Module - 2

6052B - Elementary
Automobile Engineering
Program : Diploma in Automobile Engineering

Semester : 6
Prepared by,
Credits: 4 Ronimon Sunny
Course Category: Open Elective Guest Lr.
Automobile Dept.
Periods per semester: 60 Govt. Polytechnic College Kalamassery
6052B - Elementary Automobile Engineering
• Course Prerequisites:
Topic Course Code Course Name Semester
Knowledge of basic science 1003 Applied Physics I 1
Knowledge of basic science 2003 Applied Physics II 2
• Course Outcomes:
On completion of the course, the student will be able to:
COn Description Duration Cognitive level
(Hours)
CO1 Outline the engine principle and fundamentals 14 Understanding
CO2 Illustrate the functions and construction materials of engine components 15 Understanding
CO3 Show various components of Automobile transmission line 15 Understanding
CO4 Illustrate various components of Automobile chassis 14 Understanding
Series Test 2
RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,
2
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• CO – PO Mapping:
Course PO1 PO2 PO3 PO4 PO5 PO6 PO7
Outcomes
CO1 2
CO2 2
CO3 2
CO4 2
3-Strongly mapped, 2-Moderately mapped, 1-Weakly mapped

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• Text / Reference:
T/R Book Title/Author
T1 Kirpal Singh S - Automobile Engg., Vol.I & II – Standard Publications
R1 R.B. Guptha - Automobile Engg. – Satya Prakasan
R2 K.M.Guptha - Automobile Engg., Vol. I& II – Umesh Publications
R3 Anil Chikara- Automobile Engg., Vol. I -Satya Prakasan
R4 William.H.Crouse Automotive mechanics – McGraw-Hill Publications
R5 K.K.Ramalingam - Automobile Engg., Theory and Practice – Scitech Publications
R6 Dr.N.K. Giri - Automobile Technology – Khanna publishers
R7 Mathur and Sharma - I.C. Engines – Dhanpat rai publications
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• Online Resources:
Sl. No Website Link
1 https://www.history.com/topics/inventions/automobiles
2 https://www.explainthatstuff.com/historyofcars.html
3 https://www.titlemax.com/articles/a-timeline-of-car-history/
4 https://www.lovetoknow.com/home/cleaning/history-automobile-industry

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MODULE - 2
• Course Outline:
Module Description Duration Cognitive
Outcomes (Hours) Level
CO2 Illustrate the functions and construction materials of engine components
M2.01 Outline the functions and materials used for the construction of 5 Understanding
various engine components
M2.02 Outline the components of fuel system of petrol engine. 4 Understanding
M2.03 Outline the components of fuel system of Diesel engine. 3 Understanding
M2.04 Outline the components of Cooling system and lubricating system. 3 Understanding
Series Test-I 1

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MODULE - 2
• Contents:
Engine Components
Function of engine components and materials - Cylinder block -
Cylinder head - crank case - oil pan, cylinder liners - Gasket - purpose -
types , Piston, Piston rings - Piston pin - Connecting rod and crank shaft
- flywheel - vibration damper - cam shaft, -Valves - Valve operating
Mechanism - Manifolds - Components of petrol engine fuel system -
Components of Diesel engine fuel system - functions. Outline the
components of cooling system and lubricating system.

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ESSENTIAL PARTS OF AN IC ENGINE

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• The essential parts of the engine are as follows:
1. Cylinder block 11. Crankshaft
2. Cylinder Liners 12. Flywheel
3. Cylinder head 13. Valve and valve mechanism
4. Gaskets 14. Rocker arm
5. Crankcase 15. Camshaft
6. Oil Pan 16. Air-cleaner
7. Piston 17. Oil filter
8. Piston ring 18. Spark plug/Fuel Injector
9. Piston pin 19. Carburettor
10. Connecting rod 20. Manifolds
21. Vibration damper.
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1. CYLINDER BLOCK

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1. CYLINDER BLOCK
• Cylinder block, cylinder head,
and crankcase together form
the foundation and main
stationary body of the
automobile engine.
• They serve as support and
enclosure for moving parts.
• In modern engines, the cylinder
block and crankcase are often
integrated into a single casting
to provide a rigid structure.

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1. CYLINDER BLOCK
• Cylinder Block Components:
1. Cylinders for piston movement 4. Oil galleries
2. Ports or openings for valves 5. Core plug
3. Passages for the flow of cooling water. 6. provision for head bolt/stud
• Cylinder Block Material:
➢Cylinder blocks are usually made from gray cast iron, sometimes with the addition of
nickel and chromium.
➢Some blocks are cast from aluminum with cast-iron or steel sleeves.
➢Cast iron is preferred for its better wearing qualities.
Precision mirror finish on round cylinder surfaces achieved through grinding
and honing processes. RONIMON SUNNY, Guest Lr., Automobile Engineering Dept., 13
GPTC Kalamassery
1. CYLINDER BLOCK
L-Head Engine Blocks: I-Head Engine Blocks:
• Manifolds (intake and exhaust) are attached to the side

• L-head engine blocks contain openings for valves of the cylinder block in L-head engines.
and valve ports. • In I-head engines, manifolds are attached to the
• Bottom of the block supports the crankshaft and cylinder head.
oil pan. • Various parts are attached to the block, including the
• Camshaft is supported in the cylinder block by water pump, timing gear, flywheel, clutch housing,
bushings. RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,
ignition distribution, and fuel pump. 14
GPTC Kalamassery
1. CYLINDER BLOCK
• Material Composition:
➢The composition of a cast iron cylinder is as follows
Iron 95%
Carbon 2.2%
Silicon 1.2%
Manganese 0.63%
Sulphur 0.12%
Phosphorus 0.85%
➢A typical aluminium alloy composition for cylinder block consists of

Aluminium 91%
Tin 2%
Copper 7%
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2. CYLINDER LINERS

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2. CYLINDER LINERS
• Cylinder wear in engines becomes a critical problem, particularly with
aluminum alloy cylinder blocks.
• Cylinder liners are employed to combat wear, offering a replaceable
component. They also aid in restoring the original size of a cylinder block
that has been rebored beyond allowable limits.
• Liners are made in barrel form from a special alloy iron with silicon,
manganese, nickel, and chromium. The casting process involves centrifugal
casting.
• Liners can be further hardened through nitriding or chromium plating.
• Nitriding involves exposing liners to ammonia vapor at approximately 500
degrees Celsius, followedRONIMON
by quenching.
SUNNY, Guest Lr., Automobile Engineering Dept.,
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2. CYLINDER LINERS
• Chromium plating enhances liners resistance to wear and corrosion.
• Aluminum alloy liners, especially with chromium plating, are used in
conjunction with aluminum cylinder blocks.
• The use of aluminum alloy in liners and cylinder blocks improves
thermal efficiency due to better heat conduction.
• The pistons, typically made of aluminum alloy, contribute to avoiding
relative thermal expansion between the liner and piston, eliminating
the need for larger cold clearances.

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2. CYLINDER LINERS
• The cylinder liners are of two types, the DRY & WET type.
DRY LINERS
• The liner is shaped like a barrel with a flange at the top to keep it in position.
• Precision machining is crucial for both the
inner and outer surfaces, as the entire outer
surface contacts the cylinder block casting.
• The liner is positioned by shrinking,
introducing stresses during the process. After
installation, the linear bore needs accurate
machining again to address stresses and ensure
proper fit. RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,
GPTC Kalamassery
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2. CYLINDER LINERS
DRY LINERS
• A loose liner can lead to poor heat dissipation,
resulting in higher operating temperatures and
potential scuffing if lubrication is insufficient.
• Too tight a liner can cause distortion of the cylinder
block, liner cracking, hot spots, and scuffing.
• Fitting a correct liner into a distorted cylinder block
may lead to poor sealing action if the liner is thin, as
it might adopt the shape of the distorted block.
• Even with a thick liner resisting shape change, hot
spots may still occur, causing scuffing on the inner
surface of the liner.

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2. CYLINDER LINERS
WET LINERS
• The liner is in direct contact with cooling water on the
outside, reducing the need for highly accurate
machining of the outer surface.
• Water-tight joints are essential. The top flange fits into
a groove in the cylinder block, and grooves at the
bottom house packing rings made of synthetic rubber.
• Drainage is facilitated from the middle groove to
manage any water leakage through the upper ring.
• Wet liners may be coated with aluminum on the
outside for corrosion resistance.
• Variability in Grooves: The number of grooves may vary
based on the design.
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2. CYLINDER LINERS
COMPARISON BETWEEN WET & DRY LINERS
1. Dry type liners may be provided either in the original design or even
afterwards, whereas the wet type have to be included in the original
cylinder design.
2. A leak proof joint between the cylinder casting and the liner has to be
provided in case of wet pipe, whereas there is no such requirement in the
case of dry liners.
3. A cylinder block with dry liners is generally more robust than a block with
wet liners.
4. In case of a cylinder block with siamesed adjacent cylinder bores (i.e.
without any coolant passage between the adjacent bores for reducing the
overall cylinder length), only dry liners can be used.
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2. CYLINDER LINERS
COMPARISON BETWEEN WET & DRY LINERS
5. In case of wet liners, the casing of cylinder block is very much simplified.
6. Better cylinder cooling is ensured in the case of wet liners because the
coolant is in direct contact with the liner in this case. Besides better
outside surface finish and more uniform wall thickness of the wet liner
improves both the heat conduction and the uniformity of cylinder cooling.
7. Dry type cannot be finished finally before they are fitted to the cylinder
block because of the shrinkage stresses produced, whereas wet type can
be finished before fitting.
8. For perfect contact between the liner and the block casting in case of dry
liners, very accurate machining of both the block and the outer liner
surfaces is required, whereas noGuest
RONIMON SUNNY, such necessity
Lr., Automobile is there for wet liners. 23
Engineering Dept.,
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3. CYLINDER HEAD

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3. CYLINDER HEAD
• Attached to the top surface of the cylinder block (block deck) using studs
or head bolts.
• Gaskets used for a tight, leak-proof joint between the head and block.
• Forms a combustion chamber above each cylinder.
• Contains valve guides, valve seats, ports, coolant jackets, threaded holes
for spark plugs or injections, and surfaces for leakproof joints.
• Cylinder heads are almost universally cast en-block.
• Detachable head types have advantages in production, maintenance, and
flexibility in changing compression ratio.
• Integral construction is rare, mainly seen in racing engines.
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3. CYLINDER HEAD
CYLINDER HEAD TYPES
• Classified based on valve and port
layout: loop-flow, offset cross-flow, and
in-line cross-flow types.
• Loop-flow has manifolds on the same
side, offset cross-flow has manifolds on
different sides, and in-line cross-flow
has transversely positioned valves.

