advantage of higher torque. It is critically important for minivans and station wagons. No alternative engines are
mounted now on trucks. High torque helps in the city traffic; it allows moving on minimal engine turnover in traffic
jams.

Disadvantages

The basic disadvantage of diesel engine is that it is expensive. It expensive both in manufacturing (due to high work
load) and also in maintenance. It is expensive due to ecological incompatibility of its exhaust and due to necessity to
adjust its exhaust according to strict requirements of international agreements.
The fuel in diesel engine is ignited by the heat of the compressed air. It results in that fact that fuel had no time to
fully mix with the air and it produces CH, NOX and carbon black during the combustion process. The carbon black is
particularly visible then it colors the exhaust in black. And if in the case of hydrocarbons it can be removed by
catalyst, the quantity of carbon black in the exhaust is adjusted by the special exhaust filter, which is mounted
between the exhaust collector and the catalyst. The exhaust filter is warming up in the flow of exhaust gas that
results in carbon black afterburning. Periodically the residual carbon black should be burned up and on the command
block instruction the gas temperature is raised at the end of the combustion stroke due to burning of an additional
quantity of fuel.
The catalyst have more complex design due to irregular chemistry of the exhaust gases.
Now let look at the problems concerning diesel fuel. As it’s known, the diesel fuel occurs to be of 2 kinds – summer
fuel and winter fuel. They differ in the temperature of solidification. When the fuel freezes the fuel pump is unable to
flush it and that’s the end... You are standing idle on the road shoulder unable to start the engine. This can be
 avoided by warming up the fuel piping (also fuel tank for trucks). Contrary to diesel fuel the petrol is non-freezing.
HPFP of diesel engine is extremely unreliable unit. Due to its operation on high pressures the ingress of water into
the fuel is a mortal danger. Therefore water separator is required. The small particles of dirt also can damage the
pump, therefore the filter after filler is necessary. In Russian environment 2 filters are required due to very dirty
diesel fuel in Russia and not all resellers provide autos equipped with such engines to Russia. Such complexity of
engine systems results in high prices on diesel engines – sometimes the price difference compared to petrol-powered
engines is up to 4000 Euro.
Noise and vibration till the latest times could not be separated from the words “Diesel engine”. Attempts to neutralize
them are in wrapping up the engine compartment by acoustic insulation, balancing the engine moments and
calibrating the control units.
Why Diesel engines are still popular?

 The first, the ecological regulations are kept in foreign countries and the owners of ecology-friendly autos have
discounts on assurance and other taxes.

 Secondly, on condition of quality oil fueling and maintenance on the regular base diesel engine can operate up
to half-million kilometers without capital repair. And that is the sure gain.

 The third, the turbo-supercharging diesel engine can surely play the role of “fire-starter”. Many car
manufacturers follow that way.

So if you think whether to buy diesel-powered car or not, you have to drive at least couple dozens of kilometers and
you will appreciate whether you like it or not.
Why are major advantages & disadvantages of diesel & petrol engines (for city use)?

7 Answers

Himanshu Galyan, Mechanical Engineer

Updated Dec 16, 2016 · Author has 64 answers and 381.3k answer views
This question poses a dilemma in the minds of most of the buyers.Essentially its a crucial choice to make. We shall discuss
about the pro and cons of diesel and petrol cars. (I shall skip the technicalities and focus more on the practical purpose)

Petrol engine
Pros
1. Peppy drive- Engine feels nice and smooth. Its light and easy to drive.Power output is generally good (Top speed is
good)
2. Small initial and low maintenance cost.
3. Gears are short hence the car is easy to drive.
4. Can be easily retrofitted for alternative fuels (CNG ,LPG)
5. Silent drive- engines don't produce much noise .
6. Low on emissions hence environment friendly.

Cons
1. Torque is less , hence pulling power is less (don't expect breathtaking performance until engine is supercharged).
2. Idling performance is weak (consumes high amount of fuel while running on low rpms).
3. Overtaking might seem a trouble without gear changing as torque output is limited.
4. Overall fuel efficiency is a bit less as compared to a diesel counterpart.
5. Service requirement is frequent as compared to Diesel motors.

