Attachment

SCHOOL OF MECHANICAL & AUTOMOBILE
ENGINEERING
LABORATORY MANUAL FOR IC ENGINE
Prepared By:
Prashant Chaudhary
OBJECTIVE OF LABORATORY
Engineering is the practical implementation of the theoretical concepts and relationship
introduced in the lecture part of the course describe the general nature and behavior of real
phenomena.
They were, appropriately discovered by careful observation and thoughtful analysis of actual
experiments. Genuine understanding entails being able to relate the abstract ideas to the
particular facts to which they corresponds.
Accordingly, the introductory IC engine laboratory have the following purposes and goals:
1. To provide an experimental foundation for the theoretical concepts introduced in the
lectures. It is important that students have an opportunity to verify some of the ideas for
themselves.
2. To familiarize students with internal combustion engines, their working, and various
processes which makes an internal combustion engine feasible.
3. The main objective of the laboratory is to demonstrate principal and working of internal
combustion engines, and various accessories and components related to engines.
4. To provide an experimental foundation for the theoretical concepts introduced in the
lectures. It is important that students have an opportunity to verify some of the ideas for
themselves.
5. To familiarize students with experimental apparatus, the scientific method, and methods
of data analysis so that they will have some idea of the inductive process by which the
ideas were originated. To teach how to make careful experimental observations and how
to think about and draw conclusions from such data.
6. To learn how to write a technical report, which communicates scientific information in a
clear and concise manner.
7. To introduce new concepts and techniques which have a wide application in experimental
science, but have not been introduced in the standard courses. These may require that the
student consult additional textbooks.
8. The laboratory is not a contest whose object is to get the "right answer." The purpose is to
learn how to gain knowledge by looking at reality, not an attempt to make reality
conform to preconceptions. The important thing is to learn how to be observant, to really
see what happens, and to deal with this information with the strictest integrity. And to
understand, or learn to understand, the meaning of what happens.
LIST OF EXPERIMENTS
1. To study and demonstrate constructional details, Identification and working of Internal
Combustions Engine parts with a disassembled engine.
2. To study and demonstrate working of two stroke S.I. Engine with cut section model and
draw port timing diagram.
3. To study and demonstrate working of four stroke S.I. Engine with cut section model and
4. To study the constructional details and working principles involved in a two stroke and
four stroke diesel engine.
5. To study the constructional details and working of air and water cooling systems of an IC
engine. Troubleshooting, Cleaning and servicing of cooling system
6. To test a thermostat valve for its working condition.
7. Dismantle Amal Carburetor. Locate and note down the function of various parts.
Reassemble.
8. To study and demonstrate working of a turbocharger. Dismantle and reassemble the same.
9. To study different types of Ignition System requirements of Ignition Systems.
Experiment No. 1
Aim: To study and demonstrate constructional details, Identification and working of Internal
Combustions Engine parts with a disassembled engine.
Objective: To make students familiar with the various engine parts and develop ability to
identify and understand various functions each part perform during the working of an Internal
Combustion Engine.
Apparatus: A 4 stroke disassembled Engine, parts and accessories.

Time Allocation:
Description Time Allocated
Allocation Time 4 Hours
Briefing Time 20 minutes
Demonstration Time 140 minutes
Student Conduct Time 80 minutes
Theory:
Engine Construction
The construction of an engine varies little, regardless of size and design. The intended use of the
engine determines its size and design, and the temperature at which the
Engine will operate determines the type of metal it will be built from. To simplify the service parts
and servicing procedures in the field, the current trend in engine construction and design is toward
engine families. Typically, there are several types of engines because of the many jobs to be done.
(i) Stationary Parts of an Engine
The stationary parts of an engine include the cylinder block and cylinders, the cylinder head or
heads, and the exhaust and intake manifolds. These parts furnish the framework of the engine. All
movable parts are attached to or fitted into this framework.
1. Engine Cylinder Block
The cylinder block is the basic frame of a liquid-cooled engine whether it is in-line, horizontally
opposed, or V-type. The cylinder block is a solid casting made of cast iron or aluminum that
contains the crankcase, the cylinders, the coolant passages, the lubricating passages, and, in the
case of flathead engines, the valves seats, the ports, and the guides.
The cylinder block is a one-piece casting usually made of an iron alloy that contains nickel and
molybdenum. This is the best overall material for cylinder blocks. It provides excellent wearing
qualities and low material and production cost, and it changes dimensions only minimally when
heated. Another material used for cylinder blocks, although not extensively, is aluminum.
Aluminum is used whenever weight is a consideration.
2. Cylinder
The cylinders are bored right into the block. A good cylinder must be round, not varying in
diameter by more than approximately 0.0005 inch (0.012 mm). The diameter of the cylinder must
be uniform throughout its entire length.
During normal engine operation, cylinder walls wear out-of-round, or they may become cracked
and scored if not lubricated or cooled properly. The cylinders on an air-cooled engine are separate
from the crankcase. They are made of forged steel. This material is most suitable for cylinders
because of its excellent wearing qualities and its ability to withstand the high temperatures that air-
cooled cylinders obtain. The cylinders have rows of deep fins cast into them to dissipate engine
heat. The cylinders are commonly mounted by securing the cylinder head to the crankcase with
long studs and sandwiching the cylinders between the two. Another way of mounting the cylinders
is to bolt them to the crankcase, and then secure the heads to the cylinders.
3. Cylinder Sleeve
Cylinder sleeves, or liners, are metal pipe shaped inserts that fit into the cylinder block. They act
as cylinder walls for the piston to slide up and down on.Cast iron sleeves are commonly used in
aluminum cylinder blocks. Sleeves can also be installed to repair badly damaged cylinder walls in
cast iron blocks. There are two basic types of cylinder sleeves, dry and wet.
A dry sleeve (Figure1), presses into a cylinder that has been bored or machined oversize. A dry
sleeve is relatively thin and is not exposed to engine coolant. The outside of a dry sleeve touches
the walls of the cylinder block. This provides support for the sleeve. When a cylinder becomes
badly worn or is damaged, a dry sleeve can be installed. The original cylinder must be bored almost
as large as the outside of the sleeve. Then, the sleeve is pressed into the oversized hole. Next, the
inside of the sleeve is machined to the original bore diameter. This allows the use of the original
piston size. A wet sleeve (Figure 2), is exposed to the engine coolant. It must withstand combustion
pressure and heat without the added support of the cylinder block. Therefore, it must be thicker
than a dry sleeve.
A wet sleeve will generally have a flange at the top. When the head is installed, the clamping action
pushes down on the sleeve and holds it in position. The cylinder head gasket keeps the top of the
sleeve from leaking. A rubber or copper O-ring is used at the bottom of a wet sleeve to prevent
coolant leakage into the crankcase. The O ring seal is pinched between the block and the sleeve to
form a leak-proof joint.
Figure 1 –Dry Cylinder Sleeve Figure 2 – Wet Cylinder Sleeve