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3. CYLINDER HEAD
MATERIALS:
➢Common materials for cylinder heads are cast iron and aluminum alloy.
➢Aluminum alloy provides weight reduction and better temperature uniformity
due to higher thermal conductivity.
➢Alloys may contain copper, silicon, manganese, and magnesium for specific
properties.
MATERIAL SELECTION CONSIDERATIONS:
➢Copper alloys are used in heavy-duty engines for better thermal conductivity,
resulting in cooler engine running and the ability to use higher compression
ratios.
➢Copper alloys are not suitable for ordinary engines due to over-cooling,
reducing thermal efficiency and increasing fuel consumption.
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4. GASKETS
• Gaskets are used to provide a tight fitting joint between two surfaces: for
example, the joint between cylinder head and block, between crankcase and
oil pan, between the cylinder block and manifolds or coolant pump.

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4. GASKETS
• Main requirements of gaskets are:
1. CONFORMITY. The gaskets must be able to conform to the mating surfaces
which may have roughness or warpage.
2. IMPERMEABILITY. The gaskets must be impermeable to the fluid it is expected
to seal.
3. RESISTANCE TO CHEMICAL ATTACK. The gaskets should be resistant to the
chemicals with which it may come into contact, eg. a cylinder head gasket
should be resistant to the fuel, products of combustion, coolant and engine oil.
4. RESISTANCE TO OPERATING CONDITIONS. As an example, the cylinder head
gasket should be resistant to widely fluctuating and pulsating internal pressures
and temperatures and exposure to flame.
5. PROVISION OF APERTURES. The gaskets must have apertures for any studs,
bolts, opening etc. For instance, the cylinder head gasket should have apertures
for cylinders, coolant and lubrication passages, studs and bolts and valve push
rods. RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,
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4. GASKETS
• Various materials used for different engine gaskets are:
1. Cork.
2. Asbestos.
3. Rubber.
It is important to remember that each time a joint is assembled, a new

gasket has to be used, since after one time use, a gasket loses most of its
sealing properties. Quite commonly, the labour cost of installing a gasket
would be rather high, compared to the cost of the gasket itself.

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4. GASKETS – HEAD GASKET

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• The most critical gasket on an engine is the cylinder head gasket, which seals the
joint between the cylinder head and the engine block deck.
• Such a gasket has to seal combustion pressures of upto about 700 kPa in petrol
engines and 2000 kPa in turbocharged diesel engines. Besides, it also has to
withstand combustion temperatures of more than 1100°C.
• Besides this, a cylinder head gasket also has to perform following functions:
1. To seal coolant and hot, thin lubricating oil flowing under pressure between the
block and the head. Modern coolants and lubricating oils tend to cling to surfaces
and soak into gaskets. Hence gasket materials must be selected carefully.
2. To resist the forces tending to scuff gasket surfaces and preventing proper sealing.
3. To accommodate the uneven expansion/contraction rates in case of bi-metal
(aluminum head and cast iron block) engines, since the aluminum expands almost
double than cast iron due to which uneven expansion rates create a shearing
action in the gaskets.
4. To resist crushing due to very high cylinder damping forces unevenly distributed
across the head which may be as high as 900 kN.
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• Different types of head gaskets available in market.
Metal sandwich type
Embossed steel or shim type • Made of either copper and asbestos or
• Generally used on I-head engines steel and asbestos
• mainly used on passenger cars, trucks,
etc.

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ESSENTIAL P ARTS OF AN IC ENGINE
Shimbestos type Felbestos type

• Shimbestos is a combination of thin • Felbestos is made of perforated steel
steel heat shield on one side and a sand- wiched between two treated
highly resilient, specially treated metal asbestos sheets.
reinforced asbestos on the top of side.

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Victocor type Silicor type
• Victocor has a steel core which gives it excellent • Silicor is the gasket for engines where radial strength
strength. The steel core is mechanically clinched to a is important. In this the core is solid steel for
facing material which is resistant to temperature, oil improved strength. A composition facing materials is
and coolant and prevents separation and shape chemically bonded to each side of the core to
changes under extreme engine operating conditions. provide outstanding conformability. A red Teflon
There is a further coating of silicon-Teflon on the micro-seal coating on the facing material acts as both
facing material which provides the combined sealing a releasing agent and a lubricant.
and non-stick feature required in particular in
bimetallic engines. RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,
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Ultraseal 2000 series gaskets
• Ultraseal 2000 series gaskets retain the pierced core

design of Victocor but adds a thicker core material
and a higher density, black, asbestos-free facing
material. It combines the merits of Victocor and
Silicor.

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4. GASKETS – Oil Pan Gaskets
These are available in three different materials:
1. Cord has the advantage of high compressibility
but is subject to shrinkage and expansion.
2. Felcoid is an improvement on cork. It is highly
compressible and able to withstand
considerable bending and twisting without the
danger of breakage. It is less subject to
shrinkage and expansion.
3. Felcoprene is a further improvement. It is a
synthetic rubber compound that is highly
resilient and compressible and is not affected
by oils and greases. It is not subject to
expansion or shrinkage and can withstand
rough handling. RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,
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4. GASKETS – Manifold Gaskets
• Three types are available-the metal encased asbestos; felbestos which is
perforated steel base with asbestos mechanically bonded to one or both
sides, and metal embossed shim gaskets. Metal encased types are more
resistant to burn out but are more expensive.

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4. GASKETS – Pump Gaskets
• A number of materials are available for
pump gaskets such as asbestos,
karropak, felcoid, etc. They are treated
to withstand oil, water, petrol and anti-
freeze liquids. This treatment also
provides softness, flexibility and tensile
strength.
• Karropak is a high quality vegetable fibre,
while Felcoid is a combination of fibre
and cork granules that is more
compressible and resilient.
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4. GASKETS – Other gaskets
• Tuff cork gaskets are laminated gaskets with two outer layers of cork
composition bonded to a core of steel. These provide better torque
retention than standard cork gaskets because of steel core. These are
resistant to hot oil and coolant. These are used for oil pan, valve cover,
timing cover, water pump, water outlet, differential cover, fuel pump,
etc.
• Cork-rubber gaskets consist of cork particles held together by a synthetic
rubber binder and therefore provide all the advantages of cork and rubber.
It compresses like cork but holds its shape like rubber. It does not shrink,
crack or became brittle during storage or use. It is resistant to oils, fuels
and solvents.
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4. GASKETS
VALVE COVER GASKET TIMING COVER GASKET FUEL PUMP GASKET

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5. CRANKCASE
• Crankcase is attached to the bottom face of the
cylinder block. It acts as the base of the engine. It
supports the crankshaft and camshaft in suitable
bearings and provides the arms for supporting the
engine on the frame. The oil pan and the lower part
of the cylinder block together are called the
crankcase.
• The cylinder block and upper half of the crankcase
usually are cast as a single integral unit. This casting is
usually made of a ferrous alloy or semi-steel to
provide a stronger and harder casting. The use of
stronger and tougher material permits thinner casting
walls, thus saving weight and improving cooling,
although it is more difficult to machine than gray iron.
Aluminium alloy is also a potentially attractive
material for crankcases. This is because of its light
weight, good thermal conductivity and good cooling
effect.
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6. OIL PAN/SUMP
• The bottom half of the crankcase, usually
made of pressed steel or aluminum, serving
as a reservoir for engine lubricating oil
storage, cooling, and ventilation.
• The joint between the crankcase and the oil
pan can be at the crankshaft axis level or
lower. The position affects the distribution of
the pan and the crankcase, influencing
rigidity.
• The oil pump draws oil from the oil pan,
circulating it to all working parts in the
engine. The oil then drains back into the
pan, maintaining a constant oil circulation in
the engine. RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,
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7. PISTON
• Converts chemical energy from fuel combustion into mechanical power by conveying
gas expansion to the crankshaft.
• Despite its seemingly simple appearance, the piston is a complex part crucial for engine
efficiency.
Piston
Piston Pin
Snap Ring
RONIMON SUNNY, Guest Lr., Automobile Engineering Dept., Piston Ring

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7. PISTON
• Desirable Qualities of piston:
1. Rigid for high pressure resistance.
2. Lightweight to reduce reciprocating mass.
3. Good heat conductivity to prevent detonation.
4. Silent operation.
5. Material with low expansion, accommodating different rates for cylinder block and
piston.
• Functions of a piston:
1. Transmits gas explosion thrust to the connecting rod.
2. Reciprocates in the cylinder, causing suction, compression, expansion, and exhaust
strokes.
3. Acts as a guide and bearing for the connecting rod.
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7. PISTON
• Piston Parts:
1. Head: Top portion of the piston.
2. Skirt: Lower portion below the ring grooves.
3. Lands: Portions separating the grooves.
4. Ring Grooves: Cut on the upper
circumference, equipped with piston rings.
5. Piston Bosses: Reinforced sections holding
the piston pin.

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7. PISTON
• Material:
➢Mainly aluminum alloy; cast iron used in early years. Aluminum's lower strength compensated
by greater thickness. Aluminum's superior heat conductivity allows lower operating
temperatures.
• Piston Clearance:
➢ Space between piston and cylinder wall.
➢ Necessary for lubrication, preventing seizure, and allowing for thermal expansion.
➢ Typically, 0.025 mm to 0.100 mm.
➢ Critical for proper engine operation.
• Piston Head Shape (Crown):
➢Flat or shaped to suit the combustion chamber.
➢Dishing or doming controls combustion space.
➢Machined recesses for valve heads.
➢Affects compression ratio and heat dissipation.
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8. PISTON RING
• A piston ring in an internal combustion (IC) engine is a
circular metal ring that is fitted into grooves on the
outer surface of a piston. The primary purpose of
piston rings is to create a seal between the piston and
the cylinder wall, ensuring efficient engine operation.

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Blow-by
• Blow-by in an internal combustion engine is the undesired leakage of
combustion gases from the combustion chamber, passing the piston
rings, and entering the crankcase or the area below the piston.
• Compression blow-by in an IC engine refers

to the escape of air-fuel mixture from the
combustion chamber during the
compression stroke, often caused by
inadequate sealing of piston rings.
• Power blow-by occurs during the power
stroke, involving the leakage of combustion
gases past the piston rings, leading to
reduced engine efficiency and increased
emissions.
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7. PISTON RING
• Functions of Piston Rings
1. Pressure Seal: Prevents blow-by of burnt gases, maintaining a seal between the
piston and cylinder wall.
2. Heat Conduction Path: Forms the main path for conducting heat from the piston
crown to the cylinder walls.
3. Oil Flow Control: Regulates the flow of oil to the skirt and rings, preventing excess oil
in the combustion chamber.
• Material used:
➢ Piston rings are typically made of fine-grained alloy cast iron.
➢ This material offers excellent heat and wear resistance due to its graphitic structure.
➢ Elasticity enables radial expansion and compression for assembly and removal.

