Unit-2

Carburetor:
The process of formation of a combustible fuel-air mixture by mixing the proper
amount of fuel with air before admission to engine cylinder is called carburetion and the
device which does this job is called a carburetor.

Simple Carburetor:
 The air enters the intake section of the carburetor (1) which removes the
suspended dust particles.
 The air then flows in to the carburetor venturi (a converging-diverging nozzle) (2)
where air velocity increases and the pressure decreases.
 The fuel level is maintained at a constant height in the float chamber which is
connected via an air duct to the carburetor intake section.

Simple Carburetor
  The fuel flows through the main jet as a result of the pressure difference between
the float chamber and the venturi throat where the air stream atomizes the liquid
fuel.
 The fuel-air mixture flows through the diverging section of the venturi where the
flow decelerates and some pressure recovery occurs.
 The flow then passes the throttle valve and enters the intake manifold.

Factor affecting the carburetor:

 Engine speed
 Vaporization characteristics
 Temperature of in coming air
 Design of carburetor

Operate conditions of Carburetor:

 Additional systems used with simple carburetor can help the engine to operate at
all conditions, which are given below,
(i) Main metering system:
 Provide constant fuel-air ratio at wide range of speeds and [Link] based
upon the best economy at full throttle (A/F ratio about 15.6:1)
(ii) Idling system:
 Idling jet is added for the idling and low load operation which requires rich
mixture sof about A/F ratio 12:1
 consists of small fuel line from the float chamber to a point of throttle side
 gradual opening of throttle may stop the idling jet
(iii) Power enrichment or economizer system:
 this system provides the richer mixture for maximum power range of operation
 It has meter rod economizer of large orifice opening to the main jet as the throttle
is opened beyond a certain point rod is tapered or stepped
(iv) Acceleration pump system:
 Engine acceleration condition or rapid increase in engine speed may open the
throttle rapidly which will not able to provide rich mixture
  acceleration pump of spring loaded plunger is used for fuel supply
(v) Choke:
 Rich mixture is required during cold starting period, at low crancking speed and
before the engine warmed up condition
 butterfly type valve or choke is used between the entrance to the carburettor and
venture throat to meet the requirement
 spring loaded by-pass choke is used in higher speeds

Modern Carburetor types:

1. Zenith
2. Solex
3. Carter
4. S.U. carburetor
(a) Solex carburetor:
 Provide ease of starting, good performance, and reliability
 Used in Fiat and standard cars and Willey jeep
 Bi-starter is used for cold starting
 Well of emulsion system is used for idling and slow running condition
 Diaphragm type acceleration pump is used for increasing speed case
(b) Carter carburetor:
 Downdraft type carburetor used in jeep has triple venture diffusing type choke in
which smallest lies above the level float chamber, other two below the petrol
level, one below other
 Multiple venturies result in better formation of the mixture at very low speeds
causing steady and smooth operation at very low and high engine speed
 Mechanical metering method is used
 Choke valve is provided in the air circuit for cold starting
 Plunger type acceleration pump is used
(c) S.U. carburetor:
 Constant air-fuel ratio is maintained due to vacuum depression has only one jet
no separate idling jet or acceleration pump
 Constant high velocity air across the jet may avoid the use of idling jet
 Jet lever arrangement provides the rich mixture in cold starting used in many
British cars and Hindustan ambassador car
Drawbacks of modern carburetor:
 Improper mixture proportion in multi-cylinder engine
 Loss of volumetric efficiency due to obstruction of flow of mixture from choke
tubes, jets,
 throttle valve etc.
 Wear of carburetor parts
 Freezing at low temperature
 Surging when carburetor is tilted or during acrobatics in aircraft
 Backfiring in fuel pipe line