Many vehicles use aluminum cylinder blocks with cast iron wet sleeves. The light aluminum lock
reduces weight for increased fuel economy. The cast iron sleeves wear very well, increasing engine
service life. Most cylinder sleeve casualties are directly related to a lack of maintenance or
improper operating procedures. Figure 3 shows two common types of cylinder sleeve casualties:
cracks and scoring. Both types of casualties require replacement of the sleeve
Figure 3 - Sleeve casualty
4. Water Jacket
The cylinder block also provides the foundation for the cooling and lubricating systems. The
cylinders of a liquid-cooled engine are surrounded by interconnecting passages cast in the block.
Collectively, these passages form the water jacket that allows the circulation of coolant through
the cylinder block and the cylinder head to carry off excessive heat created by combustion.
5. Core Hole Plug
The water jacket is accessible through holes machined in the head and block to allow removal of
the material used for casting of the cylinder block. These holes are called core holes and are sealed
by core hole plugs (freeze plugs). These plugs are of two types: cup and disk. Figure 4 shows a
typical location of these plugs.
6. Crankcase
The crankcase (Figure 5), is that part of the cylinder block below the cylinders. It supports and
encloses the crankshaft and provides a reservoir for lubricating oil.
The crankcase also has mounting brackets to support the entire engine on the vehicle frame. These
brackets are either an integral part of the crankcase or are bolted to it in such a way that they
support the engine at three or four points. These points are cushioned by rubber mounts that
insulate the frame and body of the vehicle from engine vibration. This prevents damage to engine
supports and the transmission. The crankcase shown in Figure 6 is the basic foundation of all air-
cooled engines. It is made as a one- or two-piece casting that supports the crankshaft, provides the
mounting surface for the cylinders and the oil pump, and has the lubrication passages cast into it.
It is made of aluminum since it needs the ability to dissipate large amounts
of heat. On air-cooled engines, the oil pan usually is made of cast aluminum and is covered with
cooling fins. The oil pan on an air-cooled engine plays a key role in the removal of waste heat
from the engine through its lubricating oil.
Figure 4- Core Hole Plugs Figure 5 – Crankcase
Figure 6- Air Cooled Crankcase
7. Cylinder Head
The cylinder head (Figure-7), bolts to the deck of the cylinder block. It covers and encloses the top
of the cylinders. Combustion chambers, small pockets formed in the cylinder heads where
combustion occurs, are located directly over the cylinders. Spark plugs (gasoline engine) or
injectors (diesel engine) protrude through holes into the combustion chambers. Intake and exhaust
ports are cast into the cylinder head. The intake ports route air (diesel engine) or air and fuel
(gasoline engine) into the combustion chambers. The exhaust port routes burned gases out of the
combustion chamber.
 Valve guides are small holes machined through the cylinder head for the valves. The valves
fit into and slide in these guides.
 Valve seats are round, machined surfaces in the combustion chamber port openings. When
a valve is closed, it seals against the valve seat.
 The cylinder head is built to conform to the arrangement of the valves: L-head, I-head, or
others. Cylinder heads on liquid-cooled engines have been made almost exclusively from
cast iron until recent years. Because weight has become an important consideration, a large
percentage of cylinder heads now are being made from aluminum.
 The cylinder heads on air-cooled engines are made exclusively from aluminum because
aluminum conducts heat approximately three times as fast as cast iron. This is a critical
consideration with air cooling.
 In liquid-cooled engines, the cylinder head is bolted to the top of the cylinder block to close
the upper end of the cylinders and, in air-cooled engines, the cylinder heads are bolted to
the top of the cylinders.
Figure-7 Cylinder Head
 In a liquid-cooled engine, a cylinder head also contains passages, matching those of the
cylinder block, that allow coolant to circulate in the head. These water jackets are for
cooling spark plug openings, valve pockets, and part of the combustion chamber. In this
type of cylinder head, the water jackets must be large enough to cool not only the top of
the combustion chamber but also the valve seats, valves, and valve-operating mechanisms.
 The cylinder heads are sealed to the cylinder block to prevent gases from escaping. This is
accomplished on liquid-cooled engines by the use of a head gasket. In an air cooled engine,
cylinder heads are sealed to the tops of the cylinders by soft metal rings. The lubrication
system feeds oil to the heads through the pushrods.
8. Exhaust Manifold
The exhaust manifold (Figure 8), connects all of the engine cylinders to the rest of the exhaust
system. On L-head engines, the exhaust manifold bolts to the side of the engine block, whereas on
overhead-valve engines, it bolts to the side of the cylinder head. It is made of cast iron, lightweight
aluminum, or stainless steel tubing. If the exhaust manifold is made properly, it can create a
scavenging action that causes all of the cylinders to help each other get rid of the gases. Back
pressure (the force that the pistons must exert to push out the exhaust gases) can be reduced by
making the manifold with smooth walls and without sharp bends. Exhaust manifolds on vehicles
today are constantly changing in design to allow the use of various types of emission controls.Each
of these factors is taken into consideration when the exhaust manifold is designed, and the best
possible manifold is manufactured to fit into the confines of the engine compartment.
Figure-8 Exhaust Manifold
9. Intake Manifold
The intake manifold can be made of cast iron, aluminum, or plastic. On a gasoline engine it carries
the air-fuel mixture from the carburetor and distributes it to the cylinders.
On a diesel engine, the manifold carries only air into the cylinders. The gasoline engine intake
manifold (Figure 9), is designed with the following functions in mind: Deliver the air-fuel mixture
to the cylinders in equal quantities and proportions. This is important for smooth engine
performance. The lengths of the passages should be as equal as possible to distribute the air-fuel
mixture equally.
• Help to keep the vaporized air-fuel mixture from condensing before it reaches the combustion
chamber. The ideal air-fuel mixture should be vaporized completely as it enters the combustion
chamber. This is very important. The manifold passages are designed with smooth walls and a
minimum of bends that collect fuel to reduce the condensing of the mixture. Smooth flowing intake
manifold passages also increase volumetric efficiency.
• Aid in the vaporization of the air-fuel mixture. The intake manifold has a controlled system of
heating that must heat the mixture enough to aid in vaporization—without heating it to the point
of reducing volumetric efficiency.
The intake manifold on an L-head engine is bolted to the block, whereas the over head valve
engine has the intake manifold bolted to the side of the cylinder head. Intake manifolds can be
designed to provide optimum performance for a given speed range by varying the length of the
passages. The inertia of the moving intake mixture causes it to bounce back and forth in the intake
manifold passage from the end of one intake stroke to the beginning of the next intake stroke. If
the passage is the proper length so the next intake stroke is just beginning as the mixture is
rebounding, the inertia of the mixture causes it to ram itself into the cylinder. This increases the
volumetric efficiency of the engine in the designated speed range. It should be noted that the ram
manifold serves no purpose outside its designated speed range.
As stated earlier, providing controlled heat for the incoming mixture is very important for good
performance.
The heating of the mixture may be accomplished by doing one or both of the following:
• Directing a portion of the exhaust through a passage in the intake manifold. The heat from the
exhaust transfers and heats the mixture. The amount of exhaust that is diverted into the intake
manifold heat passage is controlled by the manifold heat control valve.
• Directing the engine coolant, which is heated by the engine, through the intake manifold on its
way to the radiator.
Figure-9 Intake Manifold
10. Oil Pan

The lower part of the crankcase is the oil pan (Figure 3-10), which is bolted at the bottom. The oil
pan is made of cast aluminum or pressed steel and holds the lubricating oil for the engine. Since
the oil pan is the lowest part of the engine, it must be strong enough to withstand blows from flying
stones and obstructions sticking up from the road surface.
Figure- 10 Oil Pan
11. Cylinder Head Gasket
Usually, a head gasket can be installed only one way. If it is installed backwards, coolant and oil
passages may become blocked, causing serious problems. Markings usually indicate the front or
top of the head gasket.The gasket may be marked with the word “top” or “front” or it may have a
line to show installation direction. Metal dowels are often provided to align the head gasket.Most
modern, Teflon ®-coated, permanent-torque (retorquing is not needed after engine operation)
cylinder head gaskets should be installed clean and dry. Sealer is notrecommended. However,
some head gaskets may require retorquing and sealer. When in doubt, refer to manufacturer’s
instructions.
12. Intake and Exhaust Gaskets

There are three types of manifold gaskets, the intake manifold, the exhaust manifold and a
combination of the two. Each type of manifold gasket has its own sealing characteristics and
problems. Therefore, be sure to follow the manufacturer’s instructions when installing them.
13. Oil Pan Gasket

An oil pan gasket seals the joint between the oil pan and the bottom of the block. The oil pan gasket
might also seal the bottom of the timing cover and the lower section of the rear main bearing cap.
The oil pan gasket must resist hot, thin engine oil. The gasket is made of several types of material.
A commonly used material is synthetic rubber, known for its long-term sealing ability. It is tough
and durable, and resists hot engine oil.
14. Synthetic Rubber Seals
The synthetic rubber seal (Figure 11), is the most common type of oil seal. It is composed of a
metal case used to retain its shape and maintain rigidity. A rubber element is bonded to the case,
providing a sealing lip or lips against the rotating shaft.
A coil spring, sometimes called a garter spring, is used to hold the rubber element around the shaft
with a controlled force. This allows the seal to conform to minor shaft run out. Some synthetic
rubber seals fit into bores mounted around the shaft. This type is generally a split design and does
not require a metal case or garter spring. The internal pressure developed during operations forces
the sealing lips tighter against the rotating shaft. This type of seal operates effectively only against
fluid pressure from one direction.
Figure- 11 Synthetic rubber seal
(ii) Moving Parts of an Engine:

15. Piston Assembly
The piston transfers the pressure of combustion to the connecting rod and crankshaft. It must also
hold the piston rings and piston pin while operating in the cylinder. Pistons,(Figure 12) are
normally cast or forged from an aluminum alloy. Cast pistons are relatively soft and are used in
slow-speed, low-performance engines. Forged pistons are commonly used in today’s fuel injected,
turbocharged, and diesel engines. These engines expose the pistons to much higher stress loads,
which could break cast aluminum pistons. The piston must withstand incredible punishment under
temperature extremes. The following are examples of conditions that a piston must withstand at
normal highway speed:
• As the piston moves from the top of the cylinder to the bottom (or vice versa), it accelerates from
a stop to a speed approximately 60 mph at midpoint, and then decelerates to a stop again. It does
this approximately 80 times per second.
• The piston is subjected to pressures on its head in excess of 1,000 psi and temperatures well over
600°F. The structural components of the pistons are the head, skirt, ring grooves, and lands
(Figure 13); however, all pistons do not look like the typical one shown here. Some have differently
shaped heads.
Figure 12-Piston
Figure 13- Parts of Piston
• The piston head is the top of the piston and is exposed to the heat and pressure of combustion.
This area must be thick enough to withstand these forces. It must also be shaped to match and work
with the shape of the combustion chamber for complete combustion.
• A piston skirt (Figure 14) is the side of the piston below the last ring. Without a skirt, the piston
could tip and jam in the cylinder. A slipper skirt is produced when portions of the piston skirt
below the piston ends are removed. The slipper skirt provides clearance between the piston and
the crankshaft counterweights. This allows the piston to slide farther down in the cylinder without
hitting the crankshaft. A straight skirt is flat across the bottom, a style no longer common in
automotive engines.
Figure 14- Piston Skirts

Cam Ground Piston
The oval-shaped piston becomes round when hot, and there is still enough clearance parallel to the
piston pin. The cold cam-ground piston has the correct piston-to-cylinder clearance. The
unexpanded piston will not slap, flop sideways, and knock in the cylinder because of too much
clearance. However, the cam-ground piston will not become too tight in the cylinder when heated
to full operating temperature. Piston taper is also used to maintain the correct piston-to-cylinder
clearance. The top of the piston is machined slightly smaller than the bottom. Since the piston head
gets hotter than the skirt, it expands more. The piston taper makes the piston almost equal in size
at the top and bottom at operating temperature.
Figure 15- Cam Ground Piston

