COMBUSTION OF SI

ENGINE
Combustion

Combustion may be defined as a relatively

rapid chemical combination of hydrogen and
carbon in fuel with oxygen in air resulting in
liberation of energy in the form of heat.
Following conditions are necessary for
combustion to take place:
1. The presence of combustible mixture
2. Some means to initiate mixture
3. Stabilization and propagation of flame in
Combustion Chamber
Ignition Limits

Ignition Limit corresponds approximately to that

mixture ratio, at lean & rich ends of the scale, where
the heat released by spark is no longer sufficient to
initiate combustion in the neighbouring UN burnt
mixture. The flame will propagate only if the
temperature of the burnt gases exceeds approximately
12500 C in the case of hydrocarbon-air mixture.
The lower & upper ignition limits of the mixture
depend upon mixture ratio & flame temperature. The
ignition limits are wider at increased temperature
because of higher rates of reaction.
 1.1 Combustion in S.I. engines

Ignition Limits
 1.1 Combustion in S.I. engines
Stages of combustion in S.I. Engine
 1.1 Combustion in S.I. engines
Stages of combustion in S.I. Engine
Stage I:-Ignition Lag or Preparation Phase.
It is a chemical process which depends on-
nature of fuel, temperature & pressure,
proportion of exhaust gas, rate of burning and
temperature .It is the growth and development
of a semi propagating nucleus of flame.(At the
moment of spark discharge, the temperature
exceeds 10,0000 c)
 At the end of this stage, the first rise of
pressure (on indicator diagram) can be
detected. It is the point where the line of
combustion departs from the compression line.
 1.1 Combustion in S.I. engines
Stages of combustion in S.I. Engine
Stage II: - Propagation of flame
-It is a simple, pure and mechanical process.
The starting point of the second stage is
where first measurable rise of pressure can
be seen on the indicator diagram. i.e. the
point where the line of the combustion
departs from the compression line. During
second stage, the flame spreads throughout
the combustion chamber. The second stage
ends as maximum pressure (on indicator
diagram) is reached.
 1.1 Combustion in S.I. engines
Stages of combustion in S.I. Engine
Stage III after burning
End of second stage means completion of
flame travel. But it does not result in
complete heat release (burning of fuel).
Even after the passage of flame, some
chemical adjustments continue throughout
the expansion stroke- near the walls and
behind the turbulent flame front. The rate of
combustion reduces due to surface of the
flame front becoming smaller and reduction
in turbulence.
 Effect of engine variables on Ignition
Lag

Ignition lag is a chemical process. The ignition lag

in term of crank angle is 10 o to 20o& in terms of
second, 0.0015 second. The duration of ignition lag
depend on
Fuel- it is depend on chemical nature of fuel. The
higher, the self ignition temp of fuel, the longer,
the ignition lag
Mixture Ratio-The ignition lag is smallest for the
mixture ratio which gives the maximum
temperature this mixture ratio is some what richer
than the stoichiometric ratio.
Initial pressure and temperature –increasing the
intake temp, pressure, compression ratio and
retarding spark, all reduce the ignition lag.
 Effect of engine variables on Ignition
Lag
Electrode gap- It affects establishment of the nucleus
of flame. If the gap is too small, quenching of the
flame nucleus may occur & rang of fuel –air ratio for
the development of a flame nucleus is reduced.
Turbulence- measured in degree of crank-rotation
the ignition lag increases almost linearly with engine
speed. For this reason. It becomes necessary to
advance the spark timing at higher speed.
Excessive turbulence of the mixture in the
area of the spark plug is harmful, since it increases
the heat transfer from the combustion zone & leads to
unstable development of the nucleus of flame. That is
way the spark plug is usually arranged in a small
recess in the wall of the combustion chamber.
Effect of engine variables on Flame Propagation