MIXTURE REQUIREMENTS
Oxygen is very much necessary to burn the fuel. This oxygen is taken from
atmospheric air. The proper proportion of air and fuel mixture should be obtained for
complete combustion of fuel. For complete combustion, the Air-Fuel ratio should be
approximately 15:1 by weight. This is known as Chemically correct (or)
stoichiometric air fuel ratio.
 The normal range of Air-fuel ratio is in between 20:1 to 8:1 approximately.
 Air-fuel ratio during starting is approximately 10:1 - i.e., very rich mixture.
 Air-fuel ratio during idling speed (low speed) is approximately 12:1 i.e.,
rich mixture.
 Air-fuel ratio during normal running condition, is approximately 15:1
neither rich nor lean mixture.
 Air-fuel ratio for economic running (medium load), is approximately 17:1 -
economic mixture.
 Air-fuel ratio during overtaking, is approximately 12:1 - rich mixture.
 Air fuel ratio

Mixture requirements at full throttle and constant speeds

 The air-fuel ratio at which an engine operates has a considerable influence on its
performance.
 Consider a spark ignition engine operating at full throttle and constant speed with
varying Air/fuel ratio.
 On this condition, the air/fuel ratio has a major impact on both power output and
brake specific fuel consumption.
 The A/F mixture corresponding to the maximum power output on the curve is
called best power mixture with an A/F ratio of 12:1.
 The mixture corresponding to the minimum point on the brake specific fuel
consumption (bsfc) curve is called the best economy mixture with an A/F ratio of
about 16:1.
Mixture requirements at various loads

In practical cases, the air-fuel mixture requirements in an automobile engine vary

considerably from the ideal condition discussed above.
For effective operation of the SI engine, the carburetor has to provide Air/fuel mixtures
which follow the shape of the curve PQRS incase of single cylinder and P’ Q’ R’ S’
incase of multi-cylinder engine as shown in Fig.

Fig Anticipated Carburetor Performance to fulfill Engine Requirements

 The carburetor should be suitably designed in order to meet the various engine
requirements.
 There are three different ranges of throttle operations as shown in Fig
They are
1. Idling (requires rich mixture)
2. Cruising (requires lean mixture)
3. High power (requires rich mixture)
 In each of the above mentioned cases, the Air/fuel mixture requirements may
subject to vary.
Idling range (Requires rich mixture)
 Running of engine under no-load condition is called idling.
 During idling range, the throttle is nearly closed and the suction pressure is very
low i.e pressure in the intake manifold is below the atmospheric pressure due to
restriction in the air flow.
 When the intake valve opens, the pressure difference between the combustion
chamber and intake manifold leads to backward flow of exhaust gases into the
intake manifold.
  As the piston moves down on the intake stroke, these exhaust gases are drawn
back into the combustion chamber and mixes with the fresh charge entering into
the combustion chamber.
 As a result, the final air-fuel mixture in the combustion chamber gets diluted
which leads to poor combustion and loss of power.
 Therefore it is necessary to provide more fuel particles by richening the air-fuel
mixture.
 The richening of mixture increases the probability of contact between fuel and air
particles and thus improves combustion process.
Cruising/Normal range/Medium load (requires lean mixture)
 As the throttle is gradually opened from point P to Q (refer Fig.), the pressure
difference between the intake manifold and the combustion chamber becomes
smaller and exhaust gas dilution of the fresh charge diminishes.
 Mixture requirements then proceed further along line PQ to a leaner A/F ratio
required for the cruising operation.
 The line QR (refer Fig.) represents the cruising range of SI engine.
 This is the region where engine runs most of the time therefore it is desirable that
the running should be most economical in this condition.
 So a lean mixture can be supplied, as engine has low fuel consumption at
medium load.
 Lean mixture at medium load is necessary for good fuel economy.
Power range (requires rich mixture)
 From Fig. 1.3 , the curve RS represents the maximum power range zone.
 When maximum power is required, the engine must be supplied with rich mixture
as the economy is not a consideration.
 As the engine enters in the power range, the spark must be retarded otherwise
knocking would occur.
 The rich mixture at the time of maximum power range is required for following
reasons.
1. To provide maximum power and
2. To prevent overheating of exhaust valve and the area near it.
Effects of operating variables on mixture requirements
Some of the effects of operating variables such as inlet and exhaust pressures. Spark
timing and friction are described below.
1. Inlet and exhaust pressure
(i) Decrease in inlet pressure due to throttling or operating at higher altitudes leads to
reduction in flame speed and increase in fuel/air ratio for best economy.
(ii) Increase in exhaust pressure results in reduced flame speeds and increase in fuel/air
ratio for best economy.
2. Spark timing
Any variation from the optimum spark timing will lead to the increase of best economy
Fuel/Air ratio, since it will increase the time losses.
3. Friction
By keeping the indicated mean effective pressure (I.M.E.P) constant, the increase in
friction mean effective pressure (F.M.E.P) will result in the increase of fuel/air ratio for
best economy.