• Piston shape generally refers to the contour of the piston head. Usually, a piston head is shaped
to match the shape of the head. A flat top piston implies it has a flat head, that it is parallel to the
deck of the head. Valve reliefs are cut into the head of these types of pistons. A dished piston has
a head that is sunken. This type of piston can be used to lower compression like in a supercharged
engine. A domed piston, or pop-up piston, has a head that is convex, or curved upward. This type
of piston is normally used with a hemi-type cylinder head and some four-valve heads.
• Diesel engine pistons have combustion cups machined into their heads. The combustion cup
shape causes the fuel to move in a turbulent pattern as it enters the combustion chamber, allowing
a more thorough mixture for efficient combustion. Two typical combustion cup designs are the
sombrero cup and the turbulence cup. The piston rings seal the clearance between the outside of
the piston and cylinder wall. They must keep combustion pressure from entering the crankcase.
They must also keep oil from entering the combustion chamber. Most pistons use three rings, two
upper compression rings and one oil ring on the bottom. The compression rings prevent blow by
(combustion pressure leaking into the engine crankcase). The oil rings prevent oil from entering
the combustion chamber. Diesel engine pistons typically use a four-ring design because they are
more prone to blow by. The four-ring piston has three compression rings from the top, followed
by one oil control ring. This is due to the much higher pressures generated during the power stroke.
16. Connecting Rods
• Connecting rods connect the pistons to the crankshaft to convert reciprocating motion into rotary
motion. They must be strong enough to transmit the thrust of the pistons to the crankshaft and to
withstand the internal forces of the directional changes of the pistons.
The connecting rods (Figure 16) are in the form of an I-beam. This design gives the highest overall
strength and lowest weight. They are made of forged steel but may also be made of aluminum in
smaller engines.
• The upper end of the connecting rod is connected to the piston by the piston pin. The piston pin
is locked in the pin bosses, or it floats in both piston and connecting rod. The upper hole of the
connecting rod has a solid bearing (bushing) of bronze or similar material. As the lower end of the
connecting rod revolves with the crankshaft, the upper end is forced to turn back and forth on the
piston pin. Although the movement is slight, the bushing is necessary because the temperatures
and pressures are high. If the piston pin is semi floating, a bushing is not needed. The lower hole
in the connecting rod is split so it can be clamped around the crankshaft.
• The bottom part, or cap, is made of the same type of material as the rod and is attached by two
or more bolts. The surface that bears on the crankshaft is generally a bearing material in the form
of a split shell, although in a few cases it may be spun or die-cast in the inside of the rod and cap
during manufacture. The two parts of the separate bearing are positioned in the rod and cap by
dowel pins and projections or by a short brass screw. The shell may be of Babbitt metal that is die-
cast on a backing of bronze or steel. The connecting rod bearings are fed a constant supply of oil
through a hole in the crankshaft journal. A hole in the upper bearing half feeds a passage in the
connecting rod to provide oil to the piston pin.
Figure 16- Connecting Rod

• Connecting rod numbers are used to assure a proper location of each connecting rod in the engine.
They all assure that the rod cap is installed on the rod body correctly. When connecting rod caps
are being manufactured, they are bolted to the connecting rods. Then the lower end holes are
machined in the rods. Since the holes may not be perfectly centered, rod caps must NOT be mixed
up or turned around. If the cap is installed without the rod numbers in alignment, the bore will
NOT be perfectly round. Connecting rod caps, crankshaft, and bearing damage will result. In
addition to the proper fit of the connecting rod bearings and the proper position of the connecting
rod, the alignment of the rod itself must be considered. That is to say, the hole for the piston pin
and the crankpin must be precisely parallel. EVERY connecting rod should be checked for proper
alignment just before it is installed in the engine. Misalignment of connecting rods causes many
hard to locate noises in the engine.
17. Crankshaft
• As the pistons collectively might be regarded as the heart of the engine, so the crankshaft (Figure
17) may be considered its backbone. The crankshaft is located in the bottom of the engine and is
the part of the engine that transforms the reciprocating motion of the piston to rotary motion. It
transmits power through the flywheel, the clutch, the transmission, and the differential to drive
your vehicle.
•Crankshafts are usually made of cast iron or forged steel. Forged steel crankshafts are needed for
heavy-duty applications, such as turbocharged or diesel engines. A steel crankshaft is stiffer and
stronger than a cast iron crankshaft. It will withstand greater forces without flexing, twisting or
breaking.
•Oil passages leading to the rod and main bearings are either cast or drilled in the crankshaft. Oil
enters the crankshaft at the main bearings and passes through holes in the main journals. It then
flows through passages in the crankshaft and out to the connecting rod bearings.
• With an inline engine, only one connecting rod fastens to each rod journal. With a V type engine,
two connecting rods bolt to each rod journal. The amount of rod journal offset controls the stroke
of the piston. The journal surfaces are precision machined and polished to very accurate tolerances.
It is common to have reduced journal, or crankpin, diameters in order to reduce friction in the
bearings.
• A fully counterweighted crankshaft has weights formed opposite every crankpin. A partially
counterweighted crankshaft only has weights formed on the center area. A fully counterweighted
crankshaft will operate with less vibration than a partially counterweighted crankshaft.
• The crankshaft is supported in the crankcase and rotates in the main bearings (Figure 3-17). The
connecting rods are supported on the crankshaft by the rod bearings. Crankshaft bearings are made
as precision inserts that consist of a hard shell of steel or bronze with a thin lining of anti-frictional
metal or bearing alloy. Bearings must be able to support the crankshaft rotation and deliver power
stroke thrust under the most adverse conditions.
• The crankshaft rotates in the main bearings located at both ends of the crankshaft and at certain
intermediate points. The upper halves of the bearing fit right into the crankcase and the lower
halves fit into the caps that hold the crankshaft in place (Figure 17). These bearings often are
channeled for oil distribution and may be lubricated with crankcase oil by pressure through drilled
passages or by splash. Some main bearings have an integral thrust face that eliminates crankshaft
end play. To prevent the loss of oil, place the seals at both ends of the crankshaft where it extends
through the crankcase. When replacing main bearings, tighten the bearing cap to the proper tension
with a torque wrench and lock them in place with a cotter pin or safety wire after they are in place.
Figure 17 — Crankshaft
• Vibration due to imbalance is an inherent problem with a crankshaft that is made with offset
throws. The weight of the throws tends to make the crankshaft rotate elliptically. This is aggravated
further by the weight of the piston and the connecting rod. To eliminate the problem, position the
weights along the crankshaft, placing one weight 180 degrees away from each throw. They are
called counterweights and are usually part of the crankshaft but may be a separate bolt on items
on small engines.
• The crankshaft has a tendency to bend slightly when subjected to tremendous thrust from the
piston. This deflection of the rotating member causes vibration. This vibration due to deflection is
minimized by heavy crankshaft construction and sufficient support along its length by bearings.
• Torsional vibration occurs when the crankshaft twists because of the power stroke thrusts. It is
caused by the cylinders farthest away from the crankshaft output. As these cylinders apply thrust
to the crankshaft, it twists and the thrust decreases. The twisting and unwinding of the crankshaft
produces a vibration. The use of a vibration damper at the end of the crankshaft opposite the output
acts to absorb torsional vibration.
18. Valve Train

A valve train is a series of parts used to open and close the intake and exhaust ports. A valve is a
movable part that opens and closes a passageway. A camshaft controls the movement of the valves,
causing them to open and close at the proper time. Springs are used to close the valves.
19. Flywheel
The flywheel (Figure 18) stores energy from the power strokes and smoothly delivers it to the
drive train of the vehicle between the engine and the transmission. It releases this energy between
power impulses, assuring fewer fluctuations in speed and smoother engine operation.
The flywheel is mounted at the rear of the crankshaft near the rear main bearing. This is usually
the longest and heaviest main bearing in the engine, as it must support the weight of the flywheel.
The flywheel on large, low-speed engines is usually made of cast iron. This is desirable because
the heavy weight of the cast iron helps the engine maintain a steady speed. Small, high-speed
engines usually use a forged steel or forged aluminum flywheel for the following reasons:
• The cast iron is too heavy, giving it too much inertia for speed variations necessary on small
engines.
• Cast iron, because of its weight, pulls itself apart at high speeds due to centrifugal force.
• On a vehicle with a manual transmission, the flywheel serves to mount the clutch. With a vehicle
that is equipped with an automatic transmission, the flywheel supports the front of the torque
converter. In some configurations, the flywheel is combined with the torque converter. The outer
edge of the flywheel carries the ring gear, either integral with the flywheel or shrunk on. The ring
gear is used to engage the drive gear on the starter motor for cranking the engine.
Figure 18 — Flywheel
20. Valve and Valve Mechanisms
There are two valves for each cylinder in most engines—one intake and one exhaust. Since these
valves operate at different times, it is necessary that a separate operating mechanism be provided
for each valve. Valves are held closed by heavy springs and by compression in the combustion
chamber. The purpose of the valve actuating mechanism is to overcome spring pressure and open
the valve at the proper time. The valve actuating mechanism includes the engine camshaft, the
camshaft followers (tappets), the pushrods, and the rocker arms.
21. Camshaft
The camshaft provides for the opening and closing of the engine valves. The camshaft (Figure
19) is enclosed in the engine block. It has eccentric lobes (cams) ground on it for each valve in
the engine. As the camshaft rotates, the cam lobe moves up under the valve tappet, exerting an
upward thrust through the tappet against the valve stem or the pushrod. This thrust overcomes
the valve spring pressure as well as the gas pressure in the cylinder, causing the valve to open.
When the lobe moves from under the tappet, the valve spring pressure reseats the valve. On L-,
F-, or I-head engines, the camshaft is located to one side and above the crankshaft, while in V-
type engines, it is located directly above the crankshaft. On the overhead camshaft engine, the
camshaft is located above the cylinder head. The camshaft of a four-stroke-cycle engine turns at
one half of engine speed. It is driven off the crankshaft through timing gears or a timing chain.In
a two-stroke-cycle engine, the camshaft must turn at the same speed as the crankshaft, so each
valve opens and closes once in each revolution of the engine. In most cases, the camshaft does
more than operate the valve mechanism. It may have external cams or gears that operate the fuel
pumps, the fuel injectors, the ignition distributor, or the lubrication pump. Camshafts are
supported in the engine block by journals in bearings. Camshaft bearing journals are the largest
machined surfaces on the shaft. The bearings are made of bronze and are bushings, rather than
split bearings. The bushings are lubricated by oil circulating through drilled passages from the
crankcase. The stresses on the camshaft are small; therefore, the bushings are not adjustable and
require little attention. The camshaft bushings are replaced only when the engine requires a
complete overhaul.
Figure 19 — Camshaft
22. Followers
Camshaft followers are part of the valve actuating mechanism that contacts the camshaft. You
will hear them called valve tappets or valve lifters. The bottom surface is hardened and machined
to be compatible with the surface of the camshaft lobe. There are four types of followers—
hydraulic, mechanical, roller and the OHC follower.
23. Valve and Valve Seats