Fuel –Air ratio:- With hydrocarbon fuels the maximum

flame velocities occur when mixture strength is 110% of
stoichiometric . Lean mixtures release less thermal
energy resulting in lower flame temperature & flame
speed. Very rich mixtures have incomplete combustion
(Some carbon only burns to CO & not to CO2), which
results in production of less thermal energy & hence
flame speed is again low.
Compression ratio-A higher compression ratio increases
the pressure & temperature of the working mixture &
decrease the concentration of residual gases. High
pressures & temperature of the compressed mixture also
speed up the second phase of combustion. Total ignition
angle is reduced. Maximum pressure are increased
Intake temp & pressure-increase in the intake temp & pr.
Increase the flame speed.
Effect of engine variables on Flame Propagation

Engine load:-With increases in the engine load

the cycle pressures increase. Hence the flame
speed increases.
Turbulence:-The flame speed is very low in
non-turbulent mixtures. A turbulent motion of
the mixture intensifies the processes of heat
transfer & mixing of the burned & unburned
portions in the flame front (diffusion). These
two factors cause the velocity of turbulent
flame to increase practically in proportion to
the turbulence velocity. However, excessive
turbulence is also undesirable.
Effect of engine variables on Flame Propagation

Engine speed – the higher the engine speed the greater

the turbulence inside the cylinder. For this reason the
flame speed increases almost linearly with engine
speed. The crank angle required for the flame
propagation, which is the main phase of combustion,
will remain almost constant at all speed.
Engine size- engine of similar design generally run at
the same piston speed. This is achieved by smaller
engine having larger RPM & larger engines having
smaller RPM. Due to the same piston speed. The inlet
velocity, the degree of turbulence & the flame speed are
nearly same in similar engines regardless of the size.
i.e. the number of crank degrees required for flame
travel will be about the same irrespective of engine size,
provided the engine are similar.
 1.2 Abnormal Combustion

Detonation type of abnormal combustion.

A= Source of ignition causing

hollow nucleus to be formed and
flame front to propagate further.
BB’= intermediate position of the
flame front
CC’ = intermediate position of
flame front
CC’D = unburnt end charge
reaching critical temperature
In abnormal combustion, the end
charge auto-ignites before the
flame front reaches it.
 1.2 Abnormal Combustion

 Detonation type of abnormal combustion.

 Figure shows combustion with detonation. The
flame front has reached BB’ and the unburnt
charge BB’D has reached the critical conditions for
auto-ignition. In this case there is a possibility of
detonation. If the flame front can proceed from BB’
to D and consume the unburnt charge in a normal
manner, prior to completion of the Ignition delay
period, there will be no detonation.
 If, however, the flame front is able to proceed
only as far as, say CC’, during the ignition delay
period, then the remaining portion of the unburnt
charge CC’D will auto-ignite and cause extreme
pressure fluctuations from about 50 bar to 150-200
 Effects of detonation
 Noise and vibration: the presence of vibratory
motion causes crankshaft vibrations and the engine
runs rough.
 Mechanical damage: the cylinder head and valves
may be pitted, increased rate of wear may occur.
 Carbon Deposits: detonation results in increased
carbon deposits.
 Increase in heat transfer: occurs due to scouring
away of protective layer of inactive stagnant gas on
the cylinder walls due to pressure waves.
 Decrease in power output and efficiency: due to
increase in the rate of heat transfer the power
output as well as efficiency of a detonating engine
decreases.
 Pre-ignition: The increased rate of heat transfer to
 Control of detonation

Methods of controlling detonation:

By controlling following engine variables, detonation
can be controlled.
 Increasing engine rpm.
 Retarding spark timing
 Reducing pressure in inlet manifold by throttling.
In supercharged engines reducing supercharging
pressures reduces detonation.
 Making the ratio too lean or too rich, preferably
latter.
 Water injection.
 Control of detonation

By design features, detonation can be reduced.

 Use of low compression ratio.

 Increasing turbulence
 Relocating spark plugs or use of two or more spark
plugs.
 Suitable combustion chamber design to reduce
flame length and to reduce temperature of end gas.
 It can be eliminated by using High octane fuels, or
by adding additives known as dopes to petrol.
What is Ignition delay? How it affects the
combustion process in S.I. Engine?