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• Types of Piston Rings: 1. Oil Control Rings: Scrape off excessive oil from
the cylinder wall and return it to the oil pan.
1. Compression Rings: Seal in the air-fuel
mixture during compression and combustion
pressure during ignition.

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7. PISTON RING
➢Minimum 3 piston rings for any
piston.
➢Minimum 2 Compression rings.
➢Minimum 1 Oil Control ring.
➢Two or three compression rings in
top grooves.
➢Increasing the number of
compression rings tends to raise
the compression ratio.

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7. PISTON RING
• Installation and Design:
➢Piston rings are split to allow expansion for installation and removal.
➢Compression rings are often taper-faced, and some may be taper-sided to prevent
sticking in high-output engines.
➢Oil control rings may have slots transferring excess oil, maintaining slightly higher radial
pressure than compression rings.
➢Joint types for rings include butt joints, angled joints, lapped joints, or sealed joints.

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PISTON RING COMPRESSOR PISTON RING EXPANDER
• A piston ring compressor is a tool used to • A piston ring expander is a tool designed to
compress piston rings, facilitating the stretch or expand piston rings, making it
installation of a piston into a cylinder by easier to slide them onto a piston during
reducing the diameter of the rings, allowing assembly in an internal combustion engine.
them to fit smoothly into the engine block.

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7. PISTON RING
Piston Ring Gap:
• Gap is present to facilitate installation and removal, allowing radial pressure against the
cylinder wall for an effective seal.
• Gap should be checked, and if too large due to bore wear, it may reduce radial pressure.
• Gap typically in the range of 0.178-0.50 mm, and if it exceeds 1 mm per 100 mm of bore
diameter, new rings are needed.
• Gap between the ring and the groove should also be checked and is usually 0.038-0.102 mm
for compression rings.
Elastic Properties of Piston Rings:
• During service, piston rings may lose some elastic properties, reducing radial pressure on the
cylinder wall.
• Elasticity can be checked by comparing the gap closure between worn and new rings.
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9. PISTON PIN/WRIST PIN/GUDGEON PIN
➢ Piston pins connect the
piston and the small end of
Piston the connecting rod.
Piston Pin
➢ Typically made of hollow
case-hardened steel, heat-
treated for a hard, wear-
resistant surface.
Snap Ring
Piston Ring

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• Connection Methods
1. SET SCREW TYPE 2. SEMI FLOATING PIN 1. FULL FLOATING PIN
Pin fastened to the piston by set screws Pin fastened to the connecting rod with Pin floats in both piston bosses and the
through the piston boss. a clamp screw. small end of the connecting rod.
Prevents contact with the cylinder wall
using circlips (lock rings).

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• Bushing of phosphor bronze or aluminum in the small end of the
connecting rod.
• For heavy vehicles needle bearing are also used.
• Method 3 (floating pin with circlips) is most commonly used.

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10. CONNECTING ROD

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10. CONNECTING ROD
Function of Connecting Rod:
1. Connects the piston to the crankshaft.
2. Joins the piston pin with the crankpin.
3. Converts linear motion of the piston into rotary motion of the crankshaft.
Design and Material:
➢ Typically has an I-beam cross-section.
➢ Made of forged steel, and sometimes aluminum alloy.
➢ Lighter connecting rods and pistons result in greater power and less vibration.
➢Must be very strong, rigid, and as light as possible to carry power thrust from piston to
crank pin.
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10. CONNECTING ROD
Bearings:
• Two types of small end and big end bearings.
• Big end may be split at right angles or at an
angle for assembly on the crank pin.
• Modern engines use separate low carbon steel
bearing shells lined with various alloys.
• Shell bearings have adjustment for wear,
providing control running and side clearance.
➢ All connecting rods in an engine must be of equal weight to prevent noticeable vibration.
➢ Connecting rods and caps are individually matched during the original assembly, often with identifying
numbers.
➢ Identifying numbers help avoid mixing connecting rods and caps during engine disassembly for service.
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11. CRANK SHAFT

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ESSENTIAL P ARTS OF AN IC
ENGINE
11. CRANK SHAFT
• Crankshaft is the engine component
that receives power from connecting
rods and transmits it to the clutch and
wheels.
• Main components include MAIN
JOURNALS, CRANK PINS, CRANK
WEBS, COUNTERWEIGHTS, AND OIL
HOLES.
• Main journals supported by main
bearings in the crankcase.
• Crankpins are journals for connecting
rod big end bearings, supported by
crankwebs.
• Counterweights counteract centrifugal
forces during engine operation.
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ESSENTIAL P ARTS OF AN IC
ENGINE
11. CRANK SHAFT

• Distance between main journal axis
and crankpin center lines is half the
engine stroke, known as 'crank-
throw or crank radius.’
• Counterweights counteract
centrifugal forces.
• Thrust bearing on one main bearing
journal supports axial loads.

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GPTC Kalamassery
11. CRANK SHAFT
Front and Rear Components:
• Front: Timing gear/sprocket,
vibration damper, pulley for water
pump, fan, and generator.
• Rear: Flywheel acts as an energy
reservoir, supporting uneven
power impulses and providing a
surface for a clutch-type
mechanical drive.
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GPTC Kalamassery
11. CRANK SHAFT
Types of Crankshaft Construction:
➢Two types: One-piece construction (common for automotive crankshafts) and built-up
construction (with bolted crank pins and journals).
Design Considerations:
➢Crank pin length is at least 30% of its diameter, which is usually not less than 60% of the
cylinder bore.
➢Crank web thickness is about 20% of the cylinder bore size.
➢Main journal diameter is usually 75% of the cylinder bore, with a length about half its
diameter.
➢Angles between crank throws selected for smooth power output (e.g., 90° for 4-cylinder,
120° for 6-cylinder). RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,
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GPTC Kalamassery
11. CRANK SHAFT
Materials and Manufacture:
➢Common materials: S.A.E. steels 1045 and 3140 for forged crankshafts, cast steel, and
S.G. iron(Spheroidal Graphite iron) for cast crankshafts.
➢Forged crankshafts produced using drop forging process with closed dies.
➢Cast crankshafts manufactured using shell-moulding process for high accuracy.
➢Both types undergo heat treatment and machining processes.
Comparison of Forged and Cast Crankshafts:
➢Forged crankshafts are dense, tough, and have parallel grain structure.
➢Cast crankshafts have a uniform, random structure and are less dense but cost-effective.
➢Both types are used, considering factors like toughness, fatigue strength, and cost.
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12. FLYWHEEL
• A flywheel is a fairly heavy steel wheel attached to the rear end of the
crankshaft.
• The size of the flywheel depends upon the number of cylinders and the
general construction of the engine.

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12. FLYWHEEL
Purpose of a Flywheel:
➢The flow of power from the engine cylinders is not smooth.
➢Power impulses in a multi-cylinder engine overlap to provide a fairly even flow of power.
➢The flywheel is necessary for additional leveling of power impulses.
Function in Power Delivery:
➢In a four-stroke, single-cylinder engine, power delivery is not constant.
➢The flywheel helps to maintain a more constant speed by absorbing and releasing energy.
➢During power stroke, the engine tends to speed up, and during the other three strokes, it
tends to slow down.
➢The inertia of the flywheel keeps the engine running at a more constant speed.
➢The flywheel absorbs energy when the engine tries to speed up and gives back energy
when the engine tries to slowRONIMON
down.SUNNY, Guest Lr., Automobile Engineering Dept.,
GPTC Kalamassery
69
12. FLYWHEEL
➢In multi-cylinder engines, the flywheel works similarly to smooth out power flow
even more.
Additional Functions:
➢The flywheel is used as part of the clutch mechanism and fluid drive unit.
➢It has teeth on its outer edge to mesh with the electric cranking motor driven
pinion during engine cranking for starting.

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13. VALVE AND VALVE MECHANISM
• A valve is a device used to close and open a passage.
• Two valves are used for each cylinder: an inlet (intake)
valve and an outlet (exhaust) valve.
• The inlet valve admits fuel to the cylinder, while the
exhaust valve allows burned gases to escape.
• When closed, valves must seal the combustion space
tightly.
• Valves used in modern passenger car engines are termed
as poppet or mushroom valves.

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• Valves are usually made of austenitic stainless steel, a corrosion and heat-
resistant material.
• Exhaust valves are typically made of silchrome steel, an alloy of silicon and
chromium with high heat resistance.
• Inlet valves, subjected to less heat, are usually made of nickel-chromium
alloy steel.
• The head of the valve has an accurately ground face with enough margin to
avoid a thin edge.
Valve Head Design:
✓The angular face of the valve head is ground to make an angle of 45° or 30°
to match the angle of the valve seat in the cylinder head.
✓Spring retainer lock grooves are provided at the end of the valve stem.
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GPTC Kalamassery
The valves are operated by cams mounted on a camshaft. The camshaft gets
s motion from crankshaft. As the camshaft turns, the cam operates the valve.
According to the location of the valves, the valve mechanism are of two
types:
1. Valve mechanism for operating the valve in engine block (straight poppet
valve).
2. Valve mechanism for operating the valve in cylinder head (overhead
poppet valve)
3. Valve mechanism for operating the cam in cylinder head (overhead cam-
OHC)
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GPTC Kalamassery
1. Straight Poppet Valve Mechanism
• Cams on the camshaft, driven by the crankshaft, operate
straight poppet valves.
• L-T-and F-head designs.
Components:
• Valve stem slides in the valve stem guide (slipper bearing).
• Valve spring between the engine block and spring retainer.
• Valve tappet lifted by cam, lifting the valve to the open
position.
• Adjusting screw on the tappet for tappet clearance
adjustment.
• Valve seat inserts for wear reduction on exhaust valve seats.
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Valve Tappet Clearance
• Purpose: Allows for expansion of the valve stem during
engine heating.
• Importance: Proper clearance prevents power loss and
valve lifting.
Adjustment:
✓Adjusted by an adjusting screw on the valve tappet.
✓Lengthening or shortening the tappet adjusts the
clearance.
✓Clearance depends on factors like the length of the
valve stem, valve material, and engine operating
temperature.
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T- Head L- Head F – Head