FUEL INJECTION SYSTEMS FOR S.I. ENGINES

To run S.I. engine, the petrol from the fuel tank must reach cylinder. The petrol
vaporize easily at atmospheric condition, therefore the engine suction is sufficient to
vaporize petrol. In petrol engine, the petrol from the fuel tank reaches the cylinder
through fuel pump, filter and carburetor. Thus, the fuel feed system of a petrol engine
consists of the following components.
1. Fuel tank, 2. Fuel pump, 3. Fuel filter 4. Carburetor, 5. Intake manifold, 6. Fuel tubes
for necessary connections, 7. Gauge to indicate the driver about the fuel level in the fuel
tank.
The fuel system is used for the following reasons.
 To store fuel in the fuel tank
 To supply fuel in the required amount and at proper condition
 To indicate the driver about the fuel level in the fuel tank.
Different types of Fuel Systems
The fuel from the fuel tank is supplied to the engine cylinder by the following systems:
(a) Gravity system, (b) Pressure system, (c) Vacuum system, (d) Pump system, (e) Fuel
injection system.
 In gravity system, the fuel tank is placed above the carburetor. The fuel flows
from the tank to the carburetor due to the gravitational force. Thus the system
does not have fuel pump. This system is cheap and simple one. The fuel tank is
directly connected to the carburetor. Motor cycles and scooters use this system.
 In pressure system, the pressure is created inside the tank by means of a
pump, and the fuel flows to the carburetor. In this system the tank can be placed
above or below the carburetor.
 In a vacuum system, the engine suction is used for sucking the petrol from the
main tank to the auxiliary fuel tank and then it flows by gravity to the carburetor.
 In pump system , a fuel feed pump is used to feed the petrol from the fuel tank
to the carburetor. In this system the fuel tank can be placed at any suitable
position in the vehicle.
 In fuel injection system, a fuel injection pump is used in place of carburetor.
The fuel is atomized by means of a nozzle and then delivered into an air stream.
FUEL SUPPLY SYSTEM IN SI ENGINES
A schematic diagram of fuel supply system is shown in Fig. Here, the storage
tank is located below the carburetor the fuel pump sucks the petrol from tank and
pumps it to carburetor through fuel filter. Filter is used to prevent the dust and other
materials going along with petrol.

Fig schematic diagram of fuel supply system

GASOLINE INJECTION SYSTEM
In a multicylinder engine with a carburetor, it is difficult to obtain uniform mixture in each
cylinder. The various cylinders receive the gasoline mixture in varying quantities and
richness. This problem is called mal-distribution and the above mentioned problem can
be solved by using gasoline injection system.
By adapting gasoline injection, each cylinder can get the same richness of the air-
gasoline mixture and the mal-distribution can be avoided to a great extent.
Reasons for adopting gasoline injection system
 To have uniform distribution of fuel in a multi-cylinder engine.
 To reduce (or) eliminate detonation.
 To improve volumetric efficiency.
 To improve fuel atomization by forcing fuel under pressure into the cylinder.
 To prevent fuel loss during scavenging in case of two-stroke engines.
Fuel-injection system in SI engine can be classified as follows:

In indirect injection, fuel is injected into the air stream prior to entering the
combustion chamber. In direct injection, fuel is injected directly inside the combustion
chamber. The gasoline fuel injection system used in a spark-ignition engine can be
either of continuous injection or timed injection.

