ACKNOWLEDGEMENT

It’s my pleasure to present this seminar on “Digital twin spark ignition tech-
nology ” towards partial fulfillment of TE (MECHANICAL) course of Savitribai
Phule University of Pune.

I take this opportunity to convey my regards to Mrs.V.V.Ahire madam for

her expert guidance in during preparation of this seminar.

I also owe my sincere gratitude to Dr.S.P.Mogal Head of the department of

mechanical engineering for giving me the opportunity to present this seminar. I
thank the entire staff and faculty of NDMVP’S KBT COE, for providing the nec-
essary infrastructure and supports this seminar. Lastly I would like to thank my
parents and friends for their support during the seminar work.

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ABSTRACT

One of the requirements of an efficient engine is the correct amount of heat shock,
delivered at the right time. This requirement is the responsibility of the ignition
system. Digital ignition system is same as an electronic ignition system in which
spark timing is controlled by a computer that continuously adjust ignition timing
to obtain optimum combustion.

The digital spark ignition is the best alternative for conventional ignition system.
Computerized control gives accurate timing for all operating conditions. At the
same time use of two spark plugs improves thermodynamic efficiency and power
available. It is also good solution to reduce pollution since it minimizes emission
levels. Also it is flexible enough in mounting location. This is important because
today’s smaller engine compartment.

Thus it is better in all areas like power, speed, efficiency and clean emission and
hence it has brought a new evaluation in automobile industry.

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Contents

1 INTRODUCTION 1
1.1 Purpose of Ignition System . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Conventional Single Spark Plug Ignited Four-Stroke Engine . . . . 1
1.3 Digital Twin Spark System . . . . . . . . . . . . . . . . . . . . . . 2

2 LITERATURE REVIEW 3

3 DTSI SYSTEM: TERMINOLOGY 5

3.1 DTSI SYSTEM: TERMINOLOGY . . . . . . . . . . . . . . . . . . 5
3.1.1 Engine RPM . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.1.2 Engine Load . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.2 Digital Ignition system . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.2.1 Main Characteristics of DTSi System . . . . . . . . . . . . . 7
3.2.2 Benefits of Twin Spark . . . . . . . . . . . . . . . . . . . . . 7

4 DTSI SYSTEM: CONSTRUCTIONAL DETAIL 8

5 DTSI SYSTEM: WORKING 10

5.1 CDI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5.2 TRICS III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

6 PERFORMANCE OF DTSI SYSTEM 12

6.1 Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
6.2 Fuel Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
6.3 Statistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

7 LATEST DEVELOPMENT IN DTSI ENGINES 15

7.1 Digital Twin Spark – Swirl Induction (DTS - Si) . . . . . . . . . . . 15
7.2 Digital Twin Spark – Fuel Injection (DTS - Fi) . . . . . . . . . . . 16
7.3 Digital Triple Spark Ignition . . . . . . . . . . . . . . . . . . . . . . 16

8 ADVANTAGES AND DISADVANTAGES 18

8.1 Advantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
8.2 Disadvantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

9 CONCLUSION 20

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List of Figures

1.1 Conventional Single Spark DTSi Ignition system . . . . . . . . . . 2

3.1 Effect of speed on ignition timing (at High Speed at Low Speed) . 6
3.2 Cut Section view of DTSi Engine of Pulsar 2 Valve DTSi engine . . 7

4.1 CAD view of Pulsar 180cc 4valve DTSi Engine . . . . . . . . . . . . 9

6.1 Comparison of Performance of Old New DTSi Pulsars . . . . . . . 12

6.2 Comparison of Power of Old Pulsar 180 New DTSi Pulsar 180 . . . 13
6.3 Comparison of various aspects in 150cc category . . . . . . . . . . . 14
6.4 Comparison of various aspects in 125cc category. . . . . . . . . . . . 14

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Chapter 1

INTRODUCTION

1.1 Purpose of Ignition System

For each cylinder in an engine, the ignition system has three main jobs:

1. It must generate an electrical spark they have enough heat to ignite the air
fuel mixture in the combustion chamber.
2. It must maintain the spark long enough to allow for the combustion of all the
air-fuel mixture in the cylinder.
3. It must deliver the spark to each cylinder so combustion can begin at the
right time during the compression stroke to each cylinder.