• Each cylinder in a four-stroke-cycle engine must have one intake and one exhaust valve (Figure
20). The valve design that is commonly used is the poppet, a word derived from the popping action
of the valve.
• Construction and design considerations are very different for intake and exhaust valves. The
difference is based on their temperature operating ranges. Intake valves are kept cool by the
incoming intake mixture. Exhaust valves are subject to intense heat from the burnt gases that pass
by it. The temperature of an exhaust valve can be in excess of 1300°F. Intake valves are made of
nickel chromium alloy, whereas exhaust valves are made from silichrome alloy. In certain heavy-
duty and most air-cooled engines, the exhaust valves are sodium-filled. During engine operation,
the sodium inside the hollow valve melts. When the valve opens, the sodium splashes down into
the valve head and collects heat. Then, when the valve closes, the sodium splashes up into the
valve stem. Heat transfers out of the sodium into the stem, valve guide, and engine coolant. In this
way, the valve is cooled. Sodium-filled valves are light and allow high engine rpm for prolonged
periods.
• In vehicles that use unleaded fuel, a stellite valve is preferred. A stellite valve has a special hard
metal coating on its face. Lead additives in gasoline, other than increasing octane, act as a lubricant.
The lead coats the valve face and seat to reduce wear. With unleaded fuel, the wear of the valve
seat and valve face is accelerated. A stellite valve prevents this and prolongs valve service life.
Figure 20 — Valves
• Valve seats (Figure 21) are important, as they must match the face of the valve head to form a
perfect seal. The seats are made so they are concentric with the valve guides, that is, the surface of
the seat is an equal distance from the center of the guide all around. Although some earlier engines
were designed with flat contact surface for the valve and valve seat, most are now designed with
valve seat angles of 30 to 45 degrees. This angle helps prevent excessive accumulation of carbon
on the contact surface of the seat—a condition that keeps the valve from closing properly. To
further reduce carbon build up, there is an interference angle (usually 1 degree) between the valve
and seat. In some cases, a small portion of the valve seat has an additional 15-degree angle ground
into it to narrow the contact area of the valve face and seat. When you reduce the contact area, the
pressure between the mating parts is increased, thereby forming a better seal. The valve seats may
be an integral part of the cylinder head or an insert pressed into the cylinder head. Valve seat inserts
are commonly used in aluminum cylinder heads. Steel inserts are needed to withstand the extreme
heat. When a valve seat insert is badly worn from grinding or pitting, it must be replaced
Figure 21 — Valve Seats
24. Valve Guides

The valve guides (Figure- 22) are the parts that support the valves in the cylinder head. They are
machined to fit a few thousandths of an inch clearance with a valve stem. This close clearance is
important for the following reasons:
• It keeps lubricating oil from getting sucked into the combustion chamber past the intake valve
stem during the intake stroke.
• It keeps exhaust gases from getting into the crankcase area past the exhaust valve stem during
the exhaust stroke.
• It keeps the valve face in perfect alignment with the valve seat.
Figure 22 — Valve Guides
25. Timing Gears

Timing gears (Figure -23) are common in engines used for heavy-duty applications, such as taxi
cabs or trucks. They are very dependable and long lasting. However, they are noisier than a chain
or belt drive. Gears are primarily used for cam-in-block engines where the crankshaft is close to
the camshaft. Two timing gears are used to drive the engine camshaft. A crank gear is keyed to
the crankshaft snout. It turns a cam gear on the end of the camshaft. The cam gear is twice the size
of the crank gear. This results in the desired 2:1 reduction. Timing marks on the two gears show
the technician how to install the gears properly. The marks may be circles, indentations, or
lines on the gears. The timing marks must line up for the camshaft to be in time with the crankshaft
Figure 23 — Timing Gears

26. Engine Bearings
Bearings (Figure 24) are installed in an engine where there is relative motion between parts.
Camshaft bearings are called sleeve bearings because they are in the shape of a sleeve that fits
around the rotating journal or shaft, as shown in Figure 24, View A. Connecting rod or crankshaft
(main) bearings are of the split or half type, as shown in Figure 24, View B. On main bearings, as
shown in Figure 24, View C, the upper half is installed in the counter bore in the cylinder block.
The lower-bearing half is held in place by the bearing cap. On connecting rod bearings, the upper-
bearing half is installed in the rod and the lower half is placed in the rod cap. The piston pin bearing
in the connecting rod is of the full round or bushing type.
Figure 24 — Engine Bearings
Procedure:
i. Collect the necessary tools and equipment to disassemble the engine.
ii. Disassemble the engine assembly.
iii. Place all the dissembled parts on the work table.
iv. Identify each component and write various details as per manual.
v. Understand working of various parts and how they are connected to each other.
vi. Assemble the engine assembly.
Precaution:
i. Don’t lift heavy objects like Cylinder Block alone.
ii. Don’t touch any machine unless you know how to operate machine.
Results: Various parts of IC engine were noted and identified.

Viva Questions:
Q1. The cylinder block, the cylinder head, the exhaust and intake manifolds are
considered to be what part of the engine?
A. Rotational B. Stationary C. Frame D. Backbone
Q2. What are the two types of cylinder sleeves used in an engine block?
A. Wet and dry B. Cold and hot C. Wet and hot D. Dry and cold
Q3. The piston attaches to the crankshaft by what means?
A. Push rod B. Connecting rod C. Wrist pin D. Rocker arm
Q4. Timing gears are used in which type of engine?
A. Overhead cam B. Cam-in-block C. Dual overhead cam D. All of the above
Q5. What condition causes most cylinder sleeve casualties?
A. Lack of maintenance B. Lack of use C. Too much use D. Too much maintenance
Q6. The connecting rods are made in the shape of a/an ____ beam.
A. I B. A C. D D. E
Verbal Evaluation: 1………2………3………4…………5…………..

Experiment No. 2
Aim: To study and demonstrate working of two stroke S.I. Engine with cut section model and
identify and understand various functions each part perform during the working of a two stroke
S.I. Internal Combustion Engine.
Apparatus: Cut Section model of two stroke S.I. Engine

Time Allocation:
Theory: TWO STROKE ENGINES

In 1878, a British engineer introduced a cycle which could be completed in two strokes of
piston rather than four strokes as is the case with the four-stroke cycle engines. In this engine
suction and exhaust strokes are eliminated. Here instead of valves, ports are used. The exhaust
gases are driven out from engine cylinder by the fresh charge of fuel entering the cylinder
nearly at the end of the working stroke.
Working Principles of 2-Stroke petrol engine:

The working principle of 2-Stroke petrol engine is discussed below:-
1) 1st Stroke: To start with let us assume the piston to be at its B.D.C. position. The
arrangement of the ports is such that the piston performs two jobs simultaneously.
As the piston starts rising from its B.D.C. position it closes the transfer port and the exhaust
port. The charge (mixture, of the air and petrol) which is already there in the cylinder, as the
result of the previous running of the engine is compressed at the same time with the upward
movement of the piston vacuum is created in the crank case (which is gas tight). As soon as
the inlet port is uncovered; the fresh change in sucked in the crank case. The charging is
continued until the crank case and the space in the cylinder beneath the piston is filled with the
charge. As the end of third stroke, the piston reached the T.D.C. position.
2) 2nd Stroke: Slightly before the completion of the compression stroke, the compressed
charge is ignited by means of a spark produced at the spark plug.
Figure of Two stroke SI Engine
Pressure is exerted on the crank of the piston due to the combustion of the piston is pushed in the
downward direction producing some useful power. The downward movement of the will first close
the inlet port and then it will compress the charge already sucked in the crank case.
Just the end of power stroke, the piston uncovered the exhaust port and the transfer port
simultaneously the expanded gases start escaping through the exhaust port and the same time the
fresh charge which is already compressed in the crank case, rushed into the cylinder through the
transfer port and thus the cycle is repeated again.
The fresh charge coming into the cylinder also helps in exhausting the burnt gases out of the
cylinder through the exhaust port. This is known as scavenging.
Port Timing Diagram:
The port timing diagram gives an idea about how various operations are taking place in an engine
cycle. The two stroke engines have inlet and transfer ports to transfer the combustible air fuel
mixture and an exhaust port to transfer exhaust gas after combustion. The sequence of events such
as opening and closing of ports are controlled by the movements of piston as it moves from TDC
to BDC and vice versa. As the cycle of operation is completed in two strokes, one power stroke is
obtained for every crankshaft revolution. Two operations are performed for each stroke both above
the piston (in the cylinder) and below the piston (crank case). When compression is going on top
side of the piston, the charge enters to the crank case through inlet port. During the downward
motion, power stroke takes place in the cylinder and at the same time, charge in the crank case is
compressed and taken to the cylinder through the transfer port. During this period exhaust port is
also opened and the fresh charge drives away the exhaust which is known scavenging. As the
timing plays major role in exhaust and transfer of the charge, it is important to study the events in
detail. The pictorial representation of the timing enables us to know the duration and instants of
opening and closing of all the ports. Since one cycle is completed in one revolution i.e. 360 degrees
of crank revolution, various positions are shown in a single circle of suitable diagram.
Procedure:
1. Mark the direction of rotation of the flywheel. Always rotate only in clockwise direction when
viewing in front of the flywheel.
2. Mark the Bottom Dead Center (BDC) position on the flywheel with the reference point when
the piston reaches the lowermost position during rotation of the flywheel.
3. Mark the Top Dead Center (TDC) position on the flywheel with the reference point when the
Piston reaches the top most position during the rotation of flywheel.
4. Mark the IPO, IPC, EPO, EPC, TPO, and TPC on the flywheel observing the following
conditions.
5. Inlet port open (IPO) when the bottom edge of the piston skirt just opens the lower most part
of the inlet port during its upward movement.
6. Inlet port close (IPC) when the bottom edge of the piston fully reaches the lower most part of
the inlet port during its downward movement.
7. Transfer port open (TPO) when the top edge of the piston just open the top most part of the
Transfer port during its downward movement.
8. Transfer port close (TPC) when the top edge of the piston fully reaches the upper most part of
the transfer port during its upward movement
9. Exhaust port open (EPO) when the top edge of the piston just opens the top most part of the
exhaust port during its downward movement.
10. Exhaust port close (EPC) when the top edge of the piston fully reaches the upper most part of
the exhaust port during its upward movement
11. Measure the circumferential distance of the above events either from TDC or from BDC
whichever is nearer and calculate their respective angles.
12. Draw a circle and mark the angles
Calculations:
Angle = 360
L=
Where, L – Distance from nearest dead center in mm
Observation table:
Sl. No. Description Distance in mm Angle in degree

1 IPO before TDC
2 IPC after TDC
3 EPO before BDC
4 EPC after BDC
5 TPO before BDC
6 TPC after BDC
Result: The given two-stroke petrol engine is studied and the Port timing diagram is drawn
for the present set of values.
Viva Questions:
1. What is the difference between valves and ports?
2. How does the opening and closing of ports happen in two stroke engines?
3. What is the use of transfer port?
4. Give reason for larger exhaust port diameter than the transfer port.
5. What do you mean by scavenging?
6. What is the pressure developed in crank case?
7. What are the problems associated with two stroke engines?
8. What are the advantages of two stroke engines?
9. How are two stroke engines lubricated? Give the name.
10. Define compression ratio. Give the range of compression ratio for petrol and diesel engines.