 In abnormal combustion, called detonation, end charge auto-

ignites before the flame front reaches it. To auto-ignite, the last
unburnt charge must reach above critical temperature and remain
at this temperature for certain length of time. This time required
in the chemical preparation phase is called “Ignition Delay”.
 If ignition delay period is longer than the time required for the
flame front to burn through the unburnt charge, there will be no
detonation in S.I Engine.
 Only when the critical temperature is reached and maintained,
and the ignition delay is shorter than the time it takes for the
flame front to burn through the unburnt charge, there will be
detonation.
 1.2 Abnormal Combustion

Pre-ignition
 The increase in the rate of heat transfer to the
walls may cause local overheating specially of the
spark plug, which may reach a temperature high
enough to ignite the charge before the passage of
spark. This phenomenon is called Pre-ignition.
 Pre-ignition may also be caused by overheated
exhaust valves or glowing carbon deposits in the
combustion chamber.
 Additional Information
Some part of the cylinder surface may be hot
enough (nearly 1100°) to ignite the charge
before the spark does so. This is equivalent to
advancing the ignition, but since the hot spot
surface is larger than the spark, the
combustion rate would be faster than that of
normal combustion.
Creating very high cylinder pressures and
temperatures and thus resulting in excessive
negative compression work and increased
heat loss to the walls. The overall effect will
be the loss in power.
 Additional Information
Pre-ignition will also cause higher
temperatures and pressures in the end-gas
than those caused by normal ignition because
of its earlier occurrence on the compression
stroke. Thus pre-ignition leads to auto-
ignition and hence knock. And auto-ignition
encourages pre-ignition.
Knock and pre-ignition are different
phenomena. Knock is due to the rapid
combustion of the last part of the mixture
following the initiation of flame by the spark,
whereas pre-ignition is the ignition of the
charge by a hot body before the spark occurs.
 Additional Information
The result of pre-ignition are to increase the
work of the compression stroke, decrease the
net work of the cycle, increase the engine
pressures, increase the heat loss from the
engine and decrease the efficiency. Pre-
ignition if not checked gets progressively
worse, culminating in severe engine damage.
Pre-ignition can be detected by
switching off the ignition when irregular
firing might occur for a few strokes before
the engine speed drops. The sudden loss of
power with no evidence of mechanical
malfunctioning may also indicate pre-ignition.
 1.2 Abnormal Combustion

Surface ignition
Under certain conditions, air-fuel mixture is ignited
by a hot spot in the cylinder.
Initiation of a flame front by a hot surface other than
the spark is called surface ignition. The hot surface
may be the spark plug insulator or electrode, the
exhaust valve head, the combustion deposits on the
combustion chamber surfaces etc.
Surface ignition occurring before the spark is called
pre-ignition and that occurring after the spark is
called post-ignition.
Run-on, run-away, wild ping and rumble are caused
by surface ignition which are harmful.
 1.3 SI engine combustion
chambers

Basic requirements of a good combustion

chamber
1. High power output
2. High thermal efficiency and low specific
fuel consumption
3. Smooth engine operation
4. Reduced exhaust pollution
5. High volumetric efficiency
6. Minimum length of flame travel
7. Provision of suitable quench region
1.3 SI engine combustion
chambers
1.3 SI engine combustion
chambers
1.3 SI engine combustion
chambers
1.3 SI engine combustion
chambers
 1.3 S.I. engine Combustion Chambers

1. Wedge Type: It has the spark plug positioned off-

center in the widest part of the wedge. The intake and
exhaust valves are usually positioned next to each
other. The air-fuel mixture is compressed into an area
called the quench area as the piston travels through
the compression stroke to TDC. The quench area helps
in mixing of the air and fuel before combustion. This
also causes a turbulence or movement of the mixture
within the cylinder, causing a more complete burn at
lower and mid-cruise speeds. The high-swirl
combustion chambers are the result of raised surfaces
on the cylinder head surface of the wedge design that
creates a specific amount of combustion turbulence.
 1.3 S.I. engine Combustion Chambers