When the combustion process is completed, a very high pressure is exerted against
top of the piston. This pressure pushes the piston down on its power stroke and is
the force that gives the engine power. For an engine to produce maximum power
it can, the maximum pressure from combustion should be present when the piston
is at 10 to 23 degrees after the top dead centre. Because combustion of air-fuel
mixture within the cylinder takes short period of time, usually in milliseconds, the
combustion process must begin before the piston is on its power stroke. Therefore,
the delivery of the spark must be timed to arrive at some time before the piston
reaches the top dead centre.

1.2 Conventional Single Spark Plug Ignited Four-Stroke

Engine
The orthodox single cylinder four-stroke spark ignition engine is generally equipped
with a single spark plug. The fresh charge (air – fuel mixture) that entered the
cylinder during the suction stroke is compressed during the compression stroke
resulting in the increase of pressure and temperature of the charge. The spark
plug, usually situated at one end of the combustion chamber, ignites the air-fuel
mixture and the ensuing flame spreads like a slowly inflating balloon. There is an
inevitable delay for this inflating balloon to reach the furthest part of the com-
bustion chamber. So, there are pockets of poor combustion within the chamber

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 DTSi TECHNOLOGY

Figure 1.1: Conventional Single Spark DTSi Ignition system

and, overall, the combustion is slow and inefficient. But there are some problems
that single spark flame propagation cannot give optimal combustion hence DTSi
system is invented and Patented by Bajaj Auto.

1.3 Digital Twin Spark System

The Digital Twin Spark Ignition technology, patented by Bajaj Auto, takes care
of this slower combustion problem in a simple way. The cylinder head is equipped
with two spark plugs, instead of the usual one. By generating two sparks at either
ends of the combustion chamber, (approximately 90 to the valve axis) the air-
fuel mixture gets ignited in a way that creates two flame fronts and, therefore, a
reduction in flame travel of the order of 40 per cent is achieved. A fast rate of
combustion is achieved leading to faster rise in pressure. The obvious outcome
of this is more torque, better fuel efficiency and lower emissions. An electronic
device (microprocessor) controls the firing order of these twin spark plugs. The
fresh charge that entered the cylinder during the suction stroke is compressed
during the compression stroke. Then a spark will be ignited by one of the twin
spark plugs and the flame front begins to expand like an inflating balloon. In the
mean while another spark will be ignited by another spark plug as per controls
of the microprocessor. The flame front also begins to expand like an inflating
balloon. Therefore the areas that are not covered by the first flame front will be
covered by second flame front resulting in the complete rapid combustion of the
fuel. This technology is incorporated in Bajaj bikes since 2003, in series of Pulsar
and Discover.

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Chapter 2

LITERATURE REVIEW

James N Mattavi,et al, (2013,vol 2) can be summarized as – improved tradeoff

between efficiency and NOX emissions, greater tolerance towards EGR (exhaust
gas recirculation) or excess air, reduction in cb-c fluctuations of engine power,
which can improve vehicle drivability and greater knock resistance, thereby allow-
ing fuel economy with higher compression ratios. Multiple ignition system is one
of the techniques to achieve rapid combustion. Multiple spark plug engines often
use the initiation of flame propagation at two or more number of points in the
combustion chamber depending on the number of spark plugs employed. If two
plugs are employed the flame front travels from two points in the cylinder and the
effective distance to be travelled by each flame is reduced.