Bottomline
Cars with petrol engine is overall less in cost, though fuel cost is a bit high with less efficiency. Hence if you drive less and
most of your trips are city bounded , its a good option to buy petrol motors. Buying a diesel car when you don't drive much
will take you a long time to break even. Petrol motor is low on pocket, maintenance is easy and spare parts are cheap.

Diesel Engine

Pros
1. High torque output hence pulling power is high (acceleration is good).
2. Gears are tall (You can pull through more speeds in single gears, hence overtaking is fun).
3. Fuel efficiency is high as compared to petrol counterpart. They are more efficient even in low revs (Hence you don't
need to switch off engine at red lights or worry about traffic jams).
4. Service requirement is less frequent.
 Cons
1. Retrofitting is not possible in most of the cases .
2. Overall cost of the car with diesel engine is high on the pocket.
3. Service requirement is less but its hefty on pocket.
4. Engine is grunty and generally produces more noise than petrol ones.
5. Emissions are high (If you are a environment friendly person I suggest you to avoid its on this grounds)

Bottomline

Cars with diesel motors have high initial investment , but they are most efficient with less fuel cost. IF you generally drive
more and frequently drive on highway its is a good choice. You will get ample acceleration and fuel cost will not trouble
your pocket.

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Related QuestionsMore Answers Below

 What are the advantages of petrol engine over diesel engine?

 What is the advantage and disadvantage of a petrol engine?
 What are the advantages and disadvantages of petrol and diesel cars?
 Which is better for a car - Petrol Engine or Diesel Engine?
 Is a diesel engine stronger than a petrol engine?
Ask New Question

Montie Craddock, I enjoy thinking about and trying to solve problems

Answered May 27, 2016 · Author has 105 answers and 47.1k answer views
An internal combustion engine's theoretical efficiency is a function of it's compression ratio. Since diesel engines have
higher compression ratios to achieve combustion, they are the most efficient.They have to be more durable an heavier to
achieve and endure these combustions at higher compressions . This is why they are more expensive . Because they are
more efficient , they produce less carbon dioxide. But they also produce more nitrous oxide than gas engines due to the
higher combustion temperatures. This gets into pollution control requirements and there effects on efficiency. Unless you
have a taxi cab, or truck that's built to take the hard use , you are probably better off with a gas engine for now . rrr

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Is this answer still relevant and up to date?

Chakravarthy Rajasekaran, Curious

Updated Sep 18, 2013
Diesel engine - advantage- high efficiency, low NOx emissons, good performance at highway speeds - disadvantages- air
breathing engine so high altitude operations might be difficult, noiser than petrol at high load operations

petrol engine - advantage - smoother engine, good at low load -disadvantages- low efficiency compared to diesel,
frequency in maintenance, high NOx emissons

I guess these are the points you are looking for . Much more detail will be too technical
Diesel Engine Advantages and disadvantages versus spark-ignition engines.Diesel engines are more efficient than gasoline (petrol)
engines of the same power, resulting in lower fuel consumption. A common margin is 40% more miles per gallon for an efficient
turbodiesel; for example, the current model Skoda Octavia, using Volkswagen engines, has a combined Euro mpg of 38.2mpg for the
102bhp petrol engine and 53.3mpg for the 105bhp

and heavier

diesel engine. The higher compression ratio is helpful in raising efficiency, but diesel fuel contains approximately 30% more energy
per unit volume than gasoline, and this is the crucial factor.Naturally aspirated diesel engines are more massive than gasoline engines
of the same power for two reasons; the first is that it takes a larger capacity diesel engine than a gasoline engine to produce the same
power. This is essentially because the diesel cannot operate as quickly