• Double row side valve • Single row side valve • Overhead inlet & side
mechanism. mechanism exhaust valve mechanism

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2. Overhead Poppet Valve Mechanism
• Cams on the camshaft lift valve tappets, actuating push
rods and rocker arms.
Components:
• Additional moving parts - push rod and rocker arm.
• Cam lifts valve tappet or lifter, which activates the push
rod.
• Push rod rotates the rocker arm, pushing down on the
valve stem to open the valve.
Valve Tappet Clearance:
• Clearance is between the rocker arm and valve stem.
• Adjusted by an adjusting screw on the rocker arm end
that contacts the push rod.RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,
GPTC Kalamassery
78
3. Overhead Cam (OHC) Mechanism
The overhead cam (OHC) mechanism is a valvetrain configuration in internal
combustion engines where the camshaft is positioned above the cylinder
head. In contrast to the pushrod and rocker arm system used in overhead
valve (OHV) designs, OHC engines have the camshaft located closer to the
valves. This configuration offers several advantages, including improved
valve control, reduced valvetrain inertia, and the potential for higher engine
speeds.
➢ There are two types OHC mechanisms:
1. Single Overhead Cam mechanism(SOHC)
2. Double Overhead Cam mechanism
RONIMON (DOHC)
SUNNY, Guest Lr., Automobile Engineering Dept.,
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GPTC Kalamassery
3. Overhead Cam (OHC) Mechanism
DOHC
SOHC DOHC engines feature two camshafts per
cylinder head, with one dedicated to the
SOHC engines have one camshaft per cylinder intake valves and the other to the exhaust
head, situated above the valves, controlling valves, providing precise control over valve
both the intake and exhaust valves. timing and enhancing overall engine
performance.

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14. ROCKER ARM
The rocker arm is a crucial
component in the
valvetrain of an internal
combustion engine,
especially in engines with
overhead camshafts (OHC)
or overhead valve (OHV)
configurations. Its primary
function is to transfer the
motion from the camshaft
to the valves, allowing for
the opening and closing of
the valves at the
appropriate times in the
engine's cycle.
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GPTC Kalamassery
14. ROCKER ARM
Location and Function:
➢In an OHC engine, the rocker arm is situated between
the camshaft and the valve. It pivots on a shaft or stud
and transfers the camshaft's rotational motion to the
valve stem, causing the valve to open and close.
➢In an OHV engine, the rocker arm is used to transmit
the motion from the pushrod to the valve.
Design:
➢Rocker arms typically have a lever-like design with one
end connected to the camshaft or pushrod, and the
other end acting on the valve stem.
➢The shape and length of the rocker arm determine the
valve lift and duration, influencing the engine's overall
performance.
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GPTC Kalamassery
14. ROCKER ARM
Materials:
• Rocker arms are often made from materials like cast iron, steel, or aluminum
alloy. The choice of material depends on factors such as cost, weight, and the
engine's operating conditions.
Adjustment:
• In some engines, especially older designs or those with solid lifters, the rocker
arms may need periodic adjustment to maintain proper valve clearance. This
adjustment is often done by turning a set screw or nut on the rocker arm.
Lubrication:
• Rocker arms operate in a high-stress environment, and proper lubrication is
crucial for their longevity. They are often lubricated by oil supplied through the
engine's oiling system.
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15. CAMSHAFT

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15. CAMSHAFT
• A camshaft is a shaft with cams for each intake and exhaust valve,
controlling valve opening and closing intervals relative to piston position.
• Cams are rotating members that impart reciprocating motion to followers,
influencing valve motion in an engine.
• Camshafts have integral bearing journals supporting the shaft, larger than
cam lobes for installation and lubrication clearance.
• Camshaft material is often forged from alloy steel or cast from
hardenable cast iron, case-hardened for durability.
• Camshafts can be located in either the cylinder block or the cylinder head.
• The camshaft drive ensures each cam opens and closes its respective
valve once every two revolutions of the crankshaft.
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15. CAMSHAFT OIL PUMP
• Camshafts drive the ignition distributor,
mechanical fuel pump, and may have an integral
gear for distributor and oil pump.
DISTRIBUTOR MECHANICAL FUEL PUMP

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15. CAMSHAFT
• Drive mechanisms include chain drive, gear drive, and toothed rubber belt drive, each
with specific advantages and considerations.
• Toothed rubber belts offer benefits like silent operation, low heat buildup, and low
maintenance. Timing gears, chains, and sprockets are made of materials like cast iron,
steel, aluminum, or laminated fiber.

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15. CAMSHAFT
BELT DRIVE
CHAIN DRIVE
GEAR DRIVE

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16. AIR CLEANER/FILTER

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Importance of Clean Air
➢The engine of an automobile uses hundreds of cubic meters of air per hour.
➢Clean air is crucial to prevent rapid wear of engine components such as cylinders,
pistons, rings, valves, and guides.
➢Impurities like dust in the air can lead to engine damage.
Consequences of Dirty Air
➢If dirty air enters the crankcase, it can contaminate the lubricating oil, damaging
bearings and journals.
➢This contamination can decrease the service life of the lubrication system.
Role of Air Cleaners
➢Air cleaners are installed in the intake system of automotive engines to filter the air.
➢They prevent impurities from causing engine wear and protect the lubrication system.
➢Air cleaners need regular cleaning or replacement (every 20,000 km) to maintain
optimal performance. RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,
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GPTC Kalamassery
Additional Functions of Air Cleaners
➢Act as a silencer for the carburation system, reducing engine induction
noise.
➢Act as a flame arrester in case of engine backfires.
Types of Air Cleaners for petrol engines
1. Heavy duty type: Oil bath type with a filter element saturated with oil. It
has a separate oil pan and provides multi-stage cleaning.
2. Light duty type: Consists of a cleaning element only, typically made of a
cylindrical cellulose fiber material with a fine mesh screen. The
corrugated design increases surface area and reduces air cleaner
resistance.
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GPTC Kalamassery
16. AIR CLEANER/FILTER LIGHT DUTY TYPE
It consists of a cleaning element only. The element
Types of Air Cleaners for petrol engines consists of a cylindrical cellulose fiber material, over
which is put a fine mesh screen to provide strength. The
HEAVY DUTY TYPE element is corrugated to increase the surface area
It contains a filter element C saturated with oil. At the exposed to the incoming air so that the resistance
bottom there is separate oil pan D. The air from the offered by the air cleaner is reduced to minimum. Sides
atmosphere enters through circumferential gap A. At the of the element are sealed against dust. The air passes
corner B when the air takes a turn, it leaves large particle through the element and any dust contained is left
impurities there. Next, impinging on the surface of the outside.
oil relieves the air further of impurities. Final cleaning is
done by means of filter C and the clean air passes
through passage E as shown.

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Types of Air Cleaners for petrol engines
HEAVY DUTY TYPE LIGHT DUTY TYPE

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Types of Air Cleaners for diesel engines
1. Light duty air cleaner
It consists of wire mesh element and oil
reservoir at the bottom. The atmospheric
air enters the air cleaner through the
windows, strikes the oil surface, where
heavier impurities are retained by the oil
and ultimately gravitate to the bottom,
whereas air with lighter impurities passes
through the wire mesh clement, where
the impurities are retained and the clean
air passes out to the engine.
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GPTC Kalamassery
2. Medium duty air cleaner
This type of air cleaner consists of a paper
filter element with a row of plastic fins
around it. As the air from the atmosphere
enters the cleaner, the plastic fins give it a
high rotational speed between the casing
and the filter element. This causes impurities
to separate out from air due to centrifugal
action, which are thrown out to the casing
walls from where these flow down. Air
without these dust particles then passes
through the paper element, which removes
any further impurities and clean air then
goes to the engine.
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GPTC Kalamassery
3. Heavy duty air cleaner
It consists of a centrifugal pre-cleaner and two
filtering elements as shown, along with oil
reservoir at the bottom. The pre-cleaner gives
a whirling motion to the incoming air, which
causes the impurity particles in the air to be
thrown out through the slots provided. The
pre-cleaned air then impinges on the oil
surface where some of the impurities are left
while an emulsion of air and oil passes
through the wire-wool mesh where most of
the dirty oil is absorbed. This dirty oil then
condenses and falls back into the oil reservoir,
where the dirt settles down. The relatively
clean air then passes through the second wire
mesh, which retains any impurities still left
and the clean air is then passed on to the
engine. RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,
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GPTC Kalamassery
Maintenance of Air Cleaners
➢Heavy duty types need periodic cleaning due to oil saturation.
➢Light duty types should be replaced or cleaned regularly to prevent
decreased airflow, sluggish engine performance, and increased fuel
consumption.
Resistance to Air Flow
➢Air cleaners offer resistance to air flow, which increases as they get
clogged with dirt.
➢Decreased airflow leads to sluggish engine performance and higher fuel
consumption.
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18. SPARK PLUG/FUEL INJECTOR
SPARK PLUG FOR PETROL ENGINES FUEL INJECTOR FOR DIESEL ENGINES

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18. SPARK PLUG
➢The primary purpose of a spark plug in an IC engine is to ignite the air-fuel
mixture in the combustion chamber, initiating the combustion process that
drives the engine.
➢Spark plug is a critical component in the ignition system.
➢Located in the combustion chamber where conditions are severe.
➢Exposed to high temperature (2500°C) and pressure (7 MPa) during
combustion.
➢Endures thermal and load cycling fatigue due to temperature and pressure
changes.
➢Endures high voltage, mechanical vibration, and corrosive atmosphere. 99
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18. SPARK PLUG
Life and Voltage Requirements:
➢Modern spark plug has an economical life of about 10,000-16,000 km.
➢Minimum voltage for spark depends on compression pressure, mixture strength, air gap,
electrode temperature, vehicle speed, and load.
➢High-voltage spikes in the range of 15,000 to 20,000 volts or even higher are common for
producing a spark in the spark plug.
Requirements of a Good Spark Plug:
1. High resistance to current leakage. 2. Resistance to corrosion.
3. Maintaining proper gap under all 4. Sufficient 'reach' into the combustion
conditions. chamber.
5. Gas tightness to prevent leakage of 6. Electrode temperature maintained
combustion gases. between 500-800°C.
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18. SPARK PLUG
REACH OF A SPARK PLUG
➢Reach is defined as the
length of threaded
portion that enters into
the cylinder.
Correct spark plug gap size is crucial. Gap size specified by

manufacturers (0.6 mm to 1 mm).
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GPTC Kalamassery
18. SPARK PLUG
Spark Plug Construction:
• Center electrode, ground electrode, and insulator are the
main parts.
• Insulator functions to insulate the center electrode, control its
temperature, and prevent leakage.
• Body shell houses electrodes and insulator.
• Gas-tight seals are essential.
• Some plugs have a built-in resistance for reducing high voltage
surges.
Materials Used:
• Body shell: low carbon steel, threads cold-rolled.
• Insulator: sintered alumina, replacing porcelain and mica.
• Ground electrodes: nickel or nickel-manganese alloys.
• Center electrodes: silicon-manganese-nickel alloys, copper-
cored, platinum tips, or rare-earth element yttrium.
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18. SPARK PLUG
Long
Reach/Short
SPARK PLUG Reach
TYPES
Hot/Cold Plug

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18. SPARK PLUG
SPARK PLUG TYPES – Long Reach or Short Reach
The spark plugs may be Long Reach or
Short Reach depending upon the length of
threaded portion and should be used only
in the corresponding hole in the
combustion chamber.