Arpit Dubey (2014),M.L.Mathur et al,(2006) the multiple spark plugs at different

location creates multiple flame fronts, thus reducing the time and effective dis-
tance travelled by the flame front in combustion chamber. Bajaj auto has claimed
that introduction of triple spark system has reduced the spark ignition timing by
15.The ignition process is further improved by DTS-I technology, TRIICiii and
intelligent CDI to control no. of spark plugs working at a time and vary their
sparking timing according to load(throttle),engine rpm and engine temperature.

Hardik bambhania et al,(2016,vol 4) studied DTS-i engine under various com-

pression ratio. Result shows that compression ratio increased from 9.65 to 9.85.
Torque, Power and Specific consumption per liter increased and fuel consumption
and emission decreased due to rapid fuel combustion by twin spark plug. At part
load condition engine can run under leaner condition with excellent stability at
Lambda of 1.2. Maximum flame travel length was reduced by 18 on a bore size of
57 mm (150 DTS-i).

Prabhkar et al, (April 2016) carried the study on the conventional engines em-
ployed a single spark plug in its engine for igniting the mixture of fuel and air.
But to have more effective burning of the mixture in order to increase the power
output and reduce the wastage of this mixture as unburnt, the number of spark
plug was doubled for efficient burning of the mixture. Two spark plugs helped in
igniting the fuel from two directions rather than one, as in conventional engines.
This new technology was termed as “Twin Spark Ignition System”. Although this

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 DTSi TECHNOLOGY

technological trend proved to be sufficient, a new well-improvised ignition system

was given birth and named as “Triple Spark Technology” involving the use of three
spark plugs rather than one or two.

Narasimha Bailkeri, Krishna Prasad and Shrinivasa Rao B.R et al, (2018) done
a comparative study of performance of dual plug and single plug spark ignition
engine at different compression ratios. They found that performance of dual plug
engine was comparatively better than the conventional single plug ignition engine
under all three compression ratios. They also found considerable improvement in
thermal efficiency, and reduction in HC and CO emissions in dual plug mode of
operation. However, there was a small increase in NOX emission.

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Chapter 3

DTSI SYSTEM:
TERMINOLOGY

3.1 DTSI SYSTEM: TERMINOLOGY

Ignition timing refers to the precise time spark offers and is specified by referring
to the position of the piston in relation with crank shaft rotation. Ignition timing
reference marks can be located on engine parts and on a pulley or fly –wheel to
indicate the position of the piston. Vehicle manufacturer specify initial or base
ignition timing. When the marks are aligned at TDC or 0, the piston in cylinder
is at TDC of its compression stroke. Additional numbers on a scale indicates the
number of degrees of crank shaft rotation before TDC or after TDC. In majority
of engines, the initial timing is specified at a point between TDC and 20 degrees
BTDC.

If optimum engine performance is to be maintained, the ignition timing of the

engine must change as the operating condition of the engine change. All the dif-
ferent operating conditions affect the speed of the engine and load on the engine.
All ignition timing changes are made in reference is made to following primary
factors:

3.1.1 Engine RPM

At higher rpm, the crank shaft turns through more degrees in a given period
of time. If combustion is to be completed by 10 degrees ATDC, ignition timing
must occur sooner or advanced however, air–fuel mixture turbulence increases with
rpm. This causes the mixture inside cylinder to turn faster. Increased turbulence
requires that ignition must occur slightly later or be advanced. These two factors
must be balanced for the best engine performance. Therefore, while the ignition
timing must be advanced as engine speed increases, the amount of advance must
be decreased some to compensate for the increased turbulence.

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 DTSi TECHNOLOGY

Figure 3.1: Effect of speed on ignition timing (at High Speed at Low Speed)

3.1.2 Engine Load

The load on engine is related to the work it must do. Driving uphill or pulling
extra weight increases engine load .Under load there is resistance on the crank
shaft, therefore the piston have a harder time moving through dead strokes. This
is evident by low vacuum during the heavy loads. Under light loads and with the
throttle plates partially opened, a high vacuum exist in the intake manifold. The
amount of air air-fuel mixture drawn into the manifold and cylinder is small. On
compression this thin mixture produces less combustion pressure and combustion
time is less. To complete combustion by 10 degrees ATDC, ignition time must be
advanced.