the "rev limit" is lower

because getting the fuel-air mixture into a diesel engine is more difficult than a gasoline engine [1]. The second reason is that a diesel
engine must be stronger to withstand the higher combustion pressures needed for ignition.Yet it is this same build quality that has
allowed some enthusiasts to acquire significant power increases with turbocharged engines through fairly simple and inexpensive
modifications. A gasoline engine of similar size cannot put out a comparable power increase without extensive alterations because the
stock components would not be able to withstand the higher stresses placed upon them. Since a diesel engine is already built to
withstand higher levels of stress, it makes anideal candidate for performance tuning with little expense. However it should besaid that
any modification that raises the amount of fuel and air put through adiesel engine will increase its operating temperature which will
reduce its life and service interval requirements. These things are issues with newer, lighter, "high performance" diesel engines which
aren't "overbuilt" to the degree of older engines and are being pushed to provide greater power in smaller engines.The addition of a
turbocharger or supercharger to the engine (see turbodiesel) greatly assists in increasing fuel economy and power output. Boost
pressures can be higher on diesels than gasoline engines, and the higher compression ratio allows a diesel engine to be more efficient
than a comparable spark ignition engine. Although the calorific value of the fuel is slightly lower at 45.3MJ/kg (megajoules per
kilogram) to gasoline at 45.8MJ/kg, diesel fuel is much heavier and fuel is sold by volume, so diesel contains more energy per litre or
gallon. The increased fuel economy of the diesel over the petrol engine means that thediesel produces less carbon dioxide (CO2) per
unit distance. Recently, advancesin production and changes in the political climate have increased the availability and awareness of
biodiesel, an alternative to petroleum-derived diesel fuelwith a much lower net-sum emission of CO2, due to the absorption of CO2 by
plants used to produce the fuel.Diesel engines produce very little carbon monoxide as they burn the fuel in excess air except at full
load, at which point a full stochiometric quantity of fuelis injected per cycle. However, they can produce black soot from their
exhaust,consisting of unburned carbon compounds. This is often caused by worn injectors, which do not atomize the fuel sufficiently,
or a faulty engine management system which allows more fuel to be injected than can be burned with the available air. Particles of the
size normally called PM10 (particles of 10 micrometres or smaller) have been implicated in health problems, especially in cities.
Modern diesel engines catch the soot in a particle filter, which when saturated is automatically regenerated by burning the particles.
Other problems associated with theexhaust gases (nitrogen oxides, sulfur oxides) can be mitigated with further investment and
equipment; some diesel cars now have catalytic converters in the exhaust.The lack of an electrical ignition system greatly improves
the reliability. The high durability of a diesel engine is also due to its overbuilt nature (see above) as well as the diesel's combustion
cycle, which creates less-violentchanges in pressure when compared to a spark-ignition engine, a benefit that ismagnified by the lower
rotating speeds in diesels. Diesel fuel is a better lubr

13down vote accepted

Advantages
1. Compression-ignition engines have higher compression ratio which leads to being more efficient. So the aircraft range improves and on
longer flights payload capacity may improve as well. Fuel consumption is usually about 30% lower.
2. The higher efficiency combined with the fact that Jet A-1 fuel is cheaper mean they have lower operating cost. Especially since in
Europe the leaded avgas is heavily taxed to discourage it's use for environmental concerns.
3. They should be a bit more reliable. A diesel engine needs high pressure fuel pump, but apparently there are less problems with those
than there are with spark-plugs.
4. They are somewhat easier to operate, since they don't have separate throttle and mixture controls.
5. They don't suffer the problems associated with incorrect settings of those controls, namely knocking/detonation and pre-ignition.
6. Turbo-charging them does not carry the risk of pre-ignition and most of them are turbo-charged, so the performance does not decline as
fast with density altitude.
7. There is lower risk of fire since jet/diesel fuel is less flammable (has higher ignition temperature).
8. Jet A-1 has much wider availability, especially in the third world, so it's easier to plan for fuel stops on a flight through say, Latin
America or Africa
Disadvantages
1. They are heavier for the same power, because they need to be made from stronger material due to the higher compression ratio and
because they need to have larger cylinder volume because of lower maximal rpm. On longer flights the reduction in fuel weight often
makes up for the heavier engine.
2. Turbo-charging comes with specific operating procedures unfamiliar to those used to normally aspirated engines and a slight lag in
thrust lever (it's not a throttle) response.
3. As others mentioned, small airports may not have jet fuel yet. This is probably better in Europe where the pressure to phase out 100LL
avgas is stronger. Some engines also use automobile diesel fuel or even either jet or diesel fuel as diesel engines are less picky about
what they burn.
The most common compression ignition engine is the Diesel engine. If I compare it with a spart ignition engine (gas engine)
two davantages come to my mind:

1. no spark ignition, which means no trouble with the parts of spark ignitions.
2. higher compression, which is one reason for the higher energy efficiency of the engine. The other reason is the lack of
a throttle flap in the intake manifold. A diesel engine is regulates by the amount of fuel which is injected in the
cylinders and not by the amount of air which is allowed to come into the intake manifold.
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Sandeep Kumar Pattanaik, works at Walmart

Answered Mar 2, 2018
Advt of compression engine over spark ignition engine:

1. Compression engines are typically designed for higher compression ratio than spark ignition engines which translates
to more power generation and higher thermal efficiency.
2. They are more forgiving in terms of the fuels that can be used, which ranges from diesel to used vegetable oil.
The spark Ignition (SI) engine, as its name indicates uses spark to ignite the fuel. And in Compression Ignition (CI) engine, the
air is compressed within the cylinder and the heat of this compression air is used to ignite the fuel. Since spark and compressed
air is used to ignite the fuel in these engines, so they are called as spark ignition (SI) engine and compression ignition (CI)
engine.

SI Engine (Spark Ignition Engine)

Spark Ignition (SI) Engine is a type of engine in which the combustion takes place by the spark generated by the spark plug. It
uses petrol as fuel and works on Otto cycle. In the spark ignition engine the air fuel mixture is inserted into the cylinder with
help of carburetor. The compression of the fuel takes place but it has low compression ratio. The fuel is ignited by the spark
generated by the spark plug. SI engine produces less noise and vibration and their starting is very easy. They are light in weight
and have less maintenance cost. They are mostly used in light commercial vehicles such as scooters, motorcycles cars etc.

CI Engine (Compression Ignition Engine)

Compression Ignition (CI) Engine is an engine in which the combustion of fuel takes place by the heat of the compressed air. It
uses diesel as fuel and works on Diesel cycle. In the compressed ignition engine, only air enters into the cylinder during suction
stroke. It has high compression ratio because of the high ignition temperature of the diesel fuel. The fuel is ignited by the heat of
the compressed air. Due to high compression ratio it produces more power. Due to incomplete combustion of the fuel, it
produces more hydrocarbons which lead to air pollution. The noise and vibration problem is there in the CI engines. The
maintenance cost of the CI engine is more as compared with the SI engines. They are mostly used in heavy duty vehicles such as
buses, trucks, railways, ships etc.

Difference Between SI Engine and CI Engine in Tabular Form

Parameter

SI Engine

CI Engine

1.

Definition

It is an engine in which the spark is used to burn the fuel.

It is and engine in which heat of compressed air is used to burn the fuel.

2.

Fuel used

Petrol is used as fuel.

Diesel is used as fuel.

3.

Operating cycle

It operates on Otto cycle.

It operates on Diesel cycle.

4.

Compression ratio

Low compression ratio.

High compression ratio.

5.

Thermal efficiency

High thermal efficiency.

Less thermal efficiency.

6.

Method of ignition
Spark plug is used to produce spark for the ignition.

Heat of compressed air is used for the ignition.

7.

Engine Speed

High speed engines.

Low speed engines.

8.

Pressure generated

Low pressure is generated after combustion.

High pressure is generated after combustion.

9.

Constant parameter during cycle

Constant volume cycle.

Constant pressure cycle.

10.

Intake

Air + fuel.

Only air.

Weight of engine
Si engine has less weight.

CI engine are heavier.

12.

Noise production

It produces less noise.

It produces more noise.

13.

Production of hydrocarbon

Less Hydrocarbon is produced.

More hydrocarbon is produced.

14.

Starting

Starting of SI engine is easy.

Starting of CI engine is difficult.

15.

Maintenance cost

Low

High

16.
Vibration problem

Less

Very High

17.

Cost of engine

Less cost

High cost

18.

Volume to power ratio

Less

High

19.

Fuel supply

Carburetor

Injector

20.

application

It is used in light commercial vehicles like motorcycle, cars etc.

It is used in heavy duty vehicles likes bus, trucks, ships etc.

Internal combustion (IC) engines are those that generates the required power in combustion chamber within the engine.
Ex. Diesel engines.