2. Hemispherical: The main characteristic

of the hemispherical combustion chamber is
that it is rounded. When the piston is at TDC,
the combustion chamber resembles a half-
ball, hence the name.
This design allows the intake and exhaust
valves typically located across from each other
with the spark plug placed between them, to
be angled in the cylinder head. This cross-flow
arrangement provides better scavenging, lower
pumping loss and better fuel efficiency.
1.3 S.I. engine Combustion Chambers
 1.3 S.I. Engine Combustion
Chambers

Advantages and drawbacks of S I Engine

combustion chambers
Sr. Combustion Advantages Drawbacks
no. Chamber
Type
1 T- head 1. Easy to 1. Longer length
combustion manufacture flat of
chamber cylinder head, flame travel.
2. Lower height of 2. Increased
engine and front detonation
hood for better tendency.
frontal visibility of
vehicle .
 1.3 S.I. Engine Combustion
Chambers

Advantages and drawbacks of S I Engine

combustion chambers
Sr. Combustion Advantages Drawbacks
no. Chamber
Type
2 L- head or 1. Neat and 1. Lack of
side head compact layout turbulence
combustion 2. Easy to 2. Extremely prone
chamber lubricate valves, to
easy to detonation
decarbonize 3. Extremely
engine. sensitive
to ignition timing
slow
 1.3 S.I. Engine Combustion
Chambers

Advantages and drawbacks of S I Engine

combustion chambers
Sr. Combustion Advantages Drawbacks
no. Chamber
Type
3 Ricardo 1. Faster flame 1. Inefficient
Turbulent speed, operation
head side 2. Reduced as compared to
valve detonation latest
combustion 3. engines with
chamber Homogeneous compression ratio of
air: fuel 10:1
mixture
formation.
 1.3 S.I. Engine Combustion
Chambers

Advantages and drawbacks of S I Engine

combustion chambers
Sr. Combustion Advantages Drawbacks
no. Chamber
Type
4 F- head 1. Flat roof Complex valve
combustion allows use of an operating
chamber inlet valve mechanism.
bigger than
exhaust valve.
2. Valve and
plug cooling is
efficient.
Advantages and drawbacks of S I Engine
combustion chambers
Sr. Chamber Advantages Drawbacks
no Type
.
5 I – head 1. Lower pumping losses 1. Large sized
combustio and higher volumetric valves cannot
n efficiency. be
chamber 2. Lesser distance of accommodated
(Wedge flame travel. Therefore .
form and low octane requirement. 2. Valve
Bath tub 3. More uniform cooling operating
form of of cylinder and piston. mechanism
combustio 4. Lower surface to gets disturbed
n volume ratio and while
chamber) therefore less heat loss. decarbonizing
5. Easier to cast and combustion
hence lower casting cost. chamber.
 1.4 Combustion in CI engine

Air fuel ratio in Diesel engines

In CI engines, for a given speed, irrespective of load, an
approximately constant supply of air enters the cylinder.
With change in load, the quantity of fuel is changed,
which changes the air: fuel ratio. The overall air: fuel
ratio may thus vary from about 100:1 at no load to 20: 1
at full load.
The poor distribution of fuel and its limited intermixing
with air results in objectionable smoke if operated near
chemically correct air: fuel ratio (14.5: 1) for diesel.
Hence CI engines are operated with excess air (air: fuel
ratio 20:1 to 23: 1 i.e. excess air 35 to 50%). So, diesel
engines are also termed as lean burn engines.
 Stages of combustion in C.I. engine.