Under heavy loads when the throttle is opened fully a larger mass of air-fuel
mixture can be drawn in and the vacuum in the manifold is low .High combustion
pressure and rapid burning results. In such a case the ignition timing must be
retarded to prevent complete burning from occurring before 10 degrees ATDC.

3.2 Digital Ignition system

Digital ignition system is same as an electronic ignition system in which spark tim-
ing is controlled by a computer that continuously adjust ignition timing to obtain
optimum combustion. The ignition system on the Twin spark is a digital system
with static spark advance and no moving parts subject to wear. It is mapped by
the integrated digital electronic control box which also handles fuel injection and
valve timing. It features two plugs per cylinder. This innovative solution, also
entailing a special configuration of the hemispherical combustion chambers and
piston heads, ensures a fast, wide flame front when the air-fuel mixture is ignited,
and therefore less ignition advance, enabling, moreover, relatively lean mixtures
to be used. This technology provides a combination of the light weight and twice
the power offered by two-stroke engines with a significant power boost, i.e. a
considerable ”power-to-weight ratio” compared to quite a few four-stroke engines.
The actual picture of Bajaj Pulsar Bike is - Moreover, such a system can adjust
idling speed even cuts off fuel feed when the accelerator pedal is released, and

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 DTSi TECHNOLOGY

Figure 3.2: Cut Section view of DTSi Engine of Pulsar 2 Valve DTSi engine

meters the enrichment of the air-fuel mixture for cold starting and accelerating
purposes; if necessary, it also prevents the upper rev limit from being exceeded.
At low revs, the over boost is mostly used when overtaking, and this is why it
cuts out automatically. At higher speeds the over boost will enhance full power
delivery and will stay on as long as the driver exercises maximum pressure on the
accelerator.

3.2.1 Main Characteristics of DTSi System

Main characteristics of DTSi System are as follows
1. Digital electronic ignition with two plugs per cylinder and two ignition dis-
tributors; (in case of multi cylinder TS engine )
2. Twin overhead cams with camshaft timing variation;(for 4 valve)
3. Injection fuel feed with integrated electronic twin spark ignition
4. A high specific power;

3.2.2 Benefits of Twin Spark

1. Improved thermodynamic efficiency.
2. More effective combustion at yielding and low speed.
3. Considerable reduction in specific fuel consumption.
4. Reduction in exhaust emission.
5. Less chance of ignition system failure

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Chapter 4

DTSI SYSTEM:
CONSTRUCTIONAL DETAIL

Here the only change made is that the 2 sparkplug placed at the two opposite
end of the combustion chamber. The 180cc Pulsar DTSi engine sticks with the
aluminum alloy cased 4 stroke cycle engines that are clearly based on the earlier
tried and tested power plant. Its Single cylinder is air cooled still displaces 178.6cc.
Bajaj has used its patented DTSi technology, which ensures the engines twin plugs
are set to ignite together in one instant according to need. This means the twin
sparks travel to combust mixture from opposite ends of the combustion chamber
and accelerate this process thereby delivering higher power output as improved
fuel economy. The bike also employs ExhausTEC, or a resonance chamber sitting
on the silencer that helps pack a healthy punch low in the bikes power band. This
engine gives about 17.02bhp at 8500 rpm torque of 14.22Nm@6500.

Here we all know about the conventional mechanical parts of engine so we can
skip and go to important parts of DTSi engine system. In Pulsar 180 cc DTSi
technology based engine is used and it has the technologies called TRICS III and
CDI. It works on the DTSi technology, depending on Throttle load, Engine speed
and Load, and according sends the signal getting from position sensors.