External combustion engines are those that generates the required power in separate unit and propulsion takes place
separately. Ex. Steam engines.

IC engine types:

1.Compression ignition(CI) engine.

2.Spark Ignition(SI) engine.

CI engine:

1. Intake : Only air.

2. Mode of combustion: Highly pressurized fuel spray+ Highly pressurized air.
3. Fuel supply: Injector.
4. Fuel properties: High viscous, low auto-ignition temperature, less mixing property. Ex:Diesel.
5. Engine type: Low speed engine, high Compression ratio.
6. Application: Heavy duty vehicles.
SI engine:

1. Intake : Air+Fuel
2. Mode of combustion: Pressurized air-fuel mixture and Spark.
3. Fuel supply: Carburetor.
4. Fuel properties: Less viscous, high auto-ignition temperature, better mixing property.Ex. Petrol.
5. Engine type: High speed engine, less compression ratio.
6. Application: Light commercial vehicles.

Comparison between Spark Ignition (SI) and Compression Ignition (CI) Engines
April 27, 2018
 Description SI Engine CI Engine

Basic Cycle Otto cycle Diesel Cycle

Glimpse of What is Inside [hide]
 1 Fuel
Comparison between SI and CIGasoline
engine Diesel
o 1.1 Compression ratio
Fuel and air Fuel directly o 1.2 Thermal efficiency
mixture is supplied injected into o 1.3 Spark Ignition
o 1.4 Compression-ignition
to the engine with combustion
the help of camber, with the Comparison between SI and CI engine
Introduction of carburetor or help of a fuel pump Abbreviations used SI : Spark
Fuel gasoline injection and injector Ignition, CI: Compression Ignition
throttle valve Many people generally find it difficult to
controls the supply Quantity of fuel is differentiate between SI and CI engines. To
Load Control of fuel air mixture regulated, not air solve this problem we came with can
exhaustive comparison between SI and CI
Uses spark plug Self ignition due to engine. This comparison has been drawn in a
Ignition for ignition high compression table to make it easy to understand.
Compression
ratio* 6 to 10 16 to 20
used for
used for high comparatively low
Speed speed speed
Thermal lower compared to Higher compared
efficiency* CI engines to SI engines
Lighter due to low Higher due to high
Weight peak pressure peak pressure

Compression ratio
The ratio of the maximum to minimum volume in the cylinder of an internal combustion engine.
Thermal efficiency
The thermal efficiency of a heat engine is the amount of useful work an engine can do based on the amount
of heat input.
Spark Ignition
A spark-ignition engine is an internal combustion engine, generally a petrol engine, where the combustion
process of the air-fuel mixture is ignited by a spark from a spark plug.
Compression-ignition
A compression-ignition engines, typically diesel engines, where the heat generated from compression together
with the injection of fuel is enough to initiate the combustion process, without needing any external spark.
We hope this this table will help you in differentiating between SI and CI engines.
 How Diesel Engines Work: Explaining the Function of
Compression Ignition Engines
January 11, 2018 / by John Baechtel


 inShare



Diesel Engines are the workhorses of industry and performance alike. But to truly appreciate them, it's important to
understand how they work.

Diesel engines are the core powerplants of industry. Heavy duty applications that require high torque with durability and
superior fuel economy are universally addressed by diesel power. Trucking, marine, and rail shipping industries rely
heavily on diesel power rather than gasoline fueled engines. Even many power plants generate electricity with large diesel
engines. And of course, almost all heavy-duty construction, farm, and mining equipment is diesel powered. World
commerce effectively runs on diesel power. While similar in appearance, critical differences set diesel and gasoline
engines apart from each other and dictate which type of engine is best suited for any specific application including trucks
and autos.
 Unlike a conventional
gasoline engine, a diesel injects fuel directly into the cylinder during the power stroke which then combusts due
to high cylinder temperatures.

Diesel engines and gasoline engines are both internal combustion (IC)engines. Fuel and air are combined and burned
inside the engine to make power. Like a gasoline engine, a diesel engine has cylinders, a crankshaft, connecting rods,
and pistons to transfer the energy of the fuel from a linear to rotary motion. The primary difference lies in the way they
ignite the fuel/air mixture. Gasoline engine are spark ignition engines and diesel-fueled engines are compression ignition
engines.