Continuous fuel injection system (CIS)

 In continuous injection system, the injection nozzle and its valves are
permanently opened while the engine is running, so that the fuel is injected
continuously into the combustion chamber.
 This system usually employs rotary pumps for fuel injection.
 This pump maintains a fuel line gauge pressure of about 0.75 to 1.5 bar.
  The timing and duration of the fuel injection is determined by the Electronic
Control Unit (ECU) depending upon the load and speed.

Timed fuel injection system

 In this system, the fuel is sprayed from the injector nozzle in pulses at certain
time i.e usually during the early part of the intake (or) suction stroke.
 This system has a fuel supply pump which sends fuel at a low pressure at about
2 bar when the engine is running at maximum speed.
 The length of time for fuel injection is determined by Electronic Control Unit
(ECU) depending on input signals from various engine sensors.
MONOPOINT FUEL INJECTION SYSTEM
A mono point injection system is also called as throttle body injection system (TBI).
In this system, the injector nozzle is mounted just above the throat of the throttle body
as shown in Fig.

Fig Monopoint injection system or throttle body injection

 The throttle body assembly resembles like a carburetor except that there is no
fuel bowl float (or) metering jets.
  Here, the injector nozzle sprays gasoline into the air in the intake manifold so that
the gasoline mixes with air.
 This air-fuel mixture then passes through the throttle valve and enters into the
intake valve.
 Moreover, this system requires only one circuit in the computer to control
injection which simplifies the construction of electronic control unit (ECU). Thus it
reduces the cost of the system.
 In this system, injection pressure is higher compared to carburetor discharge
pressure, which speeds up and improves the atomization of the liquid fuel.
However, mal distribution of fuel cannot be avoided. To overcome mal
distribution of fuel, multi-point fuel injection system can be used.

Advantages
1. Monopoint injection system meters fuel better than a carburetor.
2. Reduced fuel consumption.
3. Less expensive and easier to service.

MULTIPOINT-INJECTION SYSTEM
 A multi-point fuel injection system is also called as port-injection system. Refer
Fig.
 In this system, the injector nozzle is placed on the side of the intake manifold.
Here each cylinder is provided with separate fuel injector.
 The injector nozzle sprays gasoline into the air inside the intake manifold so that
the gasoline mixes with air.
 This air-fuel mixture then passes through the intake valve and enters into the
each cylinder.
 The separate fuel injector used in this system supplies the correct quantity of fuel
to each of the engine cylinders by a fuel-rail according to the Firing order or in a
‘particular sequence’. This system provides further precision by varying the fuel
quantity and injection timing by governing the each injector separately and
thereby improving the performance and controlling the emissions.
 Fig Multi-point fuel injection system
This technology consists of following parts:
1. Injectors
2. Fuel Pump
3. Fuel Rail
4. Fuel Pressure Sensor
5. Engine Control Unit
6. Fuel Pressure Regulator
7. Various Sensors - Crank/Cam Position Sensor, Manifold Pressure Sensor, Oxygen
Sensor.
The advantages of Multi point fuel injection are
 Increased power and torque through improved volumetric efficiency.
 More uniform fuel distribution to each cylinder.
 More rapid engine response to changes in throttle position.
Further, MPFI systems are classified into D-MPFI system and L-MPFI system.
D-MPFI system
 D-MPFI system
 is the manifold fuel injection system.
 Here, the vacuum in the intake manifold is first sensed. Then the volume of air is
sensed by its density in the intake manifold.
 The block diagram of D-MPFI system is shown in Fig.

.
Fig D-MPFI system
 As air from the atmosphere enters into the intake manifold, the manifold pressure
sensor senses the intake manifold vacuum and sends the information to the
electronic control unit (ECU).
 Likewise, the speed sensor senses the rpm of the engine and sends the
information to ECU.
 After collecting required information from various sensors, the ECU then sends
commands to the injectors in order to regulate the amount of gasoline supply for
injection.
 Finally, the injector sprays the required amount of fuel into the intake manifold,
thereby the gasoline mixes with the air and the mixture enters into the cylinder.
L-MPFI system
L-MPFI system is a part fuel injection system.
 Here, fuel metering is controlled by the engine speed and the amount of air that
enters the engine cylinder. It is also called as air-mass metering or air-flow
metering.
The block diagram of L-MPFI system is shown in Fig.

