TECHNOLOGICAL UNIVERSITY OF THE PHILIPPINES

AYALA BOULEVARD ERMITA MANILA

COLLEGE OF ENGINEERING
MECHANICAL ENGINEERING DEPARTMENT

PME8L-M

MECHANICAL ENGINEERING LABORATORY 3

ACTIVITY 1
DIFFERENT SYSTEMS IN AUTOMOTIVE

SUBMITTED BY:
DALANGIN, IAN JOSEPH H.
FAJARDO, RHO-ANN L.
TULIN, EDDIEMAR M.
TESORERO, KHRISELLE ANN A.
FRIAS, JON GABRIEL A.

BSME – 4A

SUBMITTED TO:
ENGR. MANUEL L. EUROPEO

Date Started: March 15, 2022

Date Submitted: March 22, 2022
Activity 1
Objectives:
The activity aims to determine the determine the lubrication system, cooling system, fuel
system, ignition system, exhaust system and emission control system in automotive
Intended Learning Outcome (ILO)
At the end of activity, the student shall be able to:
1.1) Identify the different systems in automotive
1.2) Define the lubrication system, cooling system, fuel system, carbureted fuel system,
ignition system, exhaust system and emission control system in automotive

1. Lubrication System

When two metallic surfaces under direct contact move over each other, they create
friction which generates heat. This causes excessive wear and tear of those moving parts.
However, when a film of lubricating matter separates them from each other, they do not come
in physical contact with each other. Thus, lubrication is a process that separates the moving
parts by supplying a flow of a lubricating substance between them. The lubricant could be
liquid, gas or solid. However, engine lubrication system mainly uses liquid lubricants.
In automotive engine needs lubrication as they comprise of two or more robing, moving
parts. These parts produce friction and generate heat which causes excessive wear and tear
of the pairs.
Lubrication plays vital roles in automobiles as it aids its working efficiency and longevity
of an engine.
When two moving parts experience a film of lubrication, they are separate from each
other. That is, they do not come in physical contact with each other.
 Automobiles are designed with indicator lights which are “on” when the engine oil
pressure is low. Although some engine uses the indicator to show the quality of the oil in the
engine.
An electric analogue and electronic digital gauges are used to indicate the oil pressure. A
dipstick is also available to measure the oil level in the oil pan.
Functions of Engine Lubricating System
Below are the functions of lubricating oil in an engine:
 The primary purpose of engine lubrication is to minimize wear by securely closing the
clearance between moving parts such as shafts, bearings, etc. Lubrication also avoids
the moving parts not to come in direct contact with each other.
 Oil serves as a cleaning agent in an engine as it moves the dirt particle to the oil pan.
Smaller particles are filtered out by the oil filters while larger ones are retained in the oil
pan.
 Another purpose of engine lubrication is that it serves as a cooling system. Lubricating
oil cools the moving parts of the engine and transferred the hot oil into the cooler oil in
the oil pan.
 The oil creates a seal between the cylinder walls and the piston rings. It also reduces
the exhaust gas blowby.
 Clearance between the rotating journals and bearing is filled with oil. The oil acts as a
cushioning agent when the bearing suddenly experiences heavy loads. Oils reduce the
wear on bearings.
The Engine lubrication system is considered to give a flow to the clean oil at the accurate
temperature, with an appropriate pressure to each part of the engine. The oil is sucked out into
the pump from the sump, as a heart of the system, than forced between the oil filter and
pressure is fed to the main bearings and also to the oil pressure gauge. The oil passes through
the main bearings feed- holes into the drilled passages which is in the crankshaft and on to the
bearings of the connecting rod. The bearings of the piston-pin and cylinder walls get lubricated
oil which dispersed by the rotating crankshaft. By the lower ring in the piston the excess being
scraped. Each camshaft bearing is fed by the main supply passage from a branch or tributary.
And there is another branch which supplies the gears or timing chain on the drive of camshaft.
The oil which is excesses then drains back to the sump, where the heat is being transferred to
the surrounding air.
Parts of Engine Lubricating System

 Oil Pan / Sump:

An Oil Pan / Sump is just a bowl-shaped reservoir. It stores the engine oil and then circulates it
within the engine. Oil sump sits below the crankcase and stores the engine oil when the engine
is not running. It is located at the bottom of the engine in order to collect and store the engine
oil. The oil returns to the sump by pressure/gravity when the engine is not in use.
Bad road conditions could cause damage to the Oil Pan / Sump. So, the manufacturers
provide a stone guard/sump guard underneath the sump. The sump guard absorbs the hit from
the uneven road and protects the sump from any damage.
 Oil Pump:
An Oil Pump is a device which helps to circulate the lubricant oil to all the moving parts inside
the engine. These parts include crankshaft & camshaft bearings as well as valve lifters. It is
generally located at the bottom of the crankcase, close to the oil sump. The oil pump supplies
the oil to oil filter which filters and sends it onward. The oil then reaches different moving parts
of the engine through oil galleries.
Even, small particles can choke the oil pump and galleries. If oil Pump gets blocked, then it
can cause the severe damage to the engine or even complete seizure of the engine. To avoid
it, the oil pump consists of a strainer and a by-pass valve. Hence, it is necessary to change the
engine oil and filter at regular intervals as recommended by the manufacturers.
 Oil Galleries:
In order to get better performance and longer engine life, it is essential that the engine oil
quickly reaches the moving parts of the engine. For this purpose, manufacturers provide oil
galleries within the engine. The Oil Galleries are nothing but series of interconnected passages
which supply the oil to the remotest parts of the engine.
Oil galleries consist of big and small passages drilled inside the cylinder block. The bigger
passages connect to the smaller passages and supply the engine oil up to the cylinder head
and overhead camshafts. The oil galleries also supply the oil to the crankshaft, crankshaft
bearings and camshaft bearings thru holes drilled in them as well as to valve lifters/tappets
 Oil Cooler:
The Oil Cooler is a device which works just like a radiator. It cools down the engine oil which
becomes very hot. Oil cooler transfers the heat from the engine oil to the engine coolant
through its fins. Initially, manufacturers used the oil cooler only in the racing/high-performance
vehicles. However today, most vehicles use oil cooler system for better engine performance.
Oil cooler which helps to maintain the engine oil temperature also keeps its viscosity under
control. Additionally, it retains the lubricant quality, prevents the engine from overheating and
thereby saving it from wear and tear.

Some engine lubricating system circulates oil within the engine with the recycling process. The
following are the parts that oil is supplied during the process:
 Crankshaft main bearings
 Big end bearings
 Piston pins and small end bushes
 Piston rings
 Timing Gears
 Air-compressor piston and bearings (in commercial vehicles for air-brake)
 Camshaft and bearings
 Valves
 Cylinder walls
 Oil pump parts
 Water pump bearings
 Turbocharger bearings (if available)
 Vacuum pump bearings (if available)
 In-Line Fuel Injection Pump bearings
 Tappets and push-rods

Types of Lubrication System

Following are the 6 main types of lubrication system:
1. Petroil System
In these types of the lubrication system, it is commonly used in the two-stroke petrol engines
such as scooters and motorcycles. It is the simplest form of the lubricating system. For
lubrication purpose, it does not have any separate part like an oil pump.
But the lubricating oil is added to the petrol itself during filling in the petrol tank of the vehicle in
a specified ratio. When fuel enters the crank chamber during engine operation, oil particles go
down into the bearing surfaces and lubricate them. The piston rings, cylinder walls, piston pins,
etc. are easily lubricated in the same way.
If the engine is allowed to remain unused for a considerable time, the lubricating oil separates
off from petrol and starts to clog of passages in the carburetor, occurring in engine start
problems. Thus is the main disadvantages of this system.

2. Splash System
In these types of lubrication system, the lubricating oil
accumulates in an oil trough or sump. A scoop or dipper is
made in the lowest part of the connecting rod. When the
engine runs, the dipper dips in the oil once in every
revolution of the crankshaft and cause the oil to splash on
the cylinder walls.
This action affects engine walls, piston rings, crankshaft
bearings, and large end bearings. Splash system mostly
works in connection with the pressure system in an engine, some parts being lubricated by
splash system and the other by a pressure system.

3. Pressure System
I n these types of lubrication system, engine parts are
lubricated under pressure feed. The lubricating oil is
stored in a separate tank or the sump, from which an
oil pump receives the oil through a strainer and
transfers it through a filter to the central oil gallery at a
pressure of 2-4 kg/cm2.
The oil from the main gallery goes to the main
bearings, after lubricating the main bearing, some of it goes back to the sump, some is
splattered to lubricate the cylinder walls and the rest goes from a hole into the crank pin.
From the crankpin, it goes through a hole in the connecting rod web to the piston pin, where it
lubricates the piston rings. To lubricate the timing gears and camshaft, the oil is led through a
separate oil line from the oil gallery.
The valve tape is lubricated by attaching the main oil gallery to the tappet guide surfaces
through drilled holes. An oil pressure gauge on the instrument panel shows the oil pressure in
the system. The oil filters and strainers in the system clear off the oil from dust, metal particles
and other dangerous particles.

4. Semi-pressure System
It is the combination of a splash system and pressure system of the lubrication system. Some
parts are lubricated by splash system and some parts by a pressure system. Almost all four-
stroke engines are oiled or lubricated by this semi-pressure system.
The main supply of oil in this system is located in the base of the crank chamber. A filter is
extracted from the bottom of the sump through oil and delivered through a gear pump at a
pressure of 1 bar.
Larger bearing ends are lubricated through a nozzle spray. Consequently, the oil also oils or
lubricates crankshaft bearings, cams, cylinder walls and timing gears.
The oil supply is measured with the help of oil pressure gauges. This system is less costly to
install. This enables high bearing loads and engine speed to be applied than the splash
system.

5. Dry Sump System

The system in which lubricating of oil collects in
the oil sump is known as a wet sump system as a
pressure system. But the system in which the
lubricating oil is not located in the oil sump is
known as the dry pump system.
In this system, the vanes sweep the oil from the
inlet to the outlet side. As the drum is applied in an
eccentric manner, the volume between the drum
and the casting continuously decreases and the oil
pressure at the outlet increases.