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18. SPARK PLUG
SPARK PLUG TYPES – Hot plug/Cold Plug
➢ From heat dissipation point of view spark
plugs are divided into two classes, viz.,
‘hot’ or ‘hard’ & ‘cold’ or ‘soft’.
➢ Hot plug runs hotter than the cold plug
because the path of heat dissipation of
the cooling water in the jackets is longer
in the hot plug than in cold plug.
➢ Cold plugs are generally used in heavy-
duty, high-speed engines where high
temperatures are encountered.
➢ Lower speed, medium duty & colder
operating conditions require a hot plug.
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18. FUEL INJECTOR
• Also known as nozzle, atomizer, or fuel valve.
• Inject fuel in properly atomized form and in proper
quantity into the cylinder.
Components of Fuel Injector
• Nozzle and nozzle holder are the main parts.
• Connected by a screwed cap for easy replacement of
the nozzle valve.
• Spring-loaded spindle in the nozzle holder keeps the
nozzle valve pressed against its seat.

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18. FUEL INJECTOR
Operation of Fuel Injector
• Fuel injection pump supplies fuel through the inlet passage.
• Nozzle valve lifted against spring force when sufficient pressure
is exerted, spraying atomized fuel into the combustion chamber.
• Fuel spray continues until the injection pump delivery is
exhausted.
• Spring pressure closes the nozzle valve back on its seat.
Adjustability and Variation in Fuel-Line Pressure
• Initial degree of spring compression adjusts the opening fuel-
line pressure.
• Adjusting screw at the top adjusts spring tension and, therefore,
the pressure at which the nozzle valve opens.
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18. FUEL INJECTOR
Fuel Leakage for Lubrication
• Small quantity of fuel allowed to leak between the nozzle
valve and its guide for lubrication.
• Accumulated fuel around the spindle drained back to the
fuel tank through the leak-off connection.
Types of Nozzles
• Hole type and pintle type.
• Hole type used in engines with open combustion
chambers.
• Pintle type common in engines with pre-combustion
chambers and special swirl chambers.
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18. FUEL INJECTOR
Opening Pressure Variation Opening Pressure Variation

Pintle type nozzle: 7 to 15 MPa. Hole type nozzle: 17 to 34 MPa.

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18. FUEL INJECTOR
Pintle Type Nozzle Features
➢Extension producing a hollow cone type spray.
➢Self-cleaning advantage.
➢Throttling pintle type injects a small amount initially, gradually increasing as
the pintle protrudes.
➢Pintaux Nozzle for Special Combustion Chambers.Developed for the comet
type combustion chamber. Facilitates easy starting under cold conditions.
➢Importance of Nozzle Quality

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18. FUEL INJECTOR
• A good nozzle should atomize fuel uniformly to maintain proper
injection angle and direction.

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20. MANIFOLDS
Separate sets of pipes attached to the cylinder head carrying the air-fuel
mixture and exhaust gases.

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20. MANIFOLDS - INLET MANIFOLD
• Carries air-fuel mixture from the carburetor to the cylinders.
Design Considerations:
➢Must prevent the formation of fuel droplets without restricting air flow.
➢Should be large enough for sufficient flow for maximum power.
➢Should be small enough to maintain adequate velocities for fuel droplets'
suspension in air.
➢Sharp bends tend to increase fuel separation.
➢Fig. 2.9 shows the inlet manifold for an engine fed by two carburetors.

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20. MANIFOLDS - INLET MANIFOLD

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20. MANIFOLDS - EXHAUST MANIFOLD
➢Set of pipes carrying exhaust gases from the cylinder head to the exhaust
system.
Material: Generally made of cast iron to withstand the heat of exhaust gases.
➢Two-in-one manifold (Fig. 2.11) provides a smoother flow of exhaust gases

compared to the simple one (Fig. 2.10).
➢Design to minimize restriction to the flow of exhaust gases.
➢Design considerations often tailored to the specific engine-chassis
combination due to space limitations imposed by chassis components.
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20. MANIFOLDS - EXHAUST MANIFOLD

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21. VIBRATION DAMPER/HARMONIC BALANCER

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➢Also known as a harmonic balancer, it is mounted on
the front end of the crankshaft for controlling torsional
vibrations.
Torsional Vibrations
➢During the power stroke in an engine cylinder, a force is
applied to the crankpin, causing the crankshaft to twist.
➢The twisting and untwisting of the crankshaft occur at
every crankpin during the power strokes.
➢Sets up torsional vibrations, which can be amplified if
their frequency matches the natural frequency of
vibrating parts, leading to resonance.

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Function of Vibration Damper - Reduction of Torsional Vibrations
Use in Belt-Driven Crankshafts
➢Not Needed: Engines with belt-driven crankshafts do not require a vibration
damper.
➢Role of Belt: The belt itself acts as a damper, eliminating the need for a
separate vibration damper.

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PETROL ENGINE FUEL SYSTEM
• The fuel supply system in petrol engines or SI
engines plays a pivotal role in the efficient
and controlled combustion of gasoline or
similar fuels. It comprises a complex network
of components and mechanisms designed to
deliver the precise amount of fuel required
for optimal power generation while
maintaining emissions within acceptable
limits. The proper functioning of this system is
essential for the performance and
environmental compliance of internal
combustion engines found in a wide range of
applications, from automobiles to small
power equipment.
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• The fuel supply system in a petrol engine is a
vital mechanism responsible for delivering a
precise mixture of air and fuel to the engine's
combustion chamber. It ensures that the engine
receives the right amount of fuel, enabling
efficient and controlled combustion to produce
power. This system comprises various
components, including the fuel tank, fuel pump,
carburettor or fuel injector, and fuel lines, all
working in unison to provide the engine with
the necessary fuel-air mixture. The efficiency
and performance of SI engines rely heavily on
the accurate functioning of this system, which
must balance factors like fuel economy, power
output, and emissions control to meet stringent
environmental standards.

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Functions of Petrol Fuel Supply system
1. Fuel Storage and Filtration : Store and filter petrol to ensure it is free from
contaminants before entering the fuel system.
2. Fuel Pumping : Pump the petrol from the fuel tank to the engine under the
appropriate pressure to support combustion.
3. Fuel Pressure Regulation: Maintain a consistent fuel pressure within the
system to optimize engine performance and efficiency.
4. Fuel Metering: Control the amount of fuel delivered to the engine cylinders,
typically through fuel injectors, to achieve the correct air-fuel mixture for
combustion.
5. Injection Timing: Control the timing of fuel injection into the combustion
chamber to synchronize with the engine's cycle for efficient combustion.
6. Idle Control: Manage the fuel supply during idle conditions to keep the engine
running smoothly and prevent stalling.

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Functions of Petrol Fuel Supply system
7. Cold Start Enrichment: Provide additional fuel during cold starts to facilitate
ignition in low-temperature conditions.
8. Throttle Control: Adjust the fuel supply in response to changes in throttle
position to meet varying power demands.
9. Vapor Recovery System: Capture and control fuel vapors to minimize emissions
and comply with environmental regulations.
10. Emergency Shut-off: Include safety mechanisms to shut off the fuel supply in
case of emergencies or accidents.
11. Feedback Systems: Utilize sensors to monitor exhaust gases, oxygen levels, and
other parameters, providing feedback to the engine control unit for real-time
adjustments to the fuel supply.
12. Fuel Return System: Manage the return of excess fuel to the fuel tank to
maintain a consistent pressure within the system.

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Components of Fuel Supply System in Petrol Engine
1. Fuel tank
2. Fuel pump
3. Fuel lines
4. Air cleaner
5. Fuel filter
6. Carburettor
7. Inlet manifold
8. Supply and return pipelines

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1. Fuel Tank
The fuel tank stores gasoline or diesel fuel and is
typically located at the rear of the vehicle, providing a
reservoir for the engine's fuel needs.

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2. Fuel Pump
Responsible for pressurizing the fuel and delivering
it to the engine, the fuel pump ensures a consistent
flow of fuel to meet engine demands.
Two main types of pumps most generally used are:
i. A.C Mechanical pump
ii. S.U Electrical pump

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3. Fuel Lines
These pipes transport fuel from the tank to the engine, maintaining its flow
under pressure and ensuring a steady supply for combustion.

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4. Air Cleaner
The air cleaner filters incoming air, removing impurities and contaminants to
ensure clean air for the combustion process.

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5. Fuel Filter
Positioned along the fuel line, the fuel filter removes debris
and impurities from the fuel, preventing clogs and
maintaining fuel system integrity.

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6. Carburettor
In older engines, the carburettor mixes fuel with incoming air to create a
combustible air-fuel mixture before it enters the engine's cylinders.
• Commonly used carburettors are
i. Carter Carburettor
ii. Zenith Carburettor
iii. S.U Carburettor
iv. Solex Carburettor
v. Solex Mikuni Double Venturi Carburettor
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7. Inlet Manifold
The inlet manifold distributes the air-fuel mixture evenly to each cylinder's
intake valve, ensuring uniform combustion.

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8. Supply and Return Pipelines
These pipelines are used in fuel injection systems to deliver fuel to the
engine (supply) and return excess fuel to the tank (return) to regulate
fuel pressure and prevent overheating.