 As air from the atmosphere enters into the intake manifold, the airflow
sensors senses the amount of air. Then the sensed information is sent to
the ECU.
 Likewise the speed sensor senses the engine rpm and sends the
information to the ECU.
 After collecting required information, the ECU in turn sends commands to
the injector in order to regulate the amount of gasoline supply for injection.
 Then, the injector sprays the required fuel into the intake manifold thereby
the gasoline mixes with air and the mixture enters the cylinder.
DIRECT INJECTION SYSTEM
In a direct injection engine, fuel is injected directly into the combustion chamber.
Modern gasoline engines may utilize direct injection using electronic control, which is
referred to as Gasoline Direct Injection (GDI). In IC engines, GDI is also known as petrol
direct injection, direct petrol injection, spark ignition direct injection (SIDI) or fuel
stratified injection (FSI). This is the next step in evolution from multi-point injection. It
reduces emissions and fuel consumption.
ELECTRONICLLY CONTROLLED GASOLINE INJECTION SYSTEM
The Bosch D-Jetronic electronic fuel injection system Fig. is composed of 3
major subsystems:
1. The air intake system
2. The fuel system, and
3. The electronic control system.
The D-Jetronic system uses constant fuel pressure and flow, so that only
injection duration time needs to be modified to control air/fuel mixture. The D-Jetronic
system measures incoming airflow by monitoring intake manifold pressure. Engine
speed, temperature, and other factors are monitored for the purpose of fine-tuning
injection duration. An auxiliary air valve, cold start injector and thermo time switch are
useful aid in cold starting and operation. The simple layout of electronic fuel injection
system is shown in Fig.
 STAGES OF COMBUSTION IN SI ENGINES
A typical theoretical pressure-crank angle diagram during the process of
compression (P-Q), combustion (Q-R), and expansion (R-S), in an ideal four-stroke
spark-ignition engine is shown in Fig. In an ideal engine, the entire pressure rise during
combustion takes place at constant volume i.e., at TDC. However, in practical cases
this does not happen.

The pressure variation due to combustion in a practical engine is shown in Fig.

In Fig. P is the point of passage of spark (say 20˚ before TDC). Q is the point at which
the beginning of pressure rise can be detected (say 8˚ before TDC) and C the
attainment of peak pressure. Thus PQ represents the first stage and QR the second
stage and RS the third stage.
 There are three stages of combustion in SI Engine as shown Fig.
1. Ignition lag stage (stage I)
2. Flame propagation stage (stage II)
3. After burning stage (stage III)
Ignition lag stage
There is a certain time interval between instant of spark and instant where there
is a noticeable rise in pressure due to combustion. This time lag is called IGNITION
LAG. Ignition lag is the time interval in the process of chemical reaction during which
molecules get heated up to self-ignition temperature, get ignited and produce a self-
propagating nucleus of flame. The ignition lag is generally expressed in terms of crank
angle as shown in Fig.
.The period of ignition lag is shown by path PQ. Ignition lag is very small and lies
between 0.00015 to 0.0002 seconds. An ignition lag of 0.002 seconds corresponds to
35 deg crank rotation when the engine is running at 3000 RPM. Angle of advance
increase with the speed. This is a chemical process depending upon the nature of fuel,
temperature and pressure, proportions of exhaust gas and rate of oxidation or burning.
Flame propagation stage
Once the flame is formed at Q, it should be self-sustained and must be able to
propagate through the mixture. This is possible when the rate of heat generation by
burning is greater than heat lost by flame to surrounding. After the point R the flame
propagation is abnormally low at the beginning as heat lost is more than heat
generated. Therefore pressure rise is also slow as mass of mixture burned is small.
Therefore it is necessary to provide angle of advance 30 to 35 deg, if the peak pressure
to be attained 5-10 deg after TDC. The time required for crank to rotate through an
angle II is known as combustion period during which propagation of flame takes place.
After burning Combustion will not stop at point R, but continue after attaining
peak pressure and this combustion is known as after burning. This generally happens
when the rich mixture is supplied to engine.
.
ABNORMAL COMBUSTION
The abnormal combustion deviates from the normal behavior resulting in loss of
performance and physical damage to the engine.
There are two types of Abnormal combustion.
1. Pre-ignition
2. Knocking (or) Detonation (or) Pinking
Pre-ignition
High temperature carbon deposits formed inside the combustion chamber ignite
the airfuel mixture before normal ignition occurs by spark plug. This ignition due to hot
carbon deposits is called pre-ignition. After some time of Pre-ignition, the normal
ignition starts and both the flames get collided.
If Pre-ignition occurs much early in the compression stroke, the work to
compress the charge will be increased. So the net power output will be reduced. Also
this may cause crank failure due to high load to compress charge. Pre-ignition causes
very high pressure and temperature. It causes the detonation. Thus, Pre-ignition is
considered as abnormal combustion.