6. Wet Sump System

In this system, oil is transported to various engine parts with
a sump strainer. In this wet sump system, oil pressure is of
about 4 to 5 kg/cm2. After lubrication, the oil is carried back
to the oil sump. In this case, the oil is present in the sump.
Therefore, it is called a wet sump lubrication system.
The benefits of a wet sump system are its simplicity. And the
oil is close to where it will be applied, doesn’t have a lot of
parts to repair, and is relatively safe to build in a car.
2. Cooling System

A vehicle’s engine-cooling system serves not just to keep the engine cool, but to also
keep its temperature warm enough to ensure efficient, clean operation. System components
include a radiator to dissipate heat, a fan or fans to ensure adequate airflow for radiator
cooling, a thermostat valve that opens when the desired operating temperature is reached and
a water pump (or coolant pump) to circulate coolant through the engine, hoses and other
components. Most vehicles now employ an expansion tank that allows the coolant to expand,
and exit, the cooling circuit when hot, and to return when the car is turned off and the engine
cools. The cooling system also incorporates elements of the cabin’s ventilation system,
because engine heat is used to warm the car’s interior.
An automotive cooling system serves three important functions.
 The cooling system removes the excess heat from the engine.
 The cooling system maintains the engine operating temperature for optimum
performance.
 The cooling system brings the engine up to the correct operating temperature as quickly
as possible.
What Happens Inside?
The cooling system works by constantly passing coolant through channels in the engine
block. Coolant, driven by a water pump, is pushed through the cylinder block. As the solution
passes through these channels, it absorbs heat from the engine.
Leaving the engine, this heated fluid enters the radiator, where it is cooled by the air
flow entering through the car’s radiator grill. The fluid will cool as it passes through the radiator,
returning to the engine again to pick up more engine heat and carry it away.
There is a thermostat between the radiator and engine. Depending on the temperature,
the thermostat regulates what happens to the liquid. If the fluid temperature drops below a
certain level, the solution bypasses the radiator and is instead directed back to the engine
block. The coolant will continue to circulate until it reaches a certain temperature and opens
the valve on the thermostat, allowing it to pass through the radiator again for cooling.
It seems that due to the very high engine temperature, the coolant can easily reach its
boiling point. However, the system is under pressure to prevent this from happening. When the
system is under pressure, it is much more difficult for the coolant to reach its boiling point.
Occasionally, however, pressure builds up and must be relieved before it can deflate the hose
or gasket. The radiator cap relieves excess pressure and fluid by accumulating in the reserve
tank. After the liquid in the storage tank has cooled to an acceptable temperature, it is returned
to the cooling system for re-circulation.

Components of a cooling system

 Radiator
The radiator acts as a heat exchanger for the engine. It is usually made of aluminum and has
many small diameter pipes with fins attached to them. It exchanges the heat of the hot water
coming from the engine with the ambient air. It also has a drainage plug, an inlet port, a sealed
cover, and an outlet port.
 Water pump
When the coolant cools after being in the radiator, the water pump sends the fluid back to the
cylinder block, heater core, and cylinder head. Eventually, the liquid enters the radiator again,
where it cools down again.
 Thermostat
It is a thermostat that acts as a valve for the coolant and only allows it to pass through the
radiator when a certain temperature has been exceeded. The thermostat contains paraffin
wax, which expands at a certain temperature and opens at that temperature. The cooling
system uses a thermostat to regulate the normal operating temperature of the internal
combustion engine. When the engine reaches standard operating temperature, the thermostat
is triggered. Then the coolant can enter the radiator.
Other components
 Freeze Plugs
This is actually a steel plug designed to seal openings in the cylinder block and cylinder heads
created during the casting process. In frosty weather, they can pop out if there is no frost
protection.
 Timing head/cover gasket
Seals major engine parts. Prevents mixing of oil, antifreeze, and cylinder pressure.
 Radiator overflow tank
This is a plastic tank that is usually installed next to the radiator and has an inlet connected to
the radiator and one overflow hole. This is the same tank that you pour water into before
driving.
 Hoses
A series of rubber hoses connect the radiator to the engine through which the coolant flows.
These hoses can also start leaking after years of use.
3. Fuel System