Experiment No. 3
Aim: To study and demonstrate working of four stroke S.I. Engine with cut section model and
identify and understand various functions each part perform during the working of a four stroke
S.I. Internal Combustion Engine.
Apparatus: A cut section model of 4 stroke S.I. Engine, Chalk, Measuring tape, Paper.
Time Allocation:
Theory:
The cycle of operation in a four stroke petrol engine is completed in two revolutions of crank
shaft or four strokes of piston. Stroke is defined as the distance traveled by the piston from one
of the dead centers to the other dead centre. It is also equal to two times the crank radius. Hence
in a four stroke engine work is obtained only during one stroke out of the four strokes of the
piston required to complete one cycle. This engine works on Otto or constant volume cycle.
1. Suction stroke: To start with the piston is at or very near T.D.C. and the inlet valve is open
and exhaust valve is closed. As the piston moves from T.D.C. to B.D.C. rarefaction is formed
in the cylinder which causes the charge to rush in and fill the space vacated by the piston. The
charge consists of a mixture of air and petrol prepared by the carburetor. The admission of
charge inside the engine cylinder continues until the inlet valve closes at B.D.C.
2. Compression stroke: Both the valves are closed and the piston moves from B.D.C. to
T.D.C. The charge is compressed up to a compression ratio of 5:1 to 9:1 and pressure and
temperature at the end of compression are about 6 to 12 bar and 250º C to 300º C respectively.
3. Working, Power or Expansion stroke: When the piston reaches T.D.C. position, or just at
the end of compression stroke, the charge is ignited by causing an electric spark between the
electrodes of a spark plug, which is located somewhere in the walls of cylinder head. During
combustion the chemical energy of fuel is released and there is rise in temperature and pressure
of gases. The temperature of gases increases to about 1800º C to 2000º C and the pressure
reaches 30 to 40 bar. Up till now the volume of gases formed however remains almost constant
with both valves closed. Now the combustion products expand and push the piston down the
cylinder. The reciprocating piston motion is converted into rotary motion of crankshaft by a
connecting rod and crank. During expansion the pressure drops due to increase in the volume
of gases and absorption of heat by cylinder walls.
4. Exhaust stroke: Theoretically exhaust valve opens at the end of working stroke when the
piston is at B.D.C. position. But actually exhaust valve begins to open when about 85 % of the
working stroke is completed. A pressure of 4 to 5 bar at this instant forces about 60 % of the
burnt gases into the exhaust manifold at high speed. The remaining burnt gases are cleared off
the swept volume when the piston moves from B.D.C. to T.D.C. During this stroke the pressure
inside the cylinder is slightly above the atmospheric value. Some of the burnt gases are
however left in the clearance space. The exhaust valve closes shortly after the piston reaches
T.D.C. The inlet valve opens slightly before the end of exhaust stroke and the cycle repeats.
Valve Timing Diagram: A valve timing diagram is a representation of the positions of the
crank when the various operations as inlet valve opening, closing, exhaust valve opening and
closing and also the beginning and end of various strokes as given in the below figure.
Figure-Valve Timing Diagram
Procedure:
1. Remove the cylinder head cover and identify the inlet valve, exhaust valve and piston of
particular cylinder.
2. Mark the BDC and TDC position of flywheel. This is done by rotating the crank in usual
direction of rotation and observe the position of the fly wheel, when the piston is moving
downwards at which the piston begins to move in opposite direction. i.e from down to upward
direction . Make the mark on the flywheel with reference to fixed point on the body of the
engine. That point is the BDC for that cylinder .Measure the circumference. That point is TDC
and is diametrically opposite to the BDC.
3. Insert the paper in the tappet clearance of both inlet and exhaust valves.
4. Slowly rotate the crank until the paper in the tappet clearance of inlet valve is gripped, make
the mark on fly wheel against fixed reference. This position represent the inlet valve open
(IVO). Measure the distance from TDC and tabulate the distance and angle of rotation of
flywheel.
5. Rotate the crank further, till the paper is just free to move. Make the marking on the flywheel
against the fixed reference. This position represents the inlet valve close (IVC). Measure the
distance from BDC and tabulate the distance and angle of rotation of flywheel.
6. Rotate the crank further, till the paper in the tappet clearance of exhaust valve is gripped.
Make the marking on the flywheel against fixed reference. This position represents the exhaust
valve open (EVO). Measure the distance from BDC and angle of rotation of flywheel and
tabulate.
7. Rotate the crank further, till the paper is just free to move. Make the marking on the flywheel
against the fixed reference. This position represents the Exhaust valve close (EVC). Measure
the distance from BDC and tabulate the distance and angle of rotation of flywheel.
Calculations:
Angle = 360
L=
Where, L – Distance from nearest dead center in mm
Observation table:
Sl. No. Description Distance in mm Angle in degree
1 IVO before TDC
2 IVC after TDC
3 IGNITION
4 EVO after BDC
5 EVC after BDC
Results: The valve timing diagram for the given four stroke S.I. engine was drawn.
Viva Questions:
1. What is the difference between two stroke and four stroke S.I. engine?
2. How does the opening and closing of valve happen in four stroke engines?
3. What is the use of valve seats?
4. Name the main steps involved in the four stroke S.I. engine.
5. What do you mean by valve overlap?
6. What is importance of drawing a valve timing diagram?
7. What is a spark plug?
8. What are the advantages of four stroke engines?
9. How are four stroke engines lubricated?

Experiment No. 4
Aim: To study the constructional details and working principles involved in a two stroke and
four stroke diesel engines.
identify and understand various functions each part perform during the working of C.I. Internal
Combustion Engines.
Apparatus: Cut section model of 2 and 4 stroke C.I. Engine

Time Allocation:
Theory:
Four Stroke Diesel Engine:
The cycle of operation in a four stroke diesel engine is completed in two revolutions of
crankshaft or four strokes of piston using diesel oil as fuel. This engine works on diesel cycle.
Suction Stroke:
Starting of engine is done by an electric motor or manually. In both cases the energy is
supplied to the engine. In this stroke the inlet valve opens and the outlet valve remains closed.
Piston moves from T.D.C. to B.D.C. and in this way a vacuum is created in the cylinder. This
vacuum is filled by air alone and piston reaches to B.D.C.
Compression Stroke:
Both valves are closed. This time piston moves from B.D.C. to T.D.C. Air is compressed in
this stroke up to a compression ratio of 15:1 to 22:1 and a very high temperature is produced
due to high pressure. The high temperature is the only cause of combustion of the fuel. The
piston takes the power in this stroke from the flywheel. During this stroke the pressure and
temperature attain a high value of 40 to 60 bar and 600º C to 700º C.
Working Stroke / Expansion stroke/ Power Stroke:
At the end of compression stroke or when the piston reaches the T.D.C. position, a fine spray
of diesel is injected in the cylinder through injector. The fuel burns by the heat of compressed
air and due to its burning the power is produced. This power pushes the piston downward i.e.
from T.D.C. to B.D.C. The excess energy of the piston is stored in the flywheel of the engine,
which is further used for the remaining three strokes of the engine. The reciprocating motion
of the piston is converted into the rotary motion of the crankshaft by connecting rod and
crank. During expansion the pressure drops due to increase in volume of gases and
absorption of heat by cylinder walls.
Exhaust Stroke:
The exhaust valve begins to open when about 85% of the working stroke is completed. The
force of piston coming from B.D.C. to T.D.C. forces the burnt gases into the exhaust manifold.
Some of the gases are forced out due to higher pressure in the cylinder and the remaining gases
are forced out by the piston. Some of the burnt gases are however left inside the clearance
space. The exhaust valve closes shortly after T.D.C. The inlet valve opens slightly before the
end of exhaust and in this way the cycle repeats.
Figure: Working of 4-stroke Diesel engine

Two Stroke C.I. Engine:
In two stroke engines, the cycle is completed in one revolution of the crankshaft. In 2-stroke
engine, the filling process is completed by the charge compressed in crankcase or by a blower.
The induction of compressed charge moves out of the exhaust ports. Therefore, no piston
strokes are required for these two operations. Two strokes are sufficient to complete the cycle
one for compressing the fresh charge and other for expansion or power stroke.
Compression:
The air or charge is inducted in to the crankcase through the spring loaded inlet valve when
the pressure in crankcase is reduced due to upward motion of piston.
Expansion: During this, the charge in the crankcase is compressed. At the end the piston
uncovers the exhaust ports and cylinder pressure drops to the atmospheric pressure. Further
movement of piston opens the transfer ports, permitting the slightest compressed charge in the
crankcase to enter the engine cylinder.
Result: Constructional details & working principles for 2 stroke and 4 stroke diesel engines
were studied.
Viva Questions:
Q1. What is firing order?
Q2. What you mean by calorific value?
Q3. Explain diesel cycle.
Q4. What is CRDI?
Q5. What are the different Air – Fuel Mixtures on which an Engine can be operated?
Q6. The ignition quality of petrol is expressed by
(A) Cetane number (B) Octane number (C) Calorific value (D) All of these
Q7. In compression ignition engines, swirl denotes a
(A) Haphazard motion of the gases in the chamber
(B) Rotary motion of the gases in the chamber
(C) Radial motion of the gases in the chamber
(D) None of the above
Q8. If the temperature of intake air in IC engines is lowered, then its efficiency
will…………..
Q9.Only……………. is compressed in a Diesel engine cylinder?
Q10. Name two external combustion engines.