Knocking (or) Detonation (or) Pinking

There are two general theories of detonation:
1. The auto-ignition theory
2. Detonation theory
A sudden and violent noise (knock) experienced inside the engine cylinder is
known as Detonation. This detonation is due to high pressure waves striking the
cylinder walls, cylinder head and piston with loud noise.
 When spark occurs, the combustion of fuel near the spark plug commences. The
flame travels through combustion chamber with high [Link] high pressure and high
temperature gases produced by this ignition compress the fresh charge in front of the
moving flame. Hence the temperature and pressure of fresh charge is increased beyond
the limit and a spontaneous ignition takes place in far away from spark plug. This zone,
far away from spark plugs where spontaneous ignition takes place is called detonating
zone.
This auto ignition spreads throughout the air-fuel mixture making its temperature
and pressure rise further and produces loud pulsating sound called pinking’ or
‘knocking’ or ‘hammer-blow . The temperature in the detonating zone is higher than the
non-detonating zone. More heat is lost in the surface of the combustion chamber and as
a result, the output of engine is decreased.
In mild detonation, the engine surface will be heated up. In severe detonation,
fracture may occur on the engine. Due to detonation, carbon may be deposited inside
the combustion chamber. When this carbon deposit gets heated, its temperature will be
very high to preignite the fresh charge which is known as pre-ignition. Detonation occurs
after sparking and pre-ignition occurs before sparking. One of the causes for pre-ignition
is detonation. The detonation can be reduced by properly designing the combustion
chamber so that there is always a turbulence of mixture.
Effects of knocking in SI Engine
1. Noise and Roughness
Knocking produces a loud pulsating noise and pressure waves. These waves
vibrates back and forth across the cylinder. The presence of this vibratory motion
causes crankshaft vibration and thus the engine runs roughly.
2. Mechanical Damage
1. The high pressure wave generated during knocking can increase rate of wear
of parts in combustion chamber. Severe erosion of piston crown, cylinder head and
small holes created on inlet and outlet valves may result in complete damage of the
engine.
2. Due to Detonation, high noise level occurs in engine. In small engines, the
noise can be easily detected and corrective measures can be taken, but in large
engines, it is difficult to detect knocking noise and hence corrective measures cannot be
taken which results in complete damage of the piston.
3. Carbon deposits
Detonation leads to a huge amount of carbon deposition at the engine outlet.
4. Increase in heat transfer
Knocking is accompanied with the increase in rate of heat transfer across the
combustion chamber walls.
5. Decrease in power output and efficiency
Due to increase in the rate of heat transfer, the power output as well as efficiency
of the engine decreases.
6. Pre-Ignition
The increase in heat transfer on the walls causes local overheating of the spark
plug which may reach a temperature high enough to ignite the charge before the
passage of spark, thus leading to pre-ignition. An engine detonating over a long period
of time often results in pre-ignition which is the real danger of detonation.
FACTORS AFFECTING KNOCK IN SI ENGINES
It has already been established that the knocking of an engine typically depends
upon either the quantity of the charge inside the chamber, the temperature of the
chamber or the time of detonation. Hence, the different variables which affect knocking
can be classified into
 Density factors
 Time factors
 Composition factors
COMBUSTION CHAMBER FOR SI ENGINES
The design of combustion chambers for SI engines plays a very important role in the
operation and performance of the engine. The design involves, the shape of the
combustion chamber, location of spark plug and the location of inlet and exhaust valves.
Important requirements of an SI engine combustion chamber.
(i) To provide high power output with minimum octane requirement.
(ii) High thermal efficiency.
(iii) Smooth engine operation.
Factors to be considered while designing combustion chambers for S.I engines include:
(i) Rate of pressure rise during combustion,
(ii) Temperature and pressure of the last part of the mixture to burn,
(iii) Location of hotspots on the combustion chamber wall (to locate spark plug)
Types of combustion chambers
1. Overhead or I - head combustion chamber
2. T - head combustion chamber
3. L - head combustion chamber
4. F - head combustion chamber
1. Overhead valve (or) I - Head combustion chamber
In this type of combustion chamber, both the valves are located on the cylinder
head, so it is called overhead valve. This type of combustion chamber has two forms.
Bath-tub form
This type of combustion chamber, consists of oval shaped chamber with both
valves mounted overhead. The spark plug is mounted at the side.
Wedge form
This type of combustion chambers also consist of oval shaped chamber with both
valves mounted overhead at its side with slight inclination. The spark plug is mounted
centrally. A few features of this combustion chamber are listed below:
1. Less heat loss because of less surface to volume ratio.
2. Less flame travel length and greater freedom from knock.
3. High volumetric efficiency from larger valve cylinder.
4. By keeping the hot exhaust valve in the cylinder head instead of cylinder block, it
reflects in confinement of thermal failure to cylinder head
2. T - Head combustion chamber
In this type of combustion chamber, two valves are placed on either side of the
cylinder which requires two camshafts. Fig.. In a manufacturing point of view, providing
two camshafts is not recommended. The distance across the combustion chamber is
very long so the knocking tendency is high in this type of engine.