Fuel is essential to the engine and is a vital element in the combustion process so
that it may convert it to energy to propel your vehicle. It is mixed with air, ignited, and
eventually converted to exhaust. If you haven’t noticed, though, with most cars, the fuel tank is
towards the back end and the engine is in the front of the vehicle.
The function of the fuel system is to store and supply fuel to the cylinder chamber
where it can be mixed with air, vaporized, and burned to produce energy. The fuel, which can
be either gasoline or diesel is stored in a fuel tank. A fuel pump draws the fuel from the tank
through fuel lines and delivers it through a fuel filter to either a carburetor or fuel injector, then
delivered to the cylinder chamber for combustion.
Ideally, when your vehicle’s gas gauge gets down to a quarter tank, you pull into
your favorite fueling station and fill up the tank. The gas station pump is where fuel begins its
journey:
1. From the pump to the tanks the gas travels through the fuel pump. The pump sends fuel
from the gas tank to the engine. Some vehicles are equipped with multiple gas tanks
and even multiple fuel pumps. Multiple fuel pumps are ideal for ensuring the vehicle
always has access to fuel no matter the terrain that the vehicle is traveling on. For
example, if a vehicle is making a sharp turn or traveling on a steep incline and gravity
forces fuel away from one fuel pump, it guarantees that at least one of the pumps has
access to fuel.
2. The pump forces fuel through the fuel lines that deliver fuel from the tank to the engine
for combustion. Fuel lines are made of durable metal, plastic materials and though they
are located in the undercarriage of the vehicle, and seemingly in a vulnerable position,
they are placed in areas that cannot be damaged due to elements, road conditions, or
exposure to heat from the engine’s exhaust or other components.
 3. The fuel filter is the next stop for gasoline before it reaches your engine. It is imperative
that the fuel that enters the engine be uncontaminated and free from dirt or particulates.
To prevent any debris from entering the engine, the fuel filter will aid in removing dirt or
debris. A clogged or dirty fuel filter is unable to trap harmful particulates from entering
your engine and cause all sorts of damage. Newer vehicles may not have serviceable
fuel filters as they are located in the fuel tank. Replacing the filter requires replacing the
entire set up.
4. Once passed through the fuel filter, the fuel reaches the engine and is in injected into
the combustion chamber to create combustion utilizing fuel injectors.

Fuel System Components

Over time, an engine’s performance can slowly diminish because of buildup, which
clogs vital parts of the fuel system and causes reduced fuel efficiency and power.

 Fuel Injectors/Carburetors
The fuel injector is the last stop for fuel in your engine before it goes "boom!" inside the
combustion chamber. It is basically an electrically operated gate that opens just long enough to
meter the perfect amount of fuel to run the engine. Carburetors were the usual method of fuel
delivery for most vehicles up until the late-1980s. Most carburetors are manual non-electric
devices that are used for mixing vaporized fuel with air to produce a combustible or explosive
mixture for internal combustion engines. Carburetors have been mostly supplanted by
electronic fuel injection.
 Intake Valve
The valve opens to allow the air/fuel mixture to be drawn into the combustion chamber.
Deposits on the intake valves can restrict or change the flow of the air/fuel mixture into the
combustion chamber. Fuel can stick to deposits on the intake valve and not enter the
combustion chamber when needed. The right fuel additive can help reverse these effects and
restore lost performance.
 Piston
The piston travels up and down and converts the pressure from combustion into movement.
Detergent additives that can help remove or reduce deposits have been shown to be effective
in reducing or eliminating deposit-related drivability and performance loss.

 Combustion Chamber
This is where burning of the air/fuel mixture happens. Deposits in the combustion chamber can
affect heat transfer and air/fuel compression. Excess heat can cause premature ignition and
knocking.
 Fuel Tank
The fuel tank is the main storage for the fuel that runs the vehicle. Generally speaking, the gas
tank is generally found at, or under, the rear of the vehicle.
 Fuel Fill Hose
The Fuel Fill Hose is the main connector from the gas cap to the fuel tank. This is the point
where the Gasoline (or other fuel) is put into the vehicle.
 Gas Cap
The gas cap seals the fill hose and is used to ensure that
A) Gas does not spill out from the car, and
B) That the fuel system remains pressurized correctly (in vehicles that use pressurized
systems).
 Fuel Pump
The fuel pump is used to pump the fuel from the fuel tank, via the fuel lines into the fuel
injectors, which spray the fuel into the combustion chamber- in order to create combustion.
There are two types, mechanical fuel pumps (used in carburetors) and electronic fuel pumps
(used in electronic fuel injection).
• Mechanical fuel pumps: these are driven normally by auxiliary belts or chains from the
engine.
• Electronic fuel pumps: controlled by the electronic fuel injection system, these are normally
more reliable and have fewer reliability issues than their mechanical counterparts.
  Fuel Filter
The fuel filter is the key to a properly functioning fuel delivery system. This is truer with fuel
injection than with carbureted cars. Fuel injectors are more susceptible to damage from dirt
because of their close tolerances, but also fuel injected cars use electric fuel pumps. When the
filter clogs, the electric fuel pump works so hard to push past the filter that it burns itself up.
Most cars use two filters. One inside the gas tank and one in a line to the fuel injectors or
carburetor. Unless some severe and unusual conditions occur to cause a large amount of dirt
to enter the gas tank, it is only necessary to replace the filter in the line.
 Fuel Lines
The Fuel Lines connect all of the various Fuel System components.
Steel lines and flexible hoses carry the fuel from the tank to the engine. When servicing or
replacing the steel lines, copper or aluminum must never be used. Steel lines must be
replaced with steel. When replacing flexible rubber hoses, the proper hose must be used.
Ordinary rubber such as used in vacuum or water hose will soften and deteriorate. Be careful
to route all hoses away from the exhaust system.
 Fuel Gauge
The fuel gauge exists as a display item in the vehicle’s dashboard. It is intended to show to the
driver the actual amount of fuel in the fuel tank. On older cars, it’s common for fuel gauges (or
their related part, the sending unit) to be inaccurate. When you first start driving your classic
car take time to learn how accurate the system is. It’ll save you from a long walk to the gas
station if you run out of gas!
 Fuel Gauge Sending Unit
In terms of the fuel system, this may be your biggest headache. Sending units, at best, are
generally a flawed design. Generally, the sender is most accurate between 1/4 and 3/4 of a
tank of gas. Outside of this, the gauge becomes progressively more inaccurate as you reach
the tank limits (full or empty).
 Fuel return lines
They are generally the same types of line tubing as the main Fuel Line. These specific lines
are used for a couple purposes. Primarily they are used to return excess fuel to the gas tank
for recirculation. Additionally, they capture gasoline vapors, which, as they are pushed back to
the gas tank cool and condense back into the liquid. In particular, diesel-powered fuel injected
engines often use the fuel as a cooling mechanism for the fuel injector. They can recirculate
significant amounts of fuel.
 Emission Vapor Controls
These are often used in combination with fuel return lines. The goal of this section of the
overall system is to ensure that gasoline vapors are not released into the ambient air. If this
occurs a number of bad things may happen: 1) The earth-shattering kaboom of gasoline
vapors igniting, 2) The unpleasant smell of gasoline is routed into the interior of the vehicle,
and 3) It can harm the environment.
 Fuel Pressure Regulator
Fuel Pressure Regulators are primarily found in fuel-injected cars. Fuel injection, as opposed
to carburetion, is a high-pressure system. The fuel pressure regulator ensures that the system
maintains the proper amount of pressurization.
 Pulsation Damper
As the fuel Injectors rapidly open and close in time with the engines OTTO cycle, pressure
fluctuations appear in the fuel system. A Pulsation Damper job is to help combat the pressure
levels reducing fuel delivery inconsistency.