First Stage: Ignition Delay period during which some

fuel has been admitted but has not yet been ignited. The
ignition delay is counted from the start of injection to the
point where P-θ curve separates from the pure air
compression curve.
Second Stage: Rapid or Uncontrolled combustion: In
this second stage, the pressure rise is rapid because
during the delay period the fuel droplet have had time to
spread themselves over a wide area and they have fresh
air all around them. It is counted from the end of Delay
period to the Point of Maximum pressure on the P-θ
diagram.
About one-third of the heat is evolved during this period.
 Stages of combustion in C.I. engine.

Third Stage: Controlled Combustion: At the end of

second stage, the temperature and pressure are so
high that the fuel droplets injected during the last
stage burn almost as they enter and any further
pressure rise can be controlled by Injection rate. It is
counted from the point of maximum pressure to
maximum cycle temperature.
About 70 to 80 % of the total heat of the fuel is
evolved during this period.
 Stages of combustion in C.I. engine.

• Fourth Stage: Afterburning: Because of poor

distribution of the fuel particles, combustion
continues during part of the remainder of the
expansion stroke. This after-burning can be called
the fourth stage of combustion. The duration of
after-burning phase may correspond to 70-80
degrees of crank travel from TDC.
Total heat evolved by the end of the combustion
process is
95 to 97 % and 3 to 5% of heat goes as unburnt
fuel in
exhaust.
P- θ diagram showing stages of
combustion in C.I. engine.
 Ignition Delay period in C.I. Engine
Ignition delay is the period during which some fuel
has been admitted but has not yet been ignited.
It is counted from the start of injection to the point
where P-θ curve separates from pure air compression
curve. The ignition delay can be roughly divided into
two parts: Physical delay and chemical delay.
 Physical Delay: The period of physical delay is the
time between the beginning of injection and the
attainment of chemical reaction conditions. In the
physical delay period, the fuel is atomized,
vaporized, mixed with air , and raised in
temperature.
 Chemical Delay: in this period, pre-flame reactions
start slowly and then accelerate until local
inflammation or ignition takes place. At high
Factors affecting Ignition Delay period

 Fuel: Lower self ignition temperature means a lower delay

period. Higher Cetane number means a lower delay period
and smooth engine operation.
 Intake Temperature: Increase in intake temperature would
result in increase in compressed air temperature which would
reduce the delay period.
 Compression ratio: Increase in compression ratio reduces
delay period as it raises both temperature and density.
 Type of combustion chamber: A pre-combustion chamber
gives shorter delay compared to an open type of combustion
chamber.
 Injection advance: Delay period increases with increase in
injection advance angle. (with increase in injection angle,
pressure and temperature are lower when injection begins)
 Diesel Knock

If the Ignition delay period is long, a large

amount of fuel will be injected and accumulated
in the chamber. The auto-ignition of this large
amount of fuel may cause high rate of pressure
rise and high maximum pressure which may
cause Knocking in diesel engines.
A long delay period not only increases the amount
of fuel injected by the moment of ignition, but
also improves the homogeneity of the fuel- air
mixture and its chemical preparedness for
explosion type of self-ignition similar to
detonation in SI engines.
 Methods of controlling Diesel Knock

The diesel knock can be controlled by reducing

delay period. The delay is reduced by the
following.
1. High charge temperature
2. High fuel temperature.
3. Good turbulence.
4. A fuel with short induction period.
5. By using Ignition accelerators like Amyl

Nitrate.
 Detonation and Knocking Comparison

Sr. Detonation in S I Engine Knock in C I Engine

No.
1 Detonation occurs near the Knocking occurs near the
end of combustion beginning of combustion. i.e. at the
end of first stage of combustion.
2 Detonation in S I Engine is Knocking in C I engine is of
of a homogeneous charge imperfectly mixed charged and
causing very heavy rate of hence the rate of pressure rise is
pressure rise and high normally lower than that in the
maximum pressure. detonation in S I Engine.
3 Pre-ignition may occur. Fuel is injected into the cylinder
only at the end of the compression
stroke and there is no question of
pre- ignition or premature ignition.
 Detonation and Knocking Comparison
Sr. Detonation in S I Engine Knock in C I Engine
No.
4 Detonation is easily Knocking is not easy to distinguish
distinguished from normal from normal combustion.
combustion.
5 Larger cylinder promotes Diesel knock is reduced with
detonation increase in size of cylinder.
6 Compression ratio in S.I. In C.I. engines, higher
engine is limited by compression ratio causes lesser
Detonation ignition delay and hence lesser
possibility of diesel knock.
7
 C.I. Engine Combustion Chambers