Experiment No. 5
Aim: To study the constructional details and working of air and water cooling systems of an
IC engine. Troubleshooting, Cleaning and servicing of cooling system.
Objective: To make students familiar with the cooling systems of an engine ability to
identify and understand various functions of the parts. To make students familiar with the
troubleshooting of cooling system.
Apparatus: A 4 stroke disassembled Engine, parts and accessories. Thermostat Valve,

thermometer, Water, Bucket.
Time Allocation:
Theory: A system, which controls the engine temperature, is known as a cooling system.
NECESSITY OF COOLING SYSTEM The cooling system is provided in the IC engine for
the following reasons:
• The temperature of the burning gases in the engine cylinder reaches up to 1500 to 2000°C,
which is above the melting point of the material of the cylinder body and head of the engine.
(Platinum, a metal which has one of the highest melting points, melts at 1750 °C, iron at
1530°C and aluminium at 657°C.) Therefore, if the heat is not dissipated, it would result in the
failure of the cylinder material.
• Due to very high temperatures, the film of the lubricating oil will get oxidized, thus producing
carbon deposits on the surface. This will result in piston seizure.
• Due to overheating, large temperature differences may lead to a distortion of the engine
components due to the thermal stresses set up. This makes it necessary for, the temperature
variation to be kept to a minimum.
• Higher temperatures also lower the volumetric efficiency of the engine.
Requirements of efficient cooling system

The two main requirements of an efficient cooling system are:
1. It must be capable of removing only about 30% of the heat generated in the combustion
chamber. Too much removal of heat lowers the thermal efficiency of the engine.
2. It should remove heat at a fast rate when the engine is hot. During the starting of the engine,
the cooling should be very slow so that the different working parts reach their operating
temperatures in a short time.
Types of cooling system:

There are two types of cooling systems:
(i) Air cooling system and
(ii) Water-cooling system.
Air cooling system

In this type of cooling system, the heat, which is conducted to the outer parts of the engine, is
radiated and conducted away by the stream of air, which is obtained from the atmosphere. In
order to have efficient cooling by means of air, providing fins around the cylinder and cylinder
head increases the contact area. The fins are metallic ridges, which are formed during the
casting of the cylinder and cylinder head.The amount of heat carried off by the air-cooling
depends upon the following factors:
(i) The total area of the fin surfaces,
(ii) The velocity and amount of the cooling air and
(iii) The temperature of the fins and of the cooling air.
Air-cooling is mostly tractors of less horsepower, motorcycles, scooters, small cars and small
aircraft engines where the forward motion of the machine gives good velocity to cool the
engine. Air-cooling is also provided in some small industrial engines. In this system, individual
cylinders are generally employed to provide ample cooling area by providing fins. A blower is
used to provide air.
Advantages of Air Cooled Engines
Air cooled engines have the following advantages:
1. Its design of air-cooled engine is simple.
2. It is lighter in weight than water-cooled engines due to the absence of water jackets, radiator,
circulating pump and the weight of the cooling water.
3. It is cheaper to manufacture.
4. It needs less care and maintenance.
5. This system of cooling is particularly advantageous where there are extreme climatic
conditions in the arctic or where there is scarcity of water as in deserts.
6. No risk of damage from frost, such as cracking of cylinder jackets or radiator water tubes.
Water cooling system

It serves two purposes in the working of an engine:
a) It takes away the excessive heat generated in the engine and saves it from overheating.
b) It keeps the engine at working temperature for efficient and economical working.
This cooling system has four types of systems:
(i) Direct or non-return system,
(ii) Thermo-Syphone system,
(iii) Hopper system and
(iv) Pump/forced circulation system.
Though the present tractor has a forced circulation system, it is still worthwhile to get acquainted
with the other three systems.
Non-Return Water Cooling System

This is suitable for large installations and where plenty of water is available. The water from a
storage tank is directly supplied to the engine cylinder. The hot water is not cooled for reuse but
simply discharges. The low H.P. engine, coupled with the irrigation pump is an example.
Thermo-Syphone Water Cooling System
This system works on the principle that hot water being lighter rises up and the cold water being
heavier goes down. In this system the radiator is placed at a higher level than the engine for the
easy flow of water towards the engine. Heat is conducted to the water jackets from where it is
taken away due to convection by the circulating water. As the water jacket becomes hot, it rises to
the top of the radiator. Cold water from the radiator takes the place of the rising hot water and in
this way a circulation of water is set up in the system. This helps in keeping the engine at working
temperature.
Disadvantages of Thermo-Syphone System
1 Rate of circulation is too slow.
2. Circulation commences only when there is a marked difference in temperature.
3. Circulation stops as the level of water falls below the top of the delivery pipe of the radiator.
For these reasons this system has become obsolete and is no more in use.
Hopper Water Cooling System
This also works on the same principle as the thermo-syphone system. In this there is a hopper on
a jacket containing water, which surrounds the engine cylinder. In this system, as soon as water
starts boiling, it is replaced by cold water. An engine fitted with this system cannot run for several
hours without it being refilled with water.
Force Circulation Water Cooling System
This system is similar in construction to the thermo-syphone system except that it makes use of a
centrifugal pump to circulate the water throughout the water jackets and radiator. The water flows
from the lower portion of the radiator to the water jacket of the engine through the centrifugal
pump. After the circulation water comes back to the radiator, it loses its heat by the process of
radiation. This system is employed in cars, trucks, tractors, etc.
Figure : Force Circulation Water Cooling System

Parts of Liquid Cooling System
The main parts in the water-cooling system are:
(i) water pump, (ii) fan, (iii) radiator and pressure cap, (iv) fan belt (v) water jacket, (vi) thermostat
valve, (vii) temperature gauge and (viii) hose pipes.
Water Pump
This is a centrifugal type pump. It is centrally mounted at the front of the cylinder block and is
usually driven by means of a belt. This type of pump consists of the following parts: (i) body or
casing, (ii) impeller (rotor), (iii) shaft, (iv) bearings, or bush, (v) water pump seal and (vi) pulley.
The bottom of the radiator is connected to the suction side of the pump. The power is transmitted
to the pump spindle from a pulley mounted at the end of the crankshaft. Seals of various designs
are incorporated in the pump to prevent loss of coolant from the system.
Fan
The fan is generally mounted on the water pump pulley, although on some engines it is attached
directly to the crankshaft. It serves two purposes in the cooling system of a engine.
(a) It draws atmospheric air through the radiator and thus increases the efficiency of the radiator
in cooling hot water.
(b) It throws fresh air over the outer surface of the engine, which takes away the heat conducted
by the engine parts and thus increases the efficiency of the entire cooling system.
Radiator
The purpose of the radiator is to cool down the water received from the engine. The radiator
consists of three main parts: (i) upper tank, (ii) lower tank and (iii) tubes.
Hot water from the upper tank, which comes from the engine, flows downwards through the tubes.
The heat contained in the hot water is conducted to the copper fins provided around the tubes.
An overflow pipe, connected to the upper1 tank, permits excess water or steam to escape. There
are three types of radiators: (i) gilled tube radiator, (ii) tubular radiator (Fig. b) and (iii) honey
comb or cellular radiator (Fig. c)
Gilled tube radiator:

This is perhaps the oldest type of radiator, although it is still in use. In this, water flows inside the
tubes. Each tube has a large number of annular rings or fins pressed firmly over its outside surface.
Tubular radiator: The only difference between a gilled tubes radiator and a tubular one is that in
this case there are no separate fins for individual tubes. The radiator vertical tubes pass through
thin fine copper sheets which run horizontally.
Honey comb or cellular radiator: The cellular radiator consists of a large number of individual
air cells which are surrounded by water. In this, the clogging of any passage affects only a small
parts of the cooling surface. However, in the tubular radiator, if one tube becomes clogged, the
cooling effect of the entire tube is lost.
Thermostat Valve
It is a kind of check valve which opens and closes with the effect of temperature. It is fitted in the
water outlet of the engine. During the warm-up period, the thermostat is closed and the water pump
circulates the water only throughout the cylinder block and cylinder head. When the normal
operating temperature is reached, the thermostat valve opens and allows hot water to flow towards
the radiator .Standard thermostats are designed to start opening at 70 to 75°C and they fully open
at 82°C. High temperature thermostats, with permanent anti-freeze solutions (Prestine, Zerex,
etc.), start opening at 80 to 90°C and fully open at 92°C.
Types of thermostat
There are three types of thermostats: (i) bellow type, (ii) bimetallic type and (iii) pellet type.
Bellow type valve: Flexible bellows are filled with alcohol or ether. When the bellows is heated,
the liquid vaporizes, creating enough pressure to expand the bellows. When the unit is cooled, the
gas condenses. The pressure reduces and the bellows collapse to close the valve.
Bimetallic type valve: This consists of a bimetallic strip. The unequal expansion of two metallic
strips causes the valve to open and allows the water to flow in the radiator.
Pellet type valve: A copper impregnated wax pellet expands when heated and contracts when
cooled. The pellet is connected to the valve through a piston, such that on expansion of the pellet,
it opens the valve. A coil spring closes the valve when the pellet contracts.
Procedure:
Servicing & cleaning of cooling system
For smooth and trouble-free service, the cooling system should be cleaned at periodic intervals to
prevent the accumulation of excessive rust and scale. The commercial cleaning compounds
available must be carefully used in accordance with the manufacturers' instructions.
A general cleaning procedure is outlined below. If a considerable amount of scale and rust has
accumulated, it may not be possible that cleaning alone will remove it. In that case, the radiator
and engine water jackets must be flushed out with special air pressure guns.
Cooling system cleaning procedure
It involves the following steps.
1. Drain the system by opening the drain cocks. Prepare a solution of washing soda and water,
with a ratio of 1 kg soda to 10 litres of water. Fill up this solution in the radiator and engine block
and run the engine on idle load for 8 to 10 hours. Drain this solution and flush the system with
clean water.
2. In case the scale formulation is hard and cannot be completely removed with washing soda,
another cleaning agent can be prepared with 40 parts of water, 5 parts of commercial hydrochloric
acid and 1 part of formaldehyde. This solution is allowed to remain in the system for 2 to 3 hours
at normal load. Afterwards this could be drained and the system flushed with clean water.
3. Pressure flushing: In this the air pressure is used to both agitate and circulate the water through
the cooling system.
(a) Straight flushing: Connect the lead-away hose to the water outlet connection on the engine.
Insert the flushing gun in the hose attached to the water pump inlet connection. Turn on the water
until the water passages are filled and the release the air in short blasts, allowing the water to fill
the engine after such blasts.
(b) Reverse flushing: Before making connections for reverse flushing the thermostat should be
removed from the cooling system. The procedure for this is outlined below:
(i) Radiator: Disconnect the top hose of the radiator from the engine and attach a lead-away hose
to the radiator. Disconnect the bottom of the radiator from water pump and attach the flushing gun.
Connect water and air hoses to the gun. Turn on the water and fill the radiator to the top. Release
the air in short blasts and allows the water to fill the radiator between each blast. Continue the
operation until the water from the lead-away hose is clear,
(ii) Engine: Connect the lead-away hose to the inlet of the water pump and the flushing gun to the
water outlet of the pump on the cylinder head. Follow the same procedure.
Results:
Viva Questions:

Experiment No. 6
Aim: To test thermostat valve.
Objective: To make students familiar with the thermostat valve and it’s testing.
Apparatus: Spanner set, Screw driver set, Combination Plier, Thermostat valve,
thermometer, Water, Immersion Water Heater, Bucket.
Time Allocation:
Theory:
What Does the Engine Thermostat Do?
If an engine is too hot, it can actually warp and become damaged. But when it's cold, it doesn't
run efficiently. So it is important to keep the engine at the right temperature, which is where
the thermostat comes in. An engine's thermostat regulates the temperature of the engine by
controlling coolant flow.
The coolant cools the engine down. The engine thermostat can open and close. When it's
open, the coolant flows through, lowering the temperature of the engine; when it's closed, the
coolant is blocked until the engine warms up. Engine manufacturers will install a thermostat
that opens at the engine operating temperature (usually either 180 or 212°F, or 82 or 100°C).
While the thermostat controls coolant flow, the radiator's job is to cool the fluid. The flow of
coolant does not cycle through the radiator unless it is hot and needs to be cooled.
1. When an engine is cold, the radiator fluid is cold, so the thermostat is in the closed
position. In this position, coolant will only flow in the engine. It will not be able to leave
the engine to cycle through the radiator to be cooled.
2. When the engine starts up, and the coolant warms. When the coolant reaches a specific
temperature, the thermostat opens. Each thermostat is gauged to open at a specific
temperature. Once it opens, the coolant can circulate through to the radiator to be cooled.
Figure: Thermostat Valve
Figure: Coolant Flow Circuit

Procedure:
Removal and Testing
If you are still unsure whether the thermostat is stuck, perform the following procedure to get
an accurate diagnosis.
1. Disconnect the negative battery cable.
2. Drain some of the coolant (1.5 liter should be enough) so the fluid won't pour out when
you perform the next step.
3. Remove the upper radiator hose.
4. Remove the thermostat housing.
5. Remove the thermostat.
6. Locate and write down the temperature stamped on the lip of the thermostat.
7. Fill a bucket with cold water and a thermometer and place an immersion water heater to
heat water.
8. Place the thermostat into the cold water.
9. Turn the water heater ON.
10. Watch the thermometer. When the temperature rises to the number you recorded in step
#6, the thermostat will start to open. If it does not, or if it doesn't open until reaching a
different temperature (hotter usually), then the thermostat is bad and should be replaced.
If it opens at the designated temperature, then the thermostat is just fine.
Observation Table:
Sr. Description Temperature (C)

No.
1 Manufacturer Temp.
2 TMV start to Open
3 TMV Fully Open
4 TMV Start to Close
5 TMV Fully Close
Results: Thermostat Valve working was tested against various temperatures as per
manufacturer instructions.
Viva Questions:
Q1: What is Antifreeze Solution?
Q2: What will happens to an engine if you remove thermostat valve?
Q3: What is a pressure cap?
Q4: Cooling system in an engine is a………
A. Open system B. Closed System C. Isolated System.
Q5. What is the function of water pump?

Experiment No. 7
Aim: To Dismantle Amal Carburetor. Locate and note down the function of various parts.
Clean adjust and reassemble.
Objective: To make students familiar with the Carburetors and Carburettor adjustments.
Apparatus: Amal carburettor, Screw driver set and Plier.
Time Allocation:
Theory:
A carburettor is a device used to mix up the fuel with air, to supply to the petrol engine. It
measures the required quantity of fuel to atomize into minute particles to mix with correct
quantity of air as per the load conditions of the engine.
Air Fuel Ratio:

A mixture of air fuel ratio of 15:1 means that the mixture strength is having15 parts of air and
one part of petrol by weight. There is, however a range of air fuel ratio within which
combustion of fuel can occur. This range of air fuel ratio lies from 8:1 to 22:1. This range of
air fuel ratio also has the limit between which combustion takes place i.e. the lower limit and
the upper limit.
Under lower limit, air fuel ratio lies between 8:1 to 10:1 by weight and the mixture is called
rich mixture. Whereas under the upper limit, the air fuel ratio lies between 20:1 to 22:1 by
weight and the mixture is called lean or weak mixture. The carburettor supplies varying
proportion of air fuel ratio to have maximum performance of the engine under all operating
conditions.
The various air fuel ratios are:
1. Air fuel ratio for starting: 10:1
2. Air fuel ratio for idling: 10:1 to 11:1
3. Air fuel ratio for economy running i.e. cruising: 15:1 to 17:1
4. Air fuel ratio for power: Additional fuel for enriching the mixture for extra power along
with economy running
5. Air fuel ratio for acceleration: Enriching the mixture for a short time while during
acceleration.
Amal carburettor:
Amal Carburettor is used in small petrol engines like, motor cycles and scooters. The
constructional features and working principle is shown in figure. The mixture is controlled by
the throttle valve according to the speed of the engine. This is achieved by the tapered needle,
which regulates the area of the main jet. The float in the float chamber keeps the level of the
fuel constant.
Procedure:
Amal carburettor has two main parts, the float body and the main body.
1. Dismantle the float body by loosening the cap bolts and review the float, needle valve and
needle seat.
2. The main body consists of the throttle valve fitted with the taper needle housed in the jet
block. Disassemble and review. Assure that needle valve and jet block are not worn out. If
so replace in set
3. Use compressed air for cleaning the jets.
4. Never clean jets with any type of wire or metal instrument, as the jet diameter may get
enlarged which may cause excess fuel supply.
5. Assemble all the parts in the reverse order of disassembly after thoroughly cleaned and
reviewed.
Figure: Amal Carburettor
Precaution:
1. Assemble the dismantled parts only after thorough cleaning and washing in petrol.
2. Make use of proper type and size of tools for dismantling and assembling.
3. Replace all worn out parts and matching parts in sets.
Results: Amal carburettor dismantled, cleaned and assembled.

Viva Questions:
Q1. What is choke?
Q2. How choke is applied on a carburettor?
Q3. What is Venturi in a carburettor?
Q4. How idling setting is done on a amal carburettor?
Q5. What is function of needle valve in a amal carburettor? How it is operated?

Experiment No. 8
Aim: To study and demonstrate working of a turbocharger. Dismantle and reassemble the
same.
Objective: To make students familiar with the turbocharger, it’s working and
troubleshooting.
Apparatus: Turbocharger, Screw driver set, Open ended spanner set, Combination plier
Time Allocation:
Theory:
A turbocharger is a positive feedback unit, in which as exhaust flow increases, the turbine of
the turbocharger increases, which increases the pressure or boost supplied to the intake system.
As engine rpms increase, turbo boost increases to a point where the waste gate regulates it.
Constructional Details: A turbocharger is made up basically of 3 sections: a center body consisting
of the shaft housing, an intake housing and an exhaust housing. The center housing is a shaft with the
turbine fins attached on each side; the bearings and seals of the shaft are in the center housing.
Working of Turbochargers:
The exhaust of the engine flows through the exhaust housing and turns the turbine on the
exhaust side, which in turn turns the intake turbine that pressurizes the air going into the intake.
There is a wastegate on the exhaust side that regulates how much of the exhaust pressure is
applied to the turbo and how much bypasses it. Without the wastegate, the pressure could build
to a point of destroying the engine. The wastegate is the turbocharger's "failsafe", for lack of a
better term.
The air to the intake is usually cooled by an intercooler, which uses the engine cooling system
to reduce the high temperature of the air before it goes into the intake system. The cooler the
air into the cylinders, the denser the fuel/air mixture can be. So for optimum efficiency, the air
going into the cylinders needs to be as cool as it can be.
A turbocharger is an exhaust-driven air compressor. It becomes an air compressor by utilizing
expanded exhaust gases from the engine. The exhaust gas pressure and the heat energy
extracted from the gas causes the turbine wheel to rotate, thus driving the compressor wheel
through a common shaft. Exhaust temperature and pressure drop as they pass through the
turbine housing and into the atmosphere. The rotating compressor wheel draws air in and the
blades accelerate and expel the air into the compressor housing. Once into the compressor
housing, the air is compressed and flows toward the intake manifold, pressurizing the intake
in a measurable form we call boost pressure.
Figure: Turbo Charger
Figure: Turbo Charger Waste Gate Mechanism

Troubleshooting & Remedy:
Normally most problems occur with turbochargers when foreign debris gets into the turbine
blades and binds the turbines or when the oil drain tube becomes clogged with hardened oil
that has gone from the extreme heat of the turbo to the cooler oil drain tube. When the oil
drain tube becomes clogged, the oil builds up in the center housing, having place to go, it
pushes out the shaft seals and often creates an extremely smoky engine. With regular oil
changes and servicing, turbochargers can be pretty reliable.
Procedure:
A Turbocharger has two main sections, the Compressor section and the Turbine section.
1. Dismantle & Disconnect the Waste gate, waste gate links by loosening the bolts.
2. Dismantle the Compressor and turbine casing by loosening the bolts.
3. Loose turbine nuts and take out turbine and compressor.
4. Now check the bearing, shaft & seals conditions if worn-out replace in set.
5. Check for lubricant leakages and rectify the same.
Assemble all the parts in the reverse order of disassembly after thoroughly cleaned and
reviewed
Precaution:
1. Don’t use excessive force while dismantling the turbocharger.
2. Don’t use hammers to strike nut and bolts, it can damage the turbine and compressor
casing.
Result: Turbocharger dismantled, cleaned and assembled.