4. Carbureted Fuel System

The carburetor is responsible for mixing gasoline

and air together in just the right amounts and
getting that mixture into the cylinders. Though
they are not found in new cars, carburetors have
delivered fuel into the engines of every vehicle
from legendary race cars to top-end luxury cars.
Advantages of Carburetors
 Carburetors cost less, are simple in
operation and easy to repair or replace
 Carburetors allow the users to tune them
to their requirements
 Since carburetors are not integrated into
the engines, they can be serviced or
replaced without touching the engine
Disadvantages of Carburetors
 Not the most efficient systems, dated design
 Most carburetors have a slight lag, which results in relatively slow throttle response
 Certain components like diaphragm are relatively delicate and prone to damage
 Air fuel mixture fluctuates, affecting engine smoothness
How does a carburetor work?
A carburetor relies on the vacuum created by the engine to draw air and fuel into the cylinders.
This system was used for so long because of the simplicity behind it. The throttle can open and
close, allowing either more or less air to enter the engine. This air moves through a narrow
opening called a venturi. The vacuum is a result of the airflow required to keep the engine
running.
Thanks to the venturi, there is enough of a vacuum inside of a carburetor for the air passing
through it to steadily draw gas from the jet. Found inside of the venturi, the jet is an opening
where fuel from the float chamber can mix with air before entering the cylinders. The float
chamber holds a small amount of fuel, like a reservoir, and allows fuel to easily flow to the jet
as it is needed. As the throttle opens, more air is drawn into the engine, bringing with it more
fuel, which makes the engine create more power.
The main issue with this design is the fact that the throttle has to be open for the engine to get
fuel. The throttle is closed at idle, so an idle jet allows a small amount of fuel to enter the
cylinders to keep the engine from stalling. Other small issues include excess fuel vapor
escaping the float chamber(s).
In the fuel system
Carburetors have been made in a number of shapes and sizes over the years. Small motors
may just use a single carburetor with a single jet to get fuel into the engine, while larger motors
can use as many as twelve jets to stay in motion. The tube containing the venturi and jet is
called a barrel, though this term is usually only used when referring to multi-barrel carburetors.
Multi-barrel carburetors were a big selling point for cars in the past, with options like 4 or 6-
barrel configurations. More barrels meant more air and fuel could enter the cylinders. Some
engines even used multiple carburetors.
Sports cars often came from the factory with one carburetor per cylinder, much to the dismay
of their mechanics. These would all have to be individually tuned, and the temperamental
(usually Italian) power plants were particularly sensitive to any imperfections in tuning. They
also had a tendency to need tuning fairly often. This is a big reason why fuel injection was
popularized with sports cars first.
Where have all the carburetors gone?
Since the 1980s, manufacturers have been phasing out carburetors in
favor of fuel injection. Both do the same job, but complex modern engines
simply evolved past carburetors and the much more precise (and
programmable) fuel injection has taken over. There are a few reasons for
this:
Fuel injection can deliver fuel directly into the
cylinder, though sometimes a throttle body is
used to let one or two injectors deliver fuel to
multiple cylinders.
Idling is tricky with a carburetor, but it is very simple for fuel injectors. This is because a fuel
injection system can just add a small amount of fuel into an engine to
keep it going, but a carburetor has the throttle closed at idle. An idle jet
is required to keep a carbureted engine from stalling with the throttle
closed.
Fuel injection is more precise and wastes less fuel. There is less gas vapor with fuel injection
because of this as well, so there is less chance of fire.
Despite being outdated, carburetors are a big part of automotive history and operate in a
purely mechanical and clever way. By working with carbureted engines, enthusiasts can get
hands-on knowledge of how air and fuel is brought into an engine to be ignited and keep
everything in motion.
5. Ignition System