Four Stroke, Internal Combustion Engine Cycles

  Intake
 Compression
 Combustion (expansion)
 Exhaust

These cycles are essentially the same in both engine types except for the combustion cycle where the gasoline engine is
spark initiated and the diesel is compression initiated. The difference is central to the superiority of the diesel for
applications requiring high efficiency and high torque functionality with good fuel economy.

COMBUSTION

A gasoline fueled IC engine takes in premixed fuel and air via the induction system, compresses it in each cylinder with a
piston and ignites the mixture with a spark plug. Fuel is added during the intake stroke to create a desired air/fuel mixture
ready for combustion. The ensuing combustion cycle expands the burning mixture and raises the cylinder pressure to
push the piston down and generate torque.

In a diesel engine air and fuel are not pre-mixed. Air is inducted into the cylinders and compressed by the piston to a
much higher pressure than in a gasoline engine; up to 25:1 in some cases. This mechanical or adiabatic compression
super-heats the air to 400° or more. At this point fuel is injected into the hot compressed air causing it to ignite instantly.
Higher cylinder pressure is generated, creating more torque to power the vehicle.
 Here's a part you won't find
in a diesel engine. Unlike gasoline engines which need a trigger event–a strong electrical discharge– to initiate
combustion, diesel engines rely solely on the temperature of the compressed air at top dead center.

MIXTURE QUALITY
Diesel engines deliver higher efficiency levels for several reasons. One good reason is because the higher cylinder
pressure at the time of fuel injection creates a much denser mixture that packs a stronger punch; mixture density being
paramount to power creation. Higher compression also makes the fuel burn more completely, releasing more energy
because diesel fuel yields a higher energy density. Also, a diesel’s unique ability to inject fuel for a longer portion of the
power stroke helps create a higher average cylinder pressure than a comparable gasoline engine. Diesel fuel also has a
lubricity component that helps reduce friction in the cylinders.

The combustion bowl in a

diesel piston crown is a shallow chamber with a central cone to aid mixture distribution from high-pressure fuel
being injected directly above it. “In performance applications, the marriage between the injection spray angle and
dish design is critical,” mentions JJ Zimmerman from Diamond Pistons. “Most of our engineering time is spent in
that particular arena as this is where races are won or lost.”

While the initiation of combustion differs from a typical gasoline engine, a fundamental difference also exists in the
combustion chamber design to optimize fuel atomization. Most gasoline engines have the combustion chamber in the
cylinder head, but in a diesel engine, the combustion chamber is centered inside the piston crown. A diesel piston has a
contoured depression or bowl in the center of the piston crown where combustion takes place. In the center of the bowl a
cone shaped protrusion sits directly under the fuel injector.

The cone and captured piston chamber beneath the cylinder head promote a highly optimized fuel atomization within the
high-pressure combustion space. This cone-in-crown chamber shape is commonly referred to as the “Mexican Hat”
(sombrero) design and it is almost universal to diesel pistons. The high efficiency chamber at the center of the piston
centralizes most of the force generated by the expansion cycle (combustion) and directs it straight down the connecting
rod to the crankshaft throw.
 Diamond Pistons' forged
2618 alloy replacement pistons for Cummins, Duramax and Power Stroke (shown) applications fill a void for
performance rebuilders needing high quality replacement pistons that match OEM compression ratios and offer
full piston coatings and DLC H13 tool steel pins.
Another difference is that a diesel engine is throttled via the fuel delivery while a gasoline engine is throttled by air
delivery. Because the air flow is not throttled, a diesel engine also creates no vacuum. Fuel delivery is accomplished by
direct injection into the cylinder, directed straight at the top of the piston. This does great things for fuel mixture quality and
subsequent combustion efficiency.

Direct injection makes the combustion process simpler, and more efficient. Diesel engines operate at considerably leaner
air fuel ratios than gasoline engines, typically between 25:1 to 40:1 as compared to the normal gasoline range of 12:1 to
15:1. Modern day direct injection diesel engines inject fuel at pressures approaching (or in some cases, exceeding)
30,000 psi. This provides the finest atomization possible for not only an efficient burn, but also one that is low on waste
heat. And the lean mixtures are a key reason why diesels are so fuel efficient.