Digital spark technology is currently used in Bajaj motor cycles in India, be-
cause they have the patent right. Digital twin spark ignition technology powered
engine has two spark plugs. It is located at opposite sides of combustion chamber.
This DTS-I technology will have greater combustion rate because of twin spark
plug located around it. The engine combust fuel at double rate than normal. This
enhances both engine life and fuel efficiency. It is mapped by the digital electronic
control box which also handles fuel ignition and valve timing.

• Piston • Cylinder • Crankshaft

• Connecting rod • Carburetor • 2-sparkplug
• 4-valves • CDI unit (ECU) • TRICS III Unit
• Position Sensors • A/D Converter • Camshaft

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 DTSi TECHNOLOGY

Figure 4.1: CAD view of Pulsar 180cc 4valve DTSi Engine

A microprocessor continuously senses speed and load of the engine and respond
by altering the ignition timing there by optimizing power and fuel economy.Hence
the application of these technologies in the present day automobiles will give the
present generation what they want i.e. power bikes with fuel efficiency. Since these
technologies also minimize the fuel consumption and harmful emission levels, they
can also be considered as one of the solutions for increasing fuel costs and in-
creasing effect of global warming.The perfect Combustion in Internal Combustion
engine is not possible.

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Chapter 5

DTSI SYSTEM: WORKING

The working of DTSi engine is very similar to 4-stroke engine but here the only
modification done is we are using two spark plug at two ends of the combustion
chamber, which require less time to reach the farthest position of the combustion
chamber and optimize the combustion chamber characteristics.

There are some advance technology used in DTSi engine which makes it more
powerful than the conventional single sparkplug 4-stroke engine like
1. Tricks III technology
2. CDI technology
These above technologies are discussed below

5.1 CDI
The Intelligent Capacitor Discharge Ignition contains a microprocessor, which
continuously senses different speeds and load on engine and responds by altering
ignition timing. A Digital CDI with an 8 bit microprocessor chip handles the spark
delivery. The programmed chip’s memory contains an optimum Ignition timing for
any given engine rpm, thereby obtaining the best performance characteristics from
the combustion chamber. Working together with the TRICSIII system, the micro-
processor’s memory provides optimum ignition timings for any given engine rpm,
thereby obtaining the best combustion performance. It improves fuel-efficiency
and reduces engine noise and vibration through smoother power delivery.

5.2 TRICS III

Throttle Responsive Ignition Control System 3rd generation. It is a means of
controlling the Ignition by operating the Throttle. Depending on the needs of the
Rider whether it be cruising, acceleration or max speed, the ignition requirements
constantly change. Based on a particular amount of Throttle opening, the Mag-
netic field generated by the Magnet opens or closes the Reed switch. The Reed
switch is connected to the Digital CDI, which signals the CDI to change/switch,

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 DTSi TECHNOLOGY

the desired Ignition Advance Timing Maps. This helps in achieving a good bal-
ance between drivability and Optimum Ignition Spark advance, resulting in an
almost perfect Ignition Spark advance for every Throttle opening and Engine
rpm. Throttle Responsive Ignition Control System - III is an intelligent system
which can quickly adapt ignition timing to suit different riding characteristics.

TRICS III helps in achieving a good balance between low-to-mid range torque
and top-end power. This helps to ride easily in different conditions like flyovers,
hilly areas, dense traffic and highway cruising.

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Chapter 6

PERFORMANCE OF DTSI
SYSTEM

6.1 Performance
There is a new feel to the power, strong yet not daunting in the least, torque and
smooth in its delivery. For 180 DTSi 0 to 80 comes up in 6.8 sec. while 0 to 100
kmph is attained in 14.66 seconds. It is not just raw speeds and times that are
impressive but the manner in which the engine just spews the forth the juices in
manner in which is thoroughly intoxicating. The pulsar 150 benefits with DTSi
technology with all round gains in acceleration and maximum speeds.