C.I. Engines are classified on the basis of

method of generating swirl. There are four
types of combustion chambers.
1. Open Combustion chambers
2. Divided or turbulent swirl chambers
3. Pre-combustion chambers
4. Air cell combustion chambers.
 C.I. Engine Combustion Chambers

1. Open combustion chambers: The

method of swirl used in this type of
combustion chamber is induction swirl. In
induction swirl, flow of air is directed
towards the cylinders during its entry.
An open combustion chamber is one in
which combustion space is essentially a
simple cavity with little restriction and
there are no large differences in pressure
between different parts of chamber during
the combustion process.
 C.I. Engine Combustion Chambers

2. Divided or Turbulent swirl chambers: The

method of generating swirl in the divided
chamber is by compression.
Compression swirl is one in which air is forced
through a tangential passage into a separate
swirl chamber during compression stroke. A
divided combustion chamber is defined as one in
which the combustion space is divided into two
or more distinct compartments between which
there are restrictions or throats small enough so
that considerable pressure difference occurs
between them during combustion process.
 C.I. Engine Combustion Chambers

3. Pre-combustion chamber: The type of swirl

used is combustion induced swirl. A pre-
combustion chamber consist s of pre-combustion
chamber or anti-chamber connected to the main
chamber through a number of very small holes.
Pre-combustion chamber contains 20 to 30 % of
clearance volume. Pre-combustion chamber has
multi-fuel capability without any modification in
the injection system in the type of swirl used. i.e.
combustion inducted swirl, swirl turbulence is
created by use of initial pressure rise due to
partial combustion.
 C.I. Engine Combustion Chambers

4. Air cell combustion chamber: The type of

swirl used in this combustion chamber is
combustion induced swirl. Here there is no
organized air swirl. The advantage for this type
of combustion chamber are
a. The maximum pressure on the main chamber is
fairly low and hence it gives smooth running and
easy starting.
b. This type of combustion chamber is most
suitable for comparatively small engines of
medium duty where a relatively high fuel
consumption can be tolerated.
Classification of C.I. engine Combustion chambers