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Working of Fuel Supply System in Petrol Engine
The working of the fuel supply system can be understood by visiting the following
pointers:
i. The process begins with fuel storage in the vehicle's fuel tank, typically
containing gasoline or a gasoline blend.
ii. A high-pressure fuel pump pressurises the fuel and delivers it to the engine
compartment.
iii. The fuel passes through a filter to remove impurities, ensuring clean fuel
enters the engine.
iv. A pressure regulator maintains the appropriate fuel pressure in the fuel lines.
v. A carburettor mixes fuel with air in older engines. In modern engines, a fuel
injector precisely sprays fuel into the intake manifold, creating an air-fuel
mixture.
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vi. Intake Air is drawn into the engine's intake manifold through the air
filter.
vii. In the intake manifold, the fuel injector (or carburettor) combines the
pressurized fuel with the incoming air, creating a combustible air-fuel
mixture.
viii. The throttle valve controls the amount of air entering the engine,
affecting the air-fuel mixture's richness or leanness.
ix. The intake valve opens to allow the air-fuel mixture to enter the
combustion chamber during the intake stroke.
x. The piston moves upward during the compression stroke, compressing
the air-fuel mixture.
xi. When the piston reaches the top of the compression stroke, a spark
plug produces a spark, igniting the air-fuel mixture.
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xii. The ignited mixture rapidly burns, generating high-pressure gases that force the
piston down during the power stroke.
xiii. The exhaust valve opens to allow the exhaust gases to exit during the exhaust
stroke.
xiv. The exhaust gases flow through the exhaust manifold, catalytic converter (if
equipped), muffler and out of the tailpipe.
xv. The engine repeats this four-stroke cycle intake, compression, power, and
exhaust thousands of times per minute, producing mechanical power to drive
the vehicle.
xvi. Modern engines incorporate sensors and an Engine Control Unit (ECU) to
monitor and optimize the air fuel mixture, ignition timing, and other
parameters for maximum efficiency and emissions control.

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xvii. Catalytic converters and other emissions control devices reduce
harmful exhaust emissions.
xviii. The fuel supply system adjusts fuel delivery during idle and
deceleration to conserve fuel and minimize emissions.

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Types of Fuel Supply Systems in Petrol Engine
Fuel supply systems in petrol engines play a crucial role in ensuring the
efficient delivery of fuel to the engine cylinders. Various systems have been
employed over the years to achieve this goal. The various types of fuel supply
systems in SI engines are:
1. Gravity system
2. Pressure system
3. Pump system
4. Fuel Injection System

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1. Gravity System
➢In this system, the fuel tank is mounted at a
high position.
➢Fuel flows into the carburettor float chamber
solely by gravity.
➢Simple and cost-effective.
➢Primarily used in two-wheelers due to its
design limitations.

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2. Pressure System
➢Utilizes a sealed fuel tank where pressure is generated using the engine
exhaust or a separate air pump.
➢Requires priming using a hand pump for startup.
➢Maintains pressure to facilitate fuel flow to the carburettor's float chamber.
➢Offers flexibility in the placement of the fuel tank.

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3. Pump System
➢Employs a steel pipe to transport fuel from
the tank to the fuel pump.
➢The engine camshaft drives the mechanical
pump.
➢Electrically operated fuel pumps are
common in modern vehicles, offering
placement flexibility and reducing vapor lock
risks.
➢Widely used in contemporary automobiles.

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4. Fuel Injection System
➢Replaces the carburettor with a more precise fuel injection system.
➢Achieves accurate control of the air-fuel mixture for each cylinder.
➢Atomizes fuel through injector nozzles before delivering it into the air
stream.
➢Allows separate fuel injection for each cylinder, offering precise control
under various load and speed conditions.
➢Frequently managed electronically, making it the most accurate fuel supply
system.

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DIESEL ENGINE FUEL SYSTEM
• Diesel engines compress pure air during compression stroke and must have some
means to force fuel into the combustion chamber with a pressure higher than the
compression pressure.
• The fuel supply system of a diesel engine must have the following component
parts incorporated in it.
i. A fuel tank to store the fuel oil.
ii. A fuel feed pump to supply fuel to the fuel injection pump from the fuel tank.
iii. A fuel injection pump to deliver fuel under pressure to the injectors. A hand
priming pump to feed fuel from the tank to the injection pump for starting the
engine and to bleed air from the system.
iv. Injectors to inject fuel into the combustion chamber in an atomised state.
v. A governor to regulate the input fuel supply in accordance with engine load
vi. Fuel lines with a leak-off pipe connection
vii. Main filter
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Fuel supply system in a diesel engine has to perform certain functions.
1. Storing of fuel : Fuel tank is usually positioned along the side of the vehicle chassis.
2. Filtering : Water and dirt must be removed from the diesel for which two filters are
employed. Primary filter is usually in the form of a coarse wire gauze and is often optional. It
prevents large solid particles and water from going to the fuel feed pump. Secondary filter is
used after the fuel feed pump and is meant to remove fine particles of dust, dirt etc. from
the diesel which is to go to the injection pump.
3. Delivery of fuel to injection pump : From the fuel tank the fuel is delivered to the fuel
injection pump by means of fuel feed pump. The rate of fuel delivery depends upon the
engine requirements.
4. Injecting the fuel into engine cylinders : Exact amount of fuel is metered, atomized and
injected under high pressure to each cylinder in correct sequence and at the correct moment
according to the engine requirements. This is done by means of a fuel injection pump in
conjunction with injectors for each cylinder. Extra strong steel pipes transmit the metered,
pressurized and timed fuel from the fuel injection pump to each injector.
5. Controlling the engine speed : Diesel engine speeds tend to overshoot to dangerous values
on reduction of load. This is controlled by means of a governor, which besides limiting
maximum speed also regulates the fuel supply under all conditions.

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Methods of Fuel Injection
There are two methods of injecting fuel into the combustion chamber in the
case of diesel engines.
1. Air injection
2. Solid or airless injection
➢In the air injection system, the fuel oil is injected through the injector with
the help of compressed air at a pressure of about 75 kg/cm², ie, much
higher than the compression pressure. The compressor driven by the
engine supplies the air. Fuel oil collects in the annular space of the injector
and the compressed air pushes out the fuel, when the outlet valve is
opened by the cam.
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Methods of Fuel Injection
➢The solid injection system incorporates a fuel injection pump, which meters
out correct quantity of fuel, at high pressure and at precise timings to the
injectors. The injectors, in turn, atomize the fuel and spray it at high velocity
to get burned when coming into contact with hot compressed air.
Working
➢Fuel is supplied to the injection pump by gravity feed or by a feed pump.
The feed pump is located on the front of the injection pump and is driven
by an eccentric fixed on the camshaft.

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Working

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Working
➢The feed pump supplies filtered fuel in correct and constant quantities at
fixed pressure throughout the normal engine speeds and loads. Gravity
feed is used where the fuel tank is situated above the engine level.
➢The main filter lies between the feed pump and the injection pump. It has
a paper or cloth filter element.
➢The injection pump, in turn, delivers fuel to the injectors in correct
quantity, at high pressure and at precise timings. The connection between
injectors and pump elements is done with the help of steel tubings 1.5 mm
in bore diameter.
➢The extra fuel, which does not take part in the combustion is run back into
the fuel tank through leak-off pipes.
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➢The injectors inject the fuel at high pressures (100-200 kg/cm²), 30 to 40
degrees before the T.D.C. position and in a spray form, i.e, in atomized state.
The fuel burns when coming into contact with hot compressed air which is
at a pressure of 35 kg/cm².
➢The air is expelled from the fuel supply system by loosening the two, vent
plugs situated on top of the governor housing and then hand priming the
fuel feed pump.

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COOLING SYSTEM
The primary function of an automotive cooling system is to regulate the engine's temperature by dissipating
excess heat, ensuring optimal operating conditions and preventing overheating.
There are mainly three types of cooling systems used :
Air Cooling Oil Cooling Water Cooling

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COOLING SYSTEM
Air Cooling
• For air cooling, the cylinder is cast with a
number of fins surrounding it. This type of
cylinder is used in motorcycles and scooters.
Atmospheric air flows against these fins and
removes the heat from the cylinder.
• In deserts, a sufficient amount of water is
not available for cooling. Therefore, air
cooling is the preferred method for cooling
the engine. In very cold countries, air cooling
is utilized for vehicles as water freezes inside
the system due to the low temperature.
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COOLING SYSTEM
Oil Cooling
• Suzuki's oil cooling system (SOCS) is a
technology that was first used in the 1985 GSX-
R750. The system's oil lines run around the
cylinder head to circulate oil. The system uses a
double-chamber oil pump to provide enough oil
for both cooling and lubrication. The high-
pressure side of the pump lubricates parts like
the crankshaft, connecting rods, and valvetrain.
The low-pressure side provides oil to the
cooling and filtering circuit.
• Suzuki's SOCS technology is designed to create
lightweight and fast engines that offer high
performance. It also has technologies derived
from MotoGP, such as a new cooling oil flow
line near the combustion chamber. This line
allows for faster cooling over a wider area.
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COOLING SYSTEM
Water Cooling/Liquid Cooling
• In a water-cooling system, water jackets

are provided in the cylinder block and
the cylinder head. Water fills up these
jackets and the heat from the cylinder
is transferred to the water in the water
jackets thus cooling the cylinder.
• There are mainly two types of water-
cooling systems are there:
1. Thermosiphon System
2. Pump Circulation system

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COOLING SYSTEM
One of the different water cooling
systems in use today, is the
thermosiphon system, consisting of a
radiator, cylinder and piston. The
radiator is connected to the engine
block by means of two pipes. Water
falls down in the radiator and then
goes to the cylinder block. From the
cylinder block, the water circulates
along the outer pipe to the radiator.
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COOLING SYSTEM
When water is heated in a vessel, hot water always rises to the top while
cold water moves to the bottom of the vessel. This movement of water is the
result of the convection currents. Since hot water has low density, it rises to
the top, while the cold water has high density and therefore moves to the
bottom of the vessel. This principle of convection currents is utilized in the
thermosiphon system. In the thermosiphon system, there is a fan which is
rotated by the movement of the crankshaft while the engine is running. The
fan draws cold air from outside through the radiator. Hot water passes
through some thin pipes present in the radiator. When the outer surface of
their pipes comes into contact with cold air, the hot water passing through
the radiator is cooled. Thus the engine is also cooled.