TIMING

Another interesting difference between diesel and gasoline engines is injector timing versus spark timing. In gasoline
engines, spark timing refers to the point where combustion is initiated by the spark plug. On a diesel engine, timing refers
to the start of the fuel injection event which is timed to take advantage of the point of maximum mixture compression.
 While it’s primarily usage is trucks, diesel engines have found a lot of success in drag
cars. Ryan Milliken’s 6.8L, Cummins-powered ’66 Nova is a radial-tire car that proves diesel is multifaceted. The
engine utilizes Diamond Pistons and a Massive Garrett GTX5533R turbo to make smoky quarter-mile passes.

TURBOCHARGING

Diesel engines require much stouter components primarily because of the higher cylinder pressures and high torque
production. Cylinder pressures are creeping upward to 3,600 psi in modern turbocharged applications and over 8,000 psi
in performance applications. On a 4-inch bore, that can amount to 45,000 pounds of pressure pushing the piston down.
Hence, the engine block, crankshaft, connecting rods, pistons, cylinder heads, and valves are all considerably more
robust than those of a gasoline engine. Because they are designed for high pressure operation, a large percentage of
diesel engines are turbocharged.

Turbochargers are ideal for diesels because they repurpose otherwise wasted exhaust gases to effectively boost an
engine that is already designed to operate at high cylinder pressures. The thermal efficiency of a diesel engine is
effectively improved by turbocharging because it substantially increases the volume of air entering the engine thus
allowing the injection of more fuel. The fuel makes the power, but it takes air to unlock it.
The torque-to-horsepower ratio of diesel engines is commonly about 2:1, but many industrial engines achieve ratios of 3:1
or 4:1 as opposed to the typical 1:1 ratio generated by a gasoline engine. Diesels are torque efficient because they make
high cylinder pressure from very efficient combustion and they apply it to a long crankshaft stroke which adds leverage.
Turbocharging adds a whole new factor to the torque equation because it reduces pumping losses during the intake
stroke and dramatically increases cylinder pressure on the power stroke. Diesels love boost pressure. It is not uncommon
for diesel engines to run two-, three-, or more-times the boost pressure typically used on gasoline engines.

The domestic diesel scene is

dominated by the GM Duramax, Dodge Cummins, and Ford PowerStroke engines.

INJECTION MANAGEMENT

Among other common tuning practices, lengthening the injection event and starting it earlier generates more cylinder
pressure. Multiple injection events (pilot injection) per power cycle are now also common. So, combustion is initiated and
boosted with further injections during each cycle. This takes maximum advantage of higher boost levels with combustion
efficiency to generates higher cylinder pressures.
By nature, the combustion process of a diesel engine tends to resist smoothness and uniformity, primarily because of
loading and temperature variations. A crucial goal of tightening control of the injection process is to reduce combustion
variations from cycle to cycle. Modern sensors and engine management help smooth things out and today’s diesels are
quieter and more powerful than ever. Management systems and higher pressure common rail injection are now capable
of up to three injections per combustion event and they can vary each injection with more fuel or less fuel and higher or
lower pressure as deemed necessary for optimum combustion.

Diamond offers pistons for

popular diesels in forged 2618 configurations.They also offer thermal and skirt coatings and tool steel wrist pins.

DIESEL PISTON ADVANCEMENTS

All of this makes the piston the point man in the combustion pressure uprising. While diesels typically feature highly robust
architecture, the piston is the player that needs to continually step up its game.

Diamond Pistons make a complete line of replacement, forged-aluminum pistons for all the common late-model diesel
platforms. Of which, the Dodge Cummins, GM Duramax, and Ford Power Stroke are the main players. These pistons
support the diesel performance rebuilder market with standard and oversized billet 2618 alloy pistons that are hard
anodized, and come with DLC (diamond like coating) H13 tool steel wrist pins–a great step in providing high quality
performance pistons for competition and racing diesel applications.

The diesel market has been exploding for well over a decade. OEM manufacturers and enthusiasts are both driving the
technology at a furious pace. Diamond is quickly responding to the burgeoning market demand to make sure they can
supply pistons that will meet every performance need for their customers.