The ignition system on your car has to work in perfect concert with the rest of the engine. The
goal is to ignite the fuel at exactly the right time so that the expanding gases can do the
maximum amount of work. If the ignition system fires at the wrong time, power will fall and gas
consumption and emissions can increase.
When the fuel/air mixture in the cylinder burns, the temperature rises and the fuel is converted
to exhaust gas. This transformation causes the pressure in the cylinder to increase
dramatically and forces the piston down.
The ignition system’s job is to ignite the air-fuel mixture in a gasoline engine. In addition to the
spark plugs that spark in the combustion chambers, the ignition system consists of an ignition
coil, which converts battery voltage to higher voltage, and the spark plug wires that join these
components. Advancements have greatly reduced the need for ignition system service. Where
distributor caps and rotors once needed replacement, electronic ignitions typically keep on
firing. In new vehicles, spark-plug replacement intervals are often around 100,000 miles. Spark
plug wires still require attention and occasional replacement, though an individual coil-on-plug
eliminates those wires entirely.
The timing of the spark is important, and the timing can either be advanced or retarded
depending on conditions.
The time that the fuel takes to burn is roughly constant. But the speed of the pistons increases
as the engine speed increases. This means that the faster the engine goes, the earlier the
spark has to occur. This is called spark advance: The faster the engine speed, the more
advance is required.
Other goals, like minimizing emissions, take priority when maximum power is not required. For
instance, by retarding the spark timing (moving the spark closer to the top of the compression
stroke), maximum cylinder pressures and temperatures can be reduced. Lowering
temperatures helps reduce the formation of nitrogen oxides (NOx), which are a regulated
pollutant. Retarding the timing may also eliminate knocking; some cars that have knock
sensors will do this automatically.
Components of Ignition System

 Spark Plug
The spark plug is in the center of the four valves in each cylinder.
The spark plug is quite simple in theory: It forces electricity to arc across a gap, just like a bolt
of lightning. The electricity must be at a very high voltage in order to travel across the gap and
create a good spark. Voltage at the spark plug can be anywhere from 40,000 to 100,000 volts.
The spark plug must have an insulated passageway for this high voltage to travel down to the
electrode, where it can jump the gap and, from there, be conducted into the engine block and
grounded. The plug also has to withstand the extreme heat and pressure inside the cylinder,
and must be designed so that deposits from fuel additives do not build up on the plug.
Spark plugs use a ceramic insert to isolate the high voltage at the electrode, ensuring that the
spark happens at the tip of the electrode and not anywhere else on the plug; this insert does
double-duty by helping to burn off deposits. Ceramic is a fairly poor heat conductor, so the
material gets quite hot during operation. This heat helps to burn off deposits from the
electrode.
Some cars require a hot plug. This type of plug is designed with a ceramic insert that has a
smaller contact area with the metal part of the plug. This reduces the heat transfer from the
ceramic, making it run hotter and thus burn away more deposits. Cold plugs are designed with
more contact area, so they run cooler.
Spark Plug
The difference between a "hot" and a "cold" spark plug is in the shape of the ceramic tip.
The carmaker will select the right temperature plug for each car. Some cars with high-
performance engines naturally generate more heat, so they need colder plugs. If the spark
plug gets too hot, it could ignite the fuel before the spark fires; so it is important to stick with the
right type of plug for your car.
 Ignition System Coil
Coil
The coil is a simple device -- essentially a high-voltage transformer made up of two coils of
wire. One coil of wire is called the primary coil. Wrapped around it is the secondary coil. The
secondary coil normally has hundreds of times more turns of wire than the primary coil.
Current flows from the battery through the primary winding of the coil.
The primary coil's current can be suddenly disrupted by the breaker points, or by a solid-state
device in an electronic ignition.
If you think the coil looks like an electromagnet, you're right -- but it is also an inductor. The key
to the coil's operation is what happens when the circuit is suddenly broken by the points. The
magnetic field of the primary coil collapses rapidly. The secondary coil is engulfed by a
powerful and changing magnetic field. This field induces a current in the coils -- a very high-
voltage current (up to 100,000 volts) because of the number of coils in the secondary winding.
The secondary coil feeds this voltage to the distributor via a very well insulated, high-voltage
wire.
 Ignition System Distributor
The distributor handles several jobs. Its first job is to distribute the high voltage from the coil to
the correct cylinder. This is done by the cap and rotor. The coil is connected to the rotor, which
spins inside the cap. The rotor spins past a series of contacts, one contact per cylinder. As the
tip of the rotor passes each contact, a high-voltage pulse comes from the coil. The pulse arcs
across the small gap between the rotor and the contact (they don't actually touch) and then
continues down the spark-plug wire to the spark plug on the appropriate cylinder. When you do
a tune-up, one of the things you replace on your engine is the cap and rotor -- these eventually
wear out because of the arcing. Also, the spark-plug wires eventually wear out and lose some
of their electrical insulation. This can be the cause of some very mysterious engine problems.
Older distributors with breaker points have another section in the bottom half of the distributor
-- this section does the job of breaking the current to the coil. The ground side of the coil is
connected to the breaker points.
4 Types Of Ignition System:
1. Distributor-Based Breaker-Point Ignition (Mechanical)
A Brief Description of Distributor-Based Ignition
The first two types of ignition system, breaker-point system and electronic system, are
both distributor-based, in contrast with the other two distributor-less systems. Thus, let’s learn
the basics of how a distributor-based system works.
 A distributor is an enclosed rotating shaft that has mechanically timed ignition. The
distributor’s main job is to route the secondary, or high voltage, current from the ignition coil to
the spark plugs in the correct firing order, and for the correct amount of time.
In the fully mechanical distributor, the distributor connects to the camshaft with gears
and gets spun by the camshaft. Inside, the multi-sided cam on the distributor shaft moves
other distributor parts, essentially acting like a mechanical switch that starts and stops the flow
of power to the ignition coil.
Once the coil generates enough voltage, it travels to the top of the coil and into the top
of the distributor cap. There, a rotating disc attached to the distributor shaft distributes the
electric current to each of the spark plug wires in order. The current travels down the spark
plug wires to the spark plugs and causes ignition.