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COOLING SYSTEM
• When hot water passes through the radiator, it is cooled by the cold air drawn by
the fan. The cold water again reaches the cylinder block by means of the
thermosiphon system. However, the heat dissipated by the engine is so large that it
is not possible to cool the engine quickly by the thermosiphon system.
• To enable faster cooling, a pump is introduced in the system between the radiator
and the engine block at the lower side. This pump is rotated by the crankshaft by
means of a belt. When the pump rotates, water is circulated with some force, in the
positive direction. Therefore, the heat of the engine block is removed quickly
without any difficulty.
• However, there are some difficulties in the use of pumps in thermosiphon systems.
When water is circulated in the positive direction, the engine is over cooled. The
temperature of the cooling medium should neither drop below 70°C, nor rise above
90°C for the engine to function efficiently. A thermostat is used to keep the
temperature within these limits.
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COOLING SYSTEM
Without Thermostat - Overcooling With Thermostat – proper cooling

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COOLING SYSTEM
Components of pump circulation system

1. Thermostat
2. Water Pump
3. Radiator
4. Radiator Pressure Cap
5. Coolant recovery system

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COOLING SYSTEM
2. Pump Circulation system – Components -
Thermostat
• The thermostat consists of a metallic part which
either expands or contracts when it comes in
contact with hot or cold water. When the valve
comes in contact with cold water, it closes. When
the water is hot, the valve rises above its seat and
hot water passes through the valve to the
radiator. This principle is adopted in the
thermostat.

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COOLING SYSTEM
2. Pump Circulation system – Components -
Thermostat
• Sometimes, the water remains at a low
temperature for a long time. In this case, the
pump keeps circulating the cold water around
the block until it is sufficiently heated. Only
then is the thermostat opened.

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COOLING SYSTEM
2. Pump Circulation system – Components - Thermostat (Working)
Thermostat does not allow flow of water to radiator Thermostat allows flow of water to radiator

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COOLING SYSTEM
2. Pump Circulation system – Components – Thermostat (Working)
• Figure shows the thermostat along with the pump as present in a water
cooling system.
• There is a by-pass valve between the thermostat and the pump. When the
pump rotates, water is circulated to the various parts of the cylinder.
• By circulating water throughout the system, heat is removed from the
cylinder block. Unless the temperature of water reaches a certain level, say
70°C, the thermostat remains completely closed. This means that the
water does not go to the radiator but is circulated through the by-pass
valve until it is heated and has to be cooled.
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COOLING SYSTEM
2. Pump Circulation system – Components – Thermostat (Working)
• There is a valve present in the thermostat and pump system which opens
only on one side. When water presses down on the valve, the water naturally
comes back to the pump.
• The pump keeps circulating the water until it reaches a certain temperature.
In Fig. the temperature of water has increased to a certain level, say 75°C.
Now the thermostat opens and the circulating water passes through the
thermostat valve to the radiator for cooling.
• After cooling has taken place, the cold water again comes back to the pump.
The pump keeps circulating the water until it has to be cooled again in the
radiator. The by-pass valve closes the passage to the cylinder block when
water has to be sent to the radiator.
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COOLING SYSTEM
2. Pump Circulation system – Components – WATER PUMP
• A pump is used in the water cooling system for increasing
the velocity of the circulating water.
• The impeller type pump is mounted at the front end of the
cylinder block. It is introduced in the water cooling system
between the radiator and the engine block at the lowest
side. The pump consists of a shaft, the impeller and water
passage.
• The impeller is a flat plate mounted on the pump shaft
with a series of flat or curved blades. When the impeller
rotates, the water between the blades is thrown outwards
due to the centrifugal "force. The water is forced through
the pump outlet to the radiator.
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COOLING SYSTEM
2. Pump Circulation system – Components – WATER PUMP
• The fan, the water pump and the generator are all rotated through a V-belt.
The rotation of the water pump is half the revolution of the crankshaft.

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COOLING SYSTEM
2. Pump Circulation system – Components –
RADIATOR
The radiator is responsible for cooling the
circulating water which gets heated after
removing heat from the cylinder block. The
radiator has very fine pipes and is available in
various designs in order to enable the water
to pass through very minute parts. At the
same time, the outer side of these parts is
also cooled by means of the incoming air. The
various parts of a kind of radiator are shown
in Fig.

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GPTC Kalamassery
COOLING SYSTEM
2. Pump Circulation system – Components – RADIATOR PRESSURE CAP
• The radiator pressure cap consists of a vacuum valve, pressure valve, filler
cap seat and overflow pipe. When the cap is on its seat, the pressure and
the boiling point of the water in the radiator increase. The pressure in the
radiator is kept under control by the pressure valve thereby reducing the
overflow loss of water.

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COOLING SYSTEM
• On the other hand, the hot radiator may cool suddenly due to some
changes in atmospheric conditions. When this happens, a vacuum is
created inside the radiator which, in turn, may cause the collapse of
the radiator. At this critical juncture the vacuum valve operates, thus
avoiding the collapse of the radiator.

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COOLING SYSTEM

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GPTC Kalamassery
COOLING SYSTEM
2. Pump Circulation system – Components – Coolant Recovery System

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GPTC Kalamassery
COOLING SYSTEM
• In a coolant recovery system utilized in some engines, an expansion
reservoir is provided for further cooling of the water from the radiator. It is
used instead of the overflow pipe. The expansion reservoir is connected
with the radiator and as the temperature of the engine increases, the excess
water goes to the expansion reservoir from the radiator.
• The water from the radiator cools down further in the expansion reservoir
and undergoes a decrease in volume. Then the cooled water returns to the
radiator and the system is filled with cooling water. The reservoir is made of
translucent plastic so that the level of the coolant can be seen at any time.

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COOLING SYSTEM
• The advantages of a coolant recovery system are as follows:
1. As the coolant does not undergo expansion, it does not overflow.
Hence, in this system, there is no loss of coolant due to overflow.
2. Air does not enter this cooling system. Therefore corrosion of the
cooling jackets and passages is reduced. Also, the deterioration of
antifreeze solutions is reduced to a great extent.
3. A smaller upper tank may be used with the radiator as compared to
larger ones used in other cooling systems.

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LUBRICATION SYSTEM
• Lubrication circuit is one of the most important ones in the engine. The
engine cannot run smoothly for more than a few minutes without the
lubricating oil. Whenever two metallic surfaces move over each other under
direct contact, dry or solid friction is produced. This is due to the
irregularities on the two surfaces interlocking each other. The dry friction
thus created produces a lot of heat and results in wear of the metal surface.

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LUBRICATION SYSTEM
• Objects of Lubrication
The primary objects of lubrication are:
1. To reduce friction between moving parts to its minimum value so that
power loss is minimized.
2. To reduce wear of the moving parts as far as possible.
Apart from these primary objects the lubrication serves other important
purposes, which may be called secondary. These are
1. To provide cooling effect : The lubricating oil takes heat from the hot
moving parts during its circulation and delivers it to the surrounding air
through the crank case.

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LUBRICATION SYSTEM
2. To provide cushioning effect : The lubricating oil serves also as a good
cushion against the shocks present in the engine. For example, instant
combustion of fuel in the combustion chamber produces a sudden pressure
rise in the cylinder and the shock goes to the bearings through the piston,
piston pin, and the connecting rod. This shock is then absorbed by the layer
of oil present in the main bearings.
3. To provide cleaning action : Apart from the objects to be achieved by
lubrication as described above, the lubricating oil serves another useful
purpose in providing a cleaning action. During its circulation it dissolves many
impurities, e.g. carbon particles. This oil is may be purified by filtration.
4. To provide a sealing action : The lubricating oil also helps the piston rings to
maintain an effective seal against the high pressure gases in the cylinder
from leaking out toward the crank case side.
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LUBRICATION SYSTEM
Types of Lubricants
1. Animal Oils: Obtained from animal fat, not suitable for automotive engine
lubrication due to easy oxidation and gumminess.
2. Vegetable Oils: Produced from seeds, fruits, etc. Castor oil, a vegetable oil, was
once extensively used in the automotive industry for its high viscosity and film
strength.
3. Mineral Oils: Derived from petroleum, widely used in automobiles. Advantages
include greater chemical stability at higher temperatures, less tendency to form
emulsions with water, and being more plentiful and cheaper. Classified into
paraffins, naphthenes, aromatics, and olefins based on molecular structures.
4. Synthetic Lubricants: Examples include polyorganosiloxanes, polyglycol ethers,
and aliphatic diester oils. Claimed advantages over mineral oils include higher
viscosity index, reduced lacquer formation, reduced evaporation loss, less oil
consumption, fewer engine deposits, less frequent oil changes, and increased
fuel economy. However, their high cost limits their use.
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LUBRICATION SYSTEM
Types of Lubricants
5. Greases: Suspensions of metallic soaps in lubricating oil. Used where
liquid lubricants retention is difficult and in high-temperature
conditions (e.g., axles). Classified by purpose (chassis grease, multi-
purpose grease) and soap base (sodium, calcium, lithium, aluminum).
Sodium base greases withstand high temperatures, calcium base
greases for wheel bearings, and lithium base greases for various
automotive applications.
6. Solid Lubricants: Graphite used as a cylinder lubricant in powder or
colloidal form. Stable at high temperatures, low coefficient of friction,
and fills metal pores to reduce friction.

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LUBRICATION SYSTEM
The main parts of an automotive engine which require lubrication are:
1. Main crankshaft bearings
2. Big end bearings
3. Gudgeon pin bearings
4. Piston rings & cylinder walls
5. Timing gears
6. Camshaft & camshaft bearings
7. Valve mechanism
8. Electrical equipments

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ENGINE
LUBRICATION
SYSTEM
• The various systems adopted for
the lubrication of automobile
engine are:
1. Petroil System
2. Splash System
3. Pressure System
4. Dry-Sump system
RONIMON SUNNY, Guest Lr., Automobile Engineering Dept., GPTC Kalamassery 179
LUBRICATION SYSTEM
Petroil System
• Used in small two-stroke engines, common
in scooters and motorcycles.
• Involves mixing a certain amount of
lubricating oil with petrol (2% to 3% ratio).
• Ensures lubrication through a thin film of oil
left on crankcase, cylinder walls, crankshaft,
and bearings after the petrol component
vaporizes.
• Requirements for lubricating oil include easy
mixing with petrol and burning without
leaving much residue.

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LUBRICATION SYSTEM
Splash System
• Employed in early motorcycle engines.
• Utilizes a scoop in the connecting rod
to splash oil on cylinder walls during
engine operation.
• Affects lubrication of various engine
components like walls, gudgeon pin,
main crankshaft bearings, and big end
bearings.

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LUBRICATION SYSTEM
Pressure System
• Commonly used in modern car engines.
• Involves an oil pump that pressurizes oil
from the wet sump, delivering it through a
filter to the main oil gallery.
• Oil pressure controlled by a pressure-relief
valve.
• Provides positive lubrication to critical
engine components like main bearings,
crankpins, cylinder walls, and more.
• Main gallery, drilled passages, and
separate oil lines ensure effective
lubrication.
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LUBRICATION SYSTEM
Pressure System
Wet Sump System (Advantages):
1. Less costly compared to a dry sump system.
2. Easy checking of oil level.