Viva Questions:
Q1. What is purpose of supercharging?
Q2. The supercharging in Petrol engine is not common because
i. Greater fuel consumption as compare to naturally aspirated engines
ii. Pre-ignite or detonation takes place
iii. The supercharged engine employs low compression ratio
iv. All of these
Q3. What is a waste gate?
Q4. How lubrication of a Turbocharger is achieved?
Q5. In Petrol engine, during supercharging…………….. is compressed.

Experiment No. 9
Aim: To Study Different Types of Ignition System Requirements of Ignition Systems.
Objective: To make students familiar with the Ignition systems and their working.
Apparatus: A 4 stroke disassembled Engine, parts and accessories.
Time Allocation:
Theory:
The important requirements of the spark ignition systems are listed below:
1. The voltage across the spark plug electrodes should be sufficiently large to produce an arc
required to initiate the combustion. The voltage necessary to overcome the resistance of the
spark gap and to release enough energy to initiate the self-propagating flame front in the
combustible mixture is about 10,000 to 20,000 volts.
2. The intensity of spark should lie in a specified limit because too high intensity may burn the
electrodes and too low intensity may not ignite the mixture properly.
3. The volume of the mixture (clearance volume) at the end of compression should not be too
large; otherwise the spark produced may not be sufficient to ignite the whole charge. There is
definite relation between the size of the spark and clearance volume.
4. There should be no missing cycle due to failure of spark.
5. In a multi-cylinder engine, there must be arrangement (distributor) to carry this voltage to
the right cylinder at the right time.
Battery ignition system:

The function of battery ignition system is to product high voltage spark and to deliver it to the
spark plugs at regular intervals and at the correct time with respect to the crank position. The
Required components of the system are listed below:
1. A battery of 6 to 12 volts.
2. Induction coil.
3. Contact breaker.
4. Condenser.
5. Distributor.
6. Spark-Plugs.
Figure a: Battery Ignition System

The arrangement of all the components of battery ignition system for 4-cylinder engine is
shown in Figure a . The source of current is the storage battery and it is connected to the
primary of the induction coil through starting switch as shown in the figure. The other end of
the primary coil is connected to the breaker and through it to the ground, when the breaker
contact points are closed. (In the figure, the breaker contact points are shown in open position).
As one terminal of the battery is grounded, the circuit is closed by passing the current from the
battery through the starting switch, primary coil, contact breaker, ground and back to the
battery when contact points are closed.
The induction coil consists of primary winding usually 100 to 200 turns and a secondary
winding usually 10,000 turns. Both windings are mounted on soft iron core.
The contact breaker consists of contact points, camshaft on which a cam is mounted which is
used to break and make the contacts between the contact points.
The distributor consists of distributor arm, as shown in figure. The arm is mounted on a
camshaft and is rotated at half the speed of crankshaft. The function of the arm is to make the
contact with each spark plug as shown in figure.
The distributor unit generally includes the contact breaker also to make the unit more compact,
as both are driven by the same cam-shaft.
A condenser is included in the circuit as shown in the figure.
Figure b: Battery Ignition system for single cylinder engine
Working of battery ignition system:

Current from battery pass through the ignition switch if it is closed and it goes to primary
winding of induction coil through ammeter. Now this current passes through contact breaker
point. If contact breaker point is closed, it goes to earth, and earth to earth circuit is complete.
Since square edge cam, is mounted on the cam shaft which is rotating at a speed half of that
crank shafts (four stroke engine) which open and close the contact breaker point. In case the
contact break point is open, in that case there is change in lines of magnetic flux in the primary
winding of induction coil and induced EMF is induced in the secondary winding induction
coil. Magnitude of voltage of secondary current depends upon the number of turns in secondary
winding of induction coil.
Primary winding consist of 200-300 turns of thick wire (20 SWG) and secondary winding is
having 10000 number of turns of fine wire (SWG). Hence the secondary current has a voltage
of 2000 to 30,000 volts.
Now high voltage current goes to distributor, where rotor arm, mounted on cam shaft,
distributes the high voltage to spark plugs in a specific firing order (say 1,3,4,2 Or 1,3,2,4).
This specific firing order is adopted to get uniform torque on the crank shaft.
This high voltage current is sufficient to overcome the resistance of air gap between the two
electrodes of spark plug and current jumps from central electrode to outer electrode and spark
is produced. Combustion of charge takes place.
A condenser is also connected in parallel to contact breaker point to check the sparking at
contact breaker point.
Magneto ignition system working:

The arrangement of the Magneto-Ignition system is shown in Figure b. The only difference
between battery and Magneto system is that the battery is replaced by the rotating magnet. As
the magneto rotates, the voltage and current is generated in the primary and circuit is completed
passing the current through the contact breaking point and through the ground. As the current
passes through the primary coil through the contact breaker, the circuit is completed through
ground.
As the camshaft rotates, the cam 1 opens the contact breaker and interrupts the flow of current
in the primary. This causes the decay in the magnetic field lines and cuts the lines of magnetic
field in the secondary, and a high voltage is generated in the secondary. The process of
generating the high voltage in the secondary is known as induction phenomenon. The voltage
generated in the secondary depends upon the ratio of number of turns in the secondary and
primary.
The purpose of the condenser is to suck the current from the primary when the primary circuit
is broken which helps to decay the magnetic field rapidly and enhance the process of increasing
the voltage in the secondary. The high voltage generated in the secondary is carried through
the distributor through point 1 to spark plug 1, the spark is generated due to high voltage across
the spark plug gap. In the meantime, cam-1, goes out of action and contact points touch each
other and completes the primary circuit. Again the cam-2 breaks the contact points and the
process described above is repeated and the spark is carried to the distributor and then to the
next spark plug. In this way during one rotation of the camshaft, each spark plug in each
cylinder ignites the mixture and power is generated.
In a 4-stroke engine, after every two rotations, power is developed, therefore only once the
spark must occur therefore the camshaft rotates at half rpm of the crankshaft. The camshaft is
rotated by transmitting the power from the crankshaft through bevel gear as shown in Fig
Figure c: Magneto Ignition System
Results: Battery and Magneto Ignition systems and their working was studied
Viva Questions:
Q1. What is aim of magneto ignition system and where it is used?
Q2. State the three major differences between battery and magneto ignition systems.
Q3. On what factor, the shape of cam is used?
Q4. The induction coil steps up low voltage current of 6 or 12 volts to high voltage current
upto about
Q5. The following is known as ‘Breaker less Ignition system’
(A) Battery coil ignition system (B) Magneto Ignition system
(C) Electronic Ignition system (D) Capacitive discharge Ignition system

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SCHOOL OF MECHANICAL & AUTOMOBILE

LABORATORY MANUAL FOR IC ENGINE

Apparatus: A 4 stroke disassembled Engine, parts and accessories.

Figure 1 –Dry Cylinder Sleeve Figure 2 – Wet Cylinder Sleeve

Figure 3 - Sleeve casualty

Figure 4- Core Hole Plugs Figure 5 – Crankcase

Figure 6- Air Cooled Crankcase

Figure-7 Cylinder Head

Figure-8 Exhaust Manifold

Figure-9 Intake Manifold

10. Oil Pan

12. Intake and Exhaust Gaskets

13. Oil Pan Gasket

Figure- 11 Synthetic rubber seal

(ii) Moving Parts of an Engine:

Figure 14- Piston Skirts

Figure 15- Cam Ground Piston

Figure 16- Connecting Rod

18. Valve Train

23. Valve and Valve Seats

Figure 21 — Valve Seats

24. Valve Guides

Figure 22 — Valve Guides

25. Timing Gears

Figure 23 — Timing Gears

Figure 24 — Engine Bearings

Results: Various parts of IC engine were noted and identified.

Verbal Evaluation: 1………2………3………4…………5…………..

Apparatus: Cut Section model of two stroke S.I. Engine

Theory: TWO STROKE ENGINES

Working Principles of 2-Stroke petrol engine:

Sl. No. Description Distance in mm Angle in degree

Verbal Evaluation: 1………2………3………4…………5…………..

Figure-Valve Timing Diagram

Verbal Evaluation: 1………2………3………4…………5…………..

Apparatus: Cut section model of 2 and 4 stroke C.I. Engine

Figure: Working of 4-stroke Diesel engine

Verbal Evaluation: 1………2………3………4…………5…………..

Apparatus: A 4 stroke disassembled Engine, parts and accessories. Thermostat Valve,

Requirements of efficient cooling system

Types of cooling system:

Air cooling system

Water cooling system

Non-Return Water Cooling System

Figure : Force Circulation Water Cooling System

Gilled tube radiator:

Verbal Evaluation: 1………2………3………4…………5…………..

Figure: Coolant Flow Circuit

Sr. Description Temperature (C)

Verbal Evaluation: 1………2………3………4…………5…………..

Air Fuel Ratio:

Results: Amal carburettor dismantled, cleaned and assembled.

Verbal Evaluation: 1………2………3………4…………5…………..

Figure: Turbo Charger

Figure: Turbo Charger Waste Gate Mechanism

Result: Turbocharger dismantled, cleaned and assembled.

Verbal Evaluation: 1………2………3………4…………5…………..

Battery ignition system:

Figure a: Battery Ignition System

Figure b: Battery Ignition system for single cylinder engine

Working of battery ignition system:

Magneto ignition system working:

Figure c: Magneto Ignition System