Pros
 Easy maintenance: The mechanical nature of these ignition systems, as well as the fact
that these systems have been around the longest, render them relatively easy to
diagnose and repair.
Cons
 Likely to breakdown: However, they consist of a large number of mechanically moving
parts, thus also increasing the potential for wear and tear, malfunction and breakdowns.
 Affect engine performance: Such likely deterioration of these types of ignition system
can decrease the maximum spark energy over time, causing frequent engine problems
such as misfires and increased emissions.
2. Distributor-Based Electronic Ignition
How Electronic Ignition Works
Like early breaker-point ignition systems, electronic systems have two ignition coils and
accordingly two circuits, a primary circuit and a secondary circuit. The part of the primary
circuit from the battery to the battery terminal at the primary coil stays unchanged, as well as
the entire secondary circuit.
When the ignition switch is turned on, battery low-voltage current runs from the battery
through the ignition switch to the primary coil. Instead of the breaker points in earlier systems,
the current is disrupted and turned back on continuously by a component called the armature,
which has many “teeth”, as it revolves past the pickup coil, which acts as a sensor.
As each tooth of the armature approaches the pickup coil, it creates a voltage that
signals the electronic module to turn off current flow through the primary coil. In essence, this
mechanism is quite similar to that in breaker-point systems.
When the current is disrupted, the magnetic field around the primary coil collapses,
creating a high voltage spurt in the secondary coil. The electric current now operates on the
secondary circuit, which is the same as in a breaker-point system. A timing circuit in the
electronic module will turn the current on again after the primary coil’s magnetic field has
collapsed, and the whole process repeats for each cylinder in the firing sequence.
Pros:
 Less likely to break down: The breaker points and condenser are removed, thus
electronic systems have fewer mechanical moving parts, thus are less likely to break
down.
 Reliable: Unlike breaker-point ignition systems, electronic systems can generate
consistent, high voltage spark throughout the life of the engine, meaning fewer engine
misfires and reasonable emissions.
Cons:
 Maintenance: Still, the distributor remains, which is subject to wear and tear and will
require replacement, adding to repair costs.
 Timing: Spark timing is exactly precise, resulting in sluggish acceleration and poor fuel
economy.
3. Distributor-less Ignition
How Distributor-less Ignition Works
The third types of ignition system is the distributor-less, also called waste spark ignition
system. Instead of a conventional trouble-breeding distributor, this system uses multiple
ignition coils: one coil per cylinder or one for each pair of cylinders.
Distributor-less ignition systems use multiple ignition coils.
Without the distributor to “distribute” electric current to the spark plugs, the spark plugs
are fired directly from the coils. Spark plug timing is controlled by an electronic ignition module
and the engine computer.
This system uses engine sensors to determine crankshaft position and camshaft
position. These sensors continually monitor the positions of both shafts and deliver that
information to the engine computer.
The Crankshaft Position Sensor is mounted at the front of the crankshaft, or near the
flywheel on some vehicles, and the Camshaft Position Sensor is mounted near the end of the
camshaft.
Based on the two shafts’ position, the electronic ignition module triggers the appropriate
ignition coil, which directly fires the associated spark plugs. This system also uses a “waste
spark” for one of the paired cylinders, pairing two pistons that will be at the top dead center at
the same time: one at the end of its compression stroke, and the other at the end of its exhaust
stroke.
Another major difference compared to its predecessor is that while earlier systems uses
a single coil, which consists of a primary winding and a secondary winding, to power all the
cylinders in a particular order, distributor-less ignition systems employ a different coil setup. It
uses multiple ignition coil packs, each generating spark for just two cylinders, which means
each coil can be turned on for longer.
 Therefore, this soil setup is capable of developing a stronger magnetic field of up to
30,000 volts, as well as stronger, hotter spark required to ignite the typical leaner air-fuel
mixtures of more modern vehicles.
Each of the spark plugs in these cylinders will fire at the same time using the high
voltage from one coil. This allows for more precise ignition timing, thus higher engine efficiency
and lower emissions.
Pros:
 Reliable: Can generate consistent, high voltage throughout the engine’s lifetime.
 Precise spark timing: Since the distributor, which is subject to wear and tear after
certain miles, is removed, spark timing can be precisely controlled, thus allowing for
lower emissions.
 Less likely to break down: thanks to the lack of moving parts, as the system is now
electronic.
Cons:
 More costly maintenance: However, the lack of moving parts also means that it can be
much harder to diagnose and is more expensive to repair once a problem breeds than
the mechanical ignition systems.
 More expensive parts: Distributor-less systems require double platinum spark plugs to
facilitate its firing mechanism.
4. Coil-On-Plug Ignition
How Coil-On-Plug Ignition Works
The most sophisticated of all ignitions systems, this system controls spark timing using
the Engine Control Unit, based on input from various sensors, to achieve the optimal precision,
higher voltage, and stronger, hotter spark.
Similar to the distributor-less systems, coil-on-plug systems use engine sensors to know
the shafts’ position. Based on this information, the Engine Control Unit triggers the appropriate
ignition coil, which directly fires the associated spark plugs in the associated cylinder in the
firing order.
Pros:
 Engine efficiency: Can generate consistent, high voltage and hotter, stronger spark that
can efficiently burn the leaner air-fuel mixture in newer vehicles.
 Precise spark timing: This allows for optimal engine efficiency and lower emissions.
 Less frequent repairs: thanks to the lack of moving parts as spark plug wires are now
removed.
Cons:
 Repairs: No moving parts means difficult troubleshooting and more expensive repairs.
 Ignition systems will continue to improve with features that today are unimaginable as
technology advancements lead to continued improvements. Even as they do, all the
four types of ignition system are still easy to maintain and repair, and well-suited for the
vehicles of their own era.
6. Exhaust System and Emission Control System