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LUBRICATION SYSTEM
Dry-sump System
• Employed in racing car engines and situations
requiring operation at steep angles.
• Uses two pumps - scavenge pump in the
lowest crankcase portion and pressure pump
in a separate reservoir.
• Maintains higher oil pressure for main and big
end bearings (400-500 kPa) and lower
pressure for timing gears and camshaft
bearings (50-100 kPa).
• Allows for a smaller sump size and flexible
placement in the vehicle.
• More reliable but complex and costly due to
additional pump and high-pressure oil lines.
• Not commonly used in regular vehicles.
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GPTC Kalamassery
LUBRICATION SYSTEM
Major Components in a lubrication system
1. Oil Strainers
2. Oil Pumps
3. Oil Filters
4. Oil Coolers
5. Oil Pressure Gauges
6. Oil Pressure Warning Light

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GPTC Kalamassery
LUBRICATION SYSTEM
Major Components in a lubrication system - Oil
Strainers
• Oil strainer is attached at the inlet of the oil pump
to guard it against the entry of grit etc. The strainer
is made of ordinary wire mesh screen.
• A good practice is to install a floating strainer,
which is hinged to the oil pump inlet. The floating
strainer remains at the surface of oil, whereas the
girt, dust etc. remain at the bottom of the
crankcase.
• The result is that very small amount of impurities
goes to the strainer screen and hence the chances
of it being blocked up are minimized. Even then to
account for such eventuality, in which whole of the
strainer screen is blocked up, the provision of a by-
pass is kept as shown in Fig.
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GPTC Kalamassery
LUBRICATION SYSTEM
Major Components in a lubrication system - Oil Pumps
• Next to oil strainer in the lubrication system, comes the
pump
• Its function is to supply oil under pressure to the various
engine parts
• Oil pumps are typically located inside the crankcase below
the oil level. They are commonly driven by the distributor
shaft, connected to the camshaft through a skew gear with a
1:1 gear ratio for low-mounted camshafts.
• In high-mounted camshaft engines, a skew gear on a shorter
distributor extension shaft meshes with a gear on the
crankshaft, resulting in a 2 to 1 gear reduction.
• In transversely mounted engines, the oil pump is directly
driven from the camshaft end through a coupling, providing
a compact arrangement.
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GPTC Kalamassery
LUBRICATION SYSTEM
Major Components in a lubrication system - Oil Pumps
• Oil pressure rises with engine speed, proportional to pump speed.
• Pressure relief valve limits maximum pressure to ensure proper lubrication.
• Minimum oil pressure is set at almost 100 kPa.
• Typically, 15 to 30 liters per minute of oil circulation suffices for engine
lubrication.
• Pump size is selected to provide required oil volume at desired pressure
without cavitation at moderate engine speeds.
• Types of oil pumps used are
1. Gear Pump 2. Crescent type gear pump 3. Rotor Pump
4. Plunger Pump 4. Vane pump
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GPTC Kalamassery
LUBRICATION SYSTEM
Major Components in a lubrication system - Oil Filters
• Lubricating oil deteriorates with use, forming sludge, lacquer, and carbon.
• Contaminants include combustion by-products (water, acids, unburnt fuel) and
metal particles from wear and rust.
• Impurity particles of 5 to 15 microns diameter are most damaging.
• Modern engines may have a minimum working oil film thickness of 1 to 2 microns.
• Two oil filter systems: by-pass and full flow.
• By-pass system is obsolete due to statistical impossibility of cleaning the entire oil
content.
• Full-flow system filters all oil going to bearings, with a relief valve to prevent oil
starvation (opens at 40 to 100 kPa, depending on engine model).
• Full-flow system requires a higher flow rate, using comparatively coarser filtering
elements.
189
GPTC Kalamassery
LUBRICATION SYSTEM

190
GPTC Kalamassery
LUBRICATION SYSTEM
An oil filter must have following characteristics:
1. High filtration efficiency
2. Less pressure loss
3. Long life
There are two main types of oil filters: primary and secondary.
1. Primary filter: Also known as a surface filter, it retains impurities on the
outer surface of the filter. It uses coarse filter material and is installed on
the inlet side of the oil pump.
2. Secondary filter: Installed on the outlet side of the oil pump, it retains
impurities progressively along the depth of the filter material. It's also
referred to as a depth filter.
191
GPTC Kalamassery
LUBRICATION SYSTEM
Primary filter is more commonly known as strainer and is formed from wire
gauze of 40-60µm. The secondary filters used in automobile engines are of
various kinds, the important onces out of them being :
1. Catridge Type 2. Edge Type 3. Centrifugal Type
1. CATRIDGE TYPE
The Cartridge Type Oil Filter used in automobile engines
consists of a pleated filtering element within a metallic
casing, capable of capturing particles as small as 5 microns,
with options for both reusable and replaceable elements,
and it must maintain a balance between allowing oil flow
and preventing clogs, with a maximum permissible resistance
of around 2 bars. RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,
192
GPTC Kalamassery
LUBRICATION SYSTEM
1. CATRIDGE TYPE

193
GPTC Kalamassery
LUBRICATION SYSTEM
2. EDGE TYPE
• It is also called the stack type.
• In this the oil is made to pass through a number of
closely spaced discs. The alternate discs are mounted
over a central spindle, while the discs in between these
are attached to a separate fixed spindle as shown.
• The clearance between two successive discs is a few
microns. The oil is made to flow through the spaces
between these discs and because of the very small
spaces involved the impurities are left on the disc
peripheries from where these are periodically removed
by simply operating the central knob. This may be done
ether manually or the knob may be connected to the
clutch system and operated periodically by means of
clutch action.
194
GPTC Kalamassery
LUBRICATION SYSTEM
3. Centrifugal Type
• The system involves a hollow central spindle with holes
around its periphery, through which dirty oil enters.
• The dirty oil fills the rotor casing after exiting the spindle,
and it passes down tubes with attached jets.
• Oil under pressure passes through the jets, causing a
reaction that initiates the rotation of the rotor casing in the
opposite direction.
• The oil impinges on the outer stationary casing under heavy
pressure, where impurities are retained, and clean oil falls
below for extraction.
• The rotor typically rotates between 2000 and 7000 rpm,
depending on the circulating oil pressure.
• Forces up to 2000 times gravity are generated, effectively
removing impurities, including fine ones, from the oil
system.
• Filter walls need cleaning at intervals of about 70,000 km.
195
GPTC Kalamassery
LUBRICATION SYSTEM
Major Components in a lubrication system - Oil Coolers
• Heavy-duty engines generate high temperatures, leading to
increased oil temperature. Elevated temperatures can
reduce oil viscosity, potentially causing lubrication issues
such as boundary lubrication instead of desired fluid
lubrication.
• Function of oil coolers: Oil coolers act as heat exchangers to
maintain optimal oil temperature.
• Types of oil coolers: They can use either cold water from
the radiator or an air stream for cooling.
• Preference for water coolers: Water coolers are more
common because they can function as reversible coolers.
Initially, when it's preferable for the oil not to be cooled,
the water will heat the oil. As temperatures rise, the water
will cool the oil.
• Benefit of reversible cooling: Reversible cooling allows for
rapid circulation of oil in the lubrication system during
engine startup.
196
GPTC Kalamassery
LUBRICATION SYSTEM
Major Components in a lubrication system - Oil Level Indicators
• To make sure that sufficient oil is there in the engine crankcase some means
must be provided for its measurement.
• The simplest method most commonly used is the 'dip stick'. It is a long stick
with a handle at one end for holding. The marks are provided on the dip stick
indicating full, half full or quarter full crankcase. The critical mark is also
provided below which the level should not fall. It is the duty of the driver to
check the oil level at regular intervals, particularly before undertaking any
long journey.
• Another type of oil level indicator is based upon the float system. To the float
inside the crankcase, is attached suitable indicator to indicate the oil level
outside the crankcase.
197
GPTC Kalamassery
LUBRICATION SYSTEM
Major Components in a lubrication system - Oil Level Indicators

198
GPTC Kalamassery
LUBRICATION SYSTEM
Major Components in a lubrication system - Oil Pressure
Gauges
• They are essential for monitoring the pressure in the Electrically Operated Oil Pressure Gauge
lubrication system.
• Any leakage in the lubrication system can cause a drop in
pressure, leading to reduced oil supply to bearings,
potentially resulting in damage.
• It's crucial for the driver to monitor oil pressure, as any
reduction in system pressure should be noticed promptly.
• There are two main types: Bourdon type and electrically
operated type.
• Both types operate similarly to temperature gauges in the
cooling system. The electrically operated type replaces the
thermal element with a linear resistance controlled by a
sliding contact attached to a diaphragm. The deflection of
the diaphragm is proportional to the oil pressure.
199
GPTC Kalamassery
LUBRICATION SYSTEM
Major Components in a lubrication system - Oil Pressure Warning Light
A warning light is provided on the dashboard which lights up when the oil
pressure is lower than the specified value. This light is controlled by an oil
pressure switch mounted in the main oil gallery. It consists of a diaphragm
with a projection at the center. When the oil pressure is above the prescribed
value, the projection keeps the contact bar pushed up, thereby separating the
contacts so that the warning light is off. However, when the oil pressure falls,
the diaphragm also moves down thereby making the contacts, so that the
warning light comes on.

200
GPTC Kalamassery
• Thank You
RONIMON SUNNY, Guest Lr., Automobile Engineering Dept., GPTC Kalamassery 201

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6052B - Elementary

Program : Diploma in Automobile Engineering

CO3 Show various components of Automobile transmission line 15 Understanding

CO4 Illustrate various components of Automobile chassis 14 Understanding

3-Strongly mapped, 2-Moderately mapped, 1-Weakly mapped

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

• Manifolds (intake and exhaust) are attached to the side

➢A typical aluminium alloy composition for cylinder block consists of

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

It is important to remember that each time a joint is assembled, a new

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

Shimbestos type Felbestos type

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• Ultraseal 2000 series gaskets retain the pierced core

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RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

• Compression blow-by in an IC engine refers

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

11. CRANK SHAFT

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

T- Head L- Head F – Head

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

Correct spark plug gap size is crucial. Gap size specified by

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,

RONIMON SUNNY, Guest Lr., Automobile Engineering Dept.,