3. L-head combustion chamber

In L - head type, two valves are provided on the same side of the cylinder which
can be operated by a single camshaft. In this type, it is easy to lubricate the valve
mechanism, with the detachable head provision. The cylinder head can be removed
without disturbing valves, gears etc. In Fig. the air flow has to travel a longer distance to
enter the cylinder. This causes loss of velocity head and loss in turbulence level. This
design reduces knocking tendency by reducing the flame travel length. This type of
combustion chamber gives additional turbulence during compression stroke.

Advantages
1. Valve mechanism is simple and easy to lubricate.
2. Detachable head-easy to remove for cleaning and decarburizing without
disturbing either the valve gear or main pipe work.
3. Valves of larger sizes can be provided.
Disadvantages
1. Lack of turbulence as the air has to take two right angle turns to enter the
cylinder.
2. Extremely prone to detonation due to large flame length and slow combustion
due to lack of turbulence.
F - head combustion chamber
In F - head type, exhaust valve is located in the cylinder head and the inlet valve
is located in the cylinder block. Here, the valves are actuated by two camshafts which is
a disadvantage.

Advantages
1. High volumetric efficiency.
2. Maximum compression ratio for fuel of given octane rating.
3. High thermal efficiency.
4. It can operate on leaner air-fuel ratios without misfiring.
Disadvantage
1. This design is a complex mechanism for operation of valves and expensive
special shaped piston.
Ignition systems
Basically Convectional Ignition systems are of 2 types :
(a) Battery or Coil Ignition System, and
(b) Magneto Ignition System.
Both these conventional, ignition systems work on mutual electromagnetic induction
principle.
Battery ignition system was generally used in 4-wheelers, but now-a-days it is more
commonly used in 2-wheelers also (i.e. Button start, 2-wheelers like Pulsar, Kinetic
Honda; Honda-Activa, Scooty, Fiero, etc.). In this case 6 V or 12 V batteries will supply
necessary current in the primary winding.
Magneto ignition system is mainly used in 2-wheelers, kick start engines. (Example,
Bajaj Scooters, Boxer, Victor, Splendor, Passion, etc.).
In this case magneto will produce and supply current to the primary winding. So in
magneto ignition system magneto replaces the battery.
Battery or Coil Ignition System
Figure shows line diagram of battery ignition system for a 4-cylinder petrol engine. It
mainly consists of a 6 or 12 volt battery, ammeter, ignition switch, auto-transformer
(step up transformer), contact breaker, capacitor, distributor rotor, distributor contact
points, spark plugs, etc.
The ignition system is divided into 2-circuits :
(i) Primary Circuit :
It consists of 6 or 12 V battery, ammeter, ignition switch, primary winding it
has 200-300 turns of 20 SWG (Sharps Wire Gauge) gauge wire, contact
breaker, capacitor.
(ii) Secondary Circuit :
It consists of secondary winding. Secondary Ignition Systems winding
consists of about 21000 turns of 40 (S WG) gauge wire. Bottom end of which
is connected to bottom end of primary and top end of secondary winding is
connected to centre of distributor rotor. Distributor rotors rotate and make
contacts with contact points and are connected to spark plugs which are fitted
in cylinder heads (engine earth).
Working :
When the ignition switch is closed and engine in cranked, as soon as the contact