6.2 Fuel Efficiency

Due to DTSi system it is possible to combine strong performance and fuel effi-
ciency. The improved engine efficiency modes have also resulted in lowered fuel
consumption. Taking the 180 pulsar first, fuel consumption in city was averaged
43.3 kmph. However she went better in steady speed 80 kmph highway mode she
recorded 46 km/l as company noted. Pulsar delivers shattering performance and
high levels of actual on road fuel efficiency but that both bikes meet the Gov-

Figure 6.1: Comparison of Performance of Old New DTSi Pulsars

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 DTSi TECHNOLOGY

Figure 6.2: Comparison of Power of Old Pulsar 180 New DTSi Pulsar 180

ernment of India’s emission norms for 2005 right now itself without use of any
secondary devices.

The Coefficient of variance of indicated mean effective pressure at part throttle

has improved by 50. For a given fuel ratio when running in part throttle condition
the indicated mean effective pressure has gone up by 15 in the Pulsar 180. This
further helped the Bajaj bowfins to mote run the high compression ratio 9.6:1 of
the original but with a leaner air furl mixture which its reward in enhanced fuel
efficiency without stunting the power torque produced. Data supplied by Bajaj
auto (indicating BSFC- brake specific fuel consumption being reduced by 10 in
150cc 1.7 in 180cc) experienced in our tests on both road track confirmed the
enhanced efficiency fuel bits also bring a smile to the faces of those who forever
revel in wringing the throttle wide open. Add to that the virtual absence of knock
one has an engine which many would kill for just to put their names plates on.

6.3 Statistics
The following are the various statistics showing the advantages of application of
DTSi its derived technologies i.e. the comparison of various aspects of 150 cc
category and 125 cc category bikes.

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 DTSi TECHNOLOGY

Figure 6.3: Comparison of various aspects in 150cc category

Figure 6.4: Comparison of various aspects in 125cc category.

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Chapter 7

LATEST DEVELOPMENT IN
DTSI ENGINES

DTS-i.e. Engine can be further tuned to deliver exhilarating performance or ex-

ceptional mileage. The further advances of DTS-I technologies are

• Digital Twin Spark – Swirl Induction (DTS - Si)

• Digital Twin Spark – Fuel Injection (DTS - Fi)
• Digital Triple Spark ignition

7.1 Digital Twin Spark – Swirl Induction (DTS - Si)

The DTS-I technology is the parent technology for this latest DTS-Si technology
(Used in Bajaj XCD 125, XCD 135). Even though a faster rate of combustion
is achieved by incorporating the DTS-I technology, there is a chance for further
of improvement of rapid combustion process at lighter loads. When there is a
sufficient or heavy load on the engine, the 4 – stroke cycle completes at a faster
rate resulting in the faster combustion because of the twin sparks produced by the
twin plugs. But when there exists a lighter load on the engine, the 4 – stroke cycle
will not complete at a faster rate. Therefore even the incorporation of twin spark
plugs cannot aid the faster combustion i.e. still a better rate of combustion can
be achieved at lighter loads. Combustion efficiency in lean Air-Fuel mixture con-
ditions can be further improved by generating high turbulence in the combustion
chamber. Combustion chambers having low turbulence give rise to propagation
of a flame front, which is akin to that of a gradually expanding balloon. This
results in a slower rate of combustion and thus slower rate of pressure rise. End
result is lower efficiency. When high turbulence is generated and combustion
takes place, the surface of the ballooning flame front fragments itself, with projec-
tion like fingers, which increases its surface area, thereby improving combustion
further. Here comes the Swirl Induction concept, which is meant for producing
higher turbulence in the combustion chamber. Swirl Induction is nothing but im-
parting a swirling motion to the fresh charge that enters the combustion chamber.
This can be done by making slight modifications in the ports positioning of engine.