C.I. Engine
Combustion
Chambers

Direct Indirect
Injection or Injection or
Open Divided
Chamber Chamber

High Swirl Pre- Air Cell

Compression
Low Swirl Medium Swirl combustion
M Type Swirl Energy Cell
Chamber
C.I. Engine Combustion Chambers
C.I. Engine Combustion Chambers
Advantages and drawbacks of C. I. Engine combustion
chambers
Combustio Advantages Drawbacks
n Chamber
Type
1. Direct 1. Good supply of 1. Inaccurate setting
injection oxygen to the of valves can damage
(DI) or combustion chamber. piston crown
Open 2. Lower surface 2. Engine runs rough
combustion area/ volume reduce at low speeds.
chamber heat losses. 3. injector nozzle holes
3. higher efficiency may get blocked by
(efficient combustion) carbon deposits(multi-
4. lower fuel hole nozzle)
consumption 4. High injection
5. Good cold starting pressures are
ability (glow plug is necessary.
not required.)
Advantages and drawbacks of C. I. Engine
combustion chambers
Combustion Advantages Drawbacks
Chamber
Type
2. Ricardo 1. Minimized 1. Cold weather
(Compressio exhaust gas starting problems
n) swirl odour. occurs.
combustion 2. Relatively 2. Inefficient
chamber low injection scavenging.
pressure can 3. Slightly more fuel
be used. consumption than DI
3. Reduced engines.
delay period.
Advantages and drawbacks of C. I. Engine
combustion chambers
Combustion Advantages Drawbacks
Chamber
Type
3. Pre- 1. Blockage due to 1. Heater plug is
combustion carbon deposit of required for cold
chamber Pintle type nozzle starting.
is eliminated 2. Low thermal
2. Lower injection efficiency.
pressure is 3. High fuel
required consumption
3. Low quality fuel
can be used
4. Smooth engine
operation
Advantages and drawbacks of C. I. Engine
combustion chambers
Combustion Advantages Drawbacks
Chamber
Type
4. Air cell 1. Minimum shock 1. Starting
or Energy loading of working difficulty when
cell components due cold. Hence glow
combustion to high degree of plug is needed.
chamber controlled 2. Inefficient
combustion. scavenging of the
2. Reduced energy cell.
exhaust gas 3. costly cylinder
pollution head (complicated
3. Relatively low moulding and
injection pressure machining involved
may be used. in manufacturing.)
Advantages and drawbacks of C. I. Engine
combustion chambers
Combustion Advantages Drawbacks
Chamber
Type
5. M- 1. Low peak 1. Low volumetric
combustion pressure efficiency
chamber 2. Low rate of 2. Cold starting
pressure rise. requires glow plug
3. Low smoke 3. At starting and
level idling conditions
4. Multi-fuel hydrocarbon
capability emissions may
occur.
 Comparison of S.I. and C.I.
Engines

S.I. Engine C.I. Engine

Diesel
Otto Cycle
Cycle
Thermodynam
ic Cycle
Theoretical Theoretical
ly more ly less
efficient efficient

Actual Actual
efficiency efficiency
is less is more
 Comparison of S.I. and C.I.
Engines

S.I. Engine C.I. Engine

Homogeneo Heterogeneo
us Mixture us Mixture
Combustio
n
Phenomeno A: F ratio is A: F Ratio
nearly varies
n constant for considerably
all loads with load

Quantity Quality
Governing Governing
 Comparison of S.I. and C.I.
Engines

S.I. Engine C.I. Engine

Compression Compressi
Compressio ratio is low, on Ratio is
about 10:1 higher,
n Ratio limited by about 15:1
Detonation to 18:1
 Comparison of S.I. and C.I.
Engines

S.I. C.I.
Engine Engine
Compressio Compressio
n Pressure n Pressure
is 7 bar to is 30 bar to
Operatin 15 bar 50 bar
g Maximum Maximum
Pressure pressure is
45 bar to 50
pressure is
60 bar to 70
bar bar
 Comparison of S.I. and C.I.
Engines

S.I. C.I.
Engine Engine

High
speed Low speed
Operatin engine engine
g Speed (3000
(5000 rpm)
rpm)
 Comparison of S.I. and C.I.
Engines

S.I. Engine C.I. Engine

Distributio Poor mixture Excellent

n of fuel distribution mixture
between because of distribution
cylinders wall-wetting (calibrated
effect F.I.P.)
 Comparison of S.I. and C.I.
Engines

S.I. Engine C.I. Engine

In C.I. Engine,
super charging
Supercharging of
Superchargi tends to prevent
S.I. Engine is
knocking it is
ng limited by
limited by thermal
detonation
& mechanical
stresses

Turbo-charging is
Supercharging is used in generation
used in air craft plant, commercial
engines. & army vehicles
 Comparison of S.I. and C.I.
Engines

S.I. Engine C.I. Engine

Higher
Exhaust
Gas exhaust Gas Lower
Temperatu temperature exhaust Gas
re (low thermal temp.
efficiency )
 Comparison of S.I. and C.I.
Engines

S.I. C.I.
Engine Engine
Easier starting Difficult to start
due to lesser due to
Startin cranking effort requirement of
g Cold starting greater cranking
effort to over
circuit in
carburetor come higher
provides cold compression
starting Glow plug is
required in cold
weather (for IDI
engines)
Comparison of S.I. and C.I.
Engines