breaker closes, a low voltage current will flow through the primary winding. It is also to
be noted that the contact beaker cam opens and closes the circuit 4-times (for 4
cylinders) in one revolution. When the contact breaker opens the contact, the magnetic
field begins to collapse. Because of this collapsing magnetic field, current will be
induced in the secondary winding. And because of more turns (@ 21000 turns) of
secondary, voltage goes unto 28000-30000 volts.
 This high voltage current is brought to centre of the distributor rotor. Distributor
rotor rotates and supplies this high voltage current to proper stark plug depending upon
the engine firing order. When the high voltage current jumps the spark plug gap, it
produces the spark and the charge is ignited-combustion starts-products of combustion
expand and produce power.
Magneto Ignition System
In this case magneto will produce and supply the required current to the primary
winding. In this case as shown, we can have rotating magneto with fixed coil or rotating
coil with fixed magneto for producing and supplying current to primary, remaining
arrangement is same as that of a battery ignition system.
COMPARISON BETWEEN BATTERY AND MAGNETO IGNITION SYSTEM

Electronic Ignition System

Electronic Ignition System is as follow :
(a) Capacitance Discharge Ignition system
(b) Transistorized system
(c) Piezo-electric Ignition system
(d) The Texaco Ignition system
Capacitance Discharge Ignition System
It mainly consists of 6-12 V battery, ignition switch, DC to DC convertor, charging
resistance, tank capacitor, Silicon Controlled Rectifier (SCR), SCR-triggering device,
step up transformer, spark plugs.
A 6-12 volt battery is connected to DC to DC converter i.e. power circuit through
the ignition switch, which is designed to give or increase the voltage to 250-350 volts.
This high voltage is used to charge the tank capacitor (or condenser) to this voltage
through the charging resistance. The charging resistance is also so designed that it
controls the required current in the SCR.
Depending upon the engine firing order, whenever the SCR triggering device,
sends a pulse, then the current flowing through the primary winding is stopped. And the
magnetic field begins to collapse. This collapsing magnetic field will induce or step up
high voltage current in the secondary, which while jumping the spark plug gap produces
the spark, and the charge of air fuel mixture is ignited.
Piezo-electric Ignition System
The development of synthetic piezo-electric materials producing about 22 kV by
mechanical loading of a small crystal resulted in some ignition systems for single
cylinder engines. But due to difficulties of high mechanical loading need of the order of
500 kg timely control and ability to produce sufficient voltage, these systems have not
been able to come up.
Texaco Ignition System
Due to the increased emphasis on exhaust emission control, there has been a
Contact breaker sudden interest in exhaust gas recirculation systems and lean fuel-air
mixtures.
To avoid the problems of burning of lean mixtures, the Texaco Ignition system
has been developed. It provides a spark of controlled duration which means that the
spark duration in crank angle degrees can be made constant at all engine speeds.
It is a AC system. This system consists of three basic units, a power unit, a
control unit and a distributor sensor.
This system can give stable ignition up to A/F ratios as high as 24 : 1.