The exhaust system collects the exhaust gases from the cylinders, removes harmful
substances, reduces the level of noise and discharges the purified exhaust gases at a suitable
point of the vehicle away from its occupants. As we already mentioned, your vehicle’s exhaust
system is extremely important. Not only does this affect the performance of your vehicle, but it
can also save your life by diverting carbon monoxide from the vehicle.
Your car’s exhaust system components carry away the gasses created when the fuel
and air are burned in the combustion chamber. As most people know, this carbon monoxide
that is emitted from vehicles is harmful to the environment, as well as humans.
Function of Exhaust System
The exhaust system collects the exhaust gases from the cylinders, removes harmful
substances, reduces the level of noise and discharges the purified exhaust gases at a suitable
point of the vehicle away from its occupants. The exhaust system can consist of one or two
channels depending on the engine. The flow resistance must be selected so that the exhaust
backpressure affects engine performance as little as possible. To ensure that the exhaust
system functions perfectly, it must be viewed as a whole and developed accordingly. This
means that its components must be coordinated by the design engineers in line with the
specific vehicle and engine.
Components of Exhaust System

The exhaust system is made up of several components that work together to reduce
exhaust noise and provide a conduit for exhaust gases to exit the engine by making their way
out beneath the vehicle. This pathway is used to keep harmful gases from entering the vehicle
and making occupants sick. In many cases, the exhaust system will make the expelled fumes
cleaner in an effort to reduce emissions and protect the environment from further damage.
Some components include a series of pipes, clamps, hangers, and sensors. However, in every
vehicle you’ll find these components that make up the exhaust system:
 Exhaust Manifold
Collects exhaust gases from each cylinder from the combustion chamber of the engine and
directs them into the exhaust pipe. Usually made of cast iron or steel with special bends to
increase efficiency.
 Catalytic Converter
Or “cat” as many refer to it. What it does is in the name. It uses a catalyst, or substance such
as platinum, palladium, rhodium, or a chemical that makes other chemicals react without
changing its own makeup. It converts the harmful emissions from the engine’s combustion
chamber into water vapor and carbon dioxide. Oxidation converts carbon monoxide into
carbon dioxide and hydrocarbons into carbon dioxides and water. Although these gases are
still harmful to the atmosphere, they are less detrimental than gases produced by the engine.
These components typically last for about 100,000 miles but commonly fail due to an exhaust
leak, unburned fuel, engine misfire, or external damage. When the cat begins to fail, you may
notice a rotten egg smell and the check engine light will activate. Unfortunately, replacing this
cat can get expensive due to its make-up of precious metals as cerium, platinum, rhodium, or
manganese.
 Car muffler
Also named for what it does, the muffler reduces or muffles sound that is produced by the
engine while maximizing exhaust gas flow. Better flow rate translates to better performance in
all functions of the car. However, even a tiny hole in the muffler can affect its ability to muffle
the sound or its efficiency of flow rate.
 Resonator
Similar to the muffler, this component changes