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 DTSi TECHNOLOGY

The DTS-Si engine will have two spark plugs but it differs from the parent DTS-I
engine in the design of position of the ports. The straight ports used in con-
ventional engines have limitations in generating high swirl values due to their
geometry. One of the ways to generate more swirl is to have a port configuration
that promotes this phenomena. An offset port configuration was arrived upon and
optimized to generate the required swirl numbers. Incorporated in the new engine,
this results in a swirling motion of the incoming charge, which decays itself into
turbulence as the piston moves in the Induction and Compression strokes. This
results in the Air-Fuel mixture being more thoroughly mixed and spread around
the combustion chamber. Sparks provided by the twin spark plugs ignite this
highly turbulent and compressed Air-Fuel mixture, leading to a flame front with
high surface area, resulting in a rapid rise of pressure due to rapid combustion.
The values of turbulence achieved now, are substantially higher than that of a
straight port cylinder head, such as in DTS-i. A combination of DTS-i and Swirl
induction thus provides extremely rapid combustion, resulting in high efficiency.

7.2 Digital Twin Spark – Fuel Injection (DTS - Fi)

DTS – Fi is another advancement of the parent DTS – i technology. This tech-
nology is the combination of both DTS– i and fuel injection. This technology is
meant for increasing the fuel efficiency in power bikes. Generally in conventional
4-stroke engines, which use petrol as fuel, makes use of carburetor, which mixes
the fuel and fresh air in required ratio and supplies the same to the combustion
chamber. The process is similar for all loads. But the fuel consumption will be
more when there is a heavy load on the engine and it is less when there is a light
load on the engine. It is impossible for a conventional carburetor to take care of
the fuel supply for these varying loads. Therefore there is a need for some intelli-
gent device that controls the fuel supply according to the varying loads. That so
wanted intelligent device is nothing but the Electronic Control Unit (ECU). The
Electronic Control Unit is a microprocessor based system and can be regarded as
the brain of the fuel injection system. It processes information sent by various
sensors and instantly determines optimum fueling and spark timing for various
engine-operating conditions. The ECU contains detailed information of the en-
gine’s characteristics from which it picks the necessary data for commanding both
fueling sparks timing.

7.3 Digital Triple Spark Ignition

At the heart of the new Pulsar is its cutting-edge engine which sets new bench-
marks in performance, emission and incidentally also fuel efficiency. The DTS-i
(Digital Twin Spark-ignition) technology launched in 2003 marked a unique first
in the history of Indian Motoring. The new Pulsar takes this technology alto-
gether to another level with a SOHC 4-valve Triple Spark engine controlled by an
advanced Electronic Control Unit for an absolutely unmatched performance. To
support this exhilarating heart-pumping performance the bike comes with liquid

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 DTSi TECHNOLOGY

cooling and a six speed gear box. The Pulsar 200NS chassis comprises a pressed
steel perimeter frame and a Rectangular tube section swing arm delivering over
three times the lateral stiffness of a P220 frame. These deliver outstanding high
speed handling and cornering stability. The centrally located muffler and the
unique gas filled Nitrox mono suspension further improve the ride and handling
of the bike due to low centralized CG position. The Pulsar design character has
evolved with the performance dynamics. It’s become stronger, more aggressive
with a street fighter stance. The look just begs you to ride it. Once astride, the
sporty Speedo console, triple-tree clip-ons, the signature clips and the illuminated
switches evoke the design, fit and finish so far exclusively reserved for much more
expensive super sports bikes. The new 200cc Pulsar is probably the most stunning
sports bike in its class oozing raw muscular appeal. To make use of 3 spark plugs,
the pulsar engine houses a pent roof combustion chamber which in turn allows
housing 3 spark plugs in the engine chamber. Out of the three plugs, the primary
plug is the center one and is mounted in an angle and enters the chamber at the
top-center. The other two secondary plugs are mounted below, each opposite each
other and one of them being vertically underneath the primary plug.

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Chapter 8

ADVANTAGES AND
DISADVANTAGES

8.1 Advantages
1. Less vibrations and noise
2. Long life of the engine parts such as piston rings and valve stem.
3. Decrease in the specific fuel consumption
4. No over heating better work output
5. Increase the Thermal Efficiency of the Engine even bear high loads on it.
6. Better starting of engine even in winter season cold climatic conditions or at
very low temperatures because of increased Compression ratio.
7. Because of twin Sparks the diameter of the flame increases rapidly that would
result in instantaneous burning of fuels. Thus force exerted on the piston
would increase leading to better work output.
8. Twin ignition tends to improve the engine’s fuel consumption under part load
operating conditions.
9. Twin ignition helps the ignition advance timing to be somewhat retarded
which tends to improve the engines smoothness and response.

8.2 Disadvantages
1. There is high NOx emission
2. If one spark plug get damaged then we have to replace both
3. The cost is relatively more
4. You spend double the amount on spark plugs when it is time to replace them.
5. The engine tends to overheat and loose power at higher speeds as compared
to a single plug engine.

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 DTSi TECHNOLOGY

6. In case the Engine is kept unused for a long time soiling of spark plugs occur.
Twin Spark system helps to reduce this problem.
7. It does not deliver any better mileage and acceleration than that derived from
a single spark plug.

NDMVP’s KBTCOE Nashik, Mechanical Engineering

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Chapter 9

CONCLUSION

Hence it can be concluded that the application of this technology in the present
day automobiles will give the present generation what they want i.e. power bikes
with fuel efficiency. Since these technologies also minimize the fuel consumption
and harmful emission levels, they can also be considered as one of the solutions
for increasing fuel costs and increasing effect of global warming. The use of these
technologies ensures rapid combustion of the fuel in the combustion chamber, lower
emissions and thereby an increase in the fuel efficiency. Better low end torque,
Lower fuel delivery and optimization of spark timing, improved cold start, quick
warm up and excellent response to the sudden acceleration, Lower emission levels,
Self detection and communication of fuel system malfunctioning if any are also
some of the important advantages of these technologies. We can hope for still
better technologies, which can achieve still better results because there is no end
for innovation.

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REFERENCE

1. G.V.N.B. Prabhkar , B.Kiran Babu , K. Durga Prasad , “Digital Twin and

Triple Spark Ignition in Four-Stroke Internal Combustion Engines of Two-
Wheelers”. International Journal of Innovations in Engineering and Technol-
ogy (IJIET), Volume 4 Issue 4 December 2014, pp 293-298.
2. Syed Moizuddin, Naved Ahmad, Mohammad Asim.” Recent trends in Four-
Stroke Internal Combustion Engines of Two-Wheelers” Internal conference on
advance engineering and Technology , International journal civil mechanical
Engineering , 2014, pp37-41.
3. Narasimha Bailkeri, Krishna Prasad, Shrinivasa Rao B.R , ” comparative
study of performance of dual plug and single plug s.i engine at different com-
pression ratios”. International Journal of Advanced Research in Engineering
and Technology , Volume 4, Issue 5, July – August (2013), pp188-197.
4. Imran G. Qureshi, Prof. R. J. Jani , “ Performance and emission analysis of
four stroke twin spark single cylinder SI engine fuelled with gasoline and CNG
“. IJSRD - International Journal for Scientific Research Development— Vol.
1, Issue 4, 2013 ,pp 902-906.
5. Ramtilak, A., Joseph, A., Sivakumar, G., and Bhat, S., ”Digital Twin Spark
Ignition for Improved Fuel Economy and Emissions on Four Stroke Engines,”
SAE Technical Paper 2005-26-008, 2005, doi:10.4271/2005-26-008.
6. http://www.bajajauto.com/press/autoexpo2. . .
7. http://bikeadvice.in/dtsi-dtssi-technology-short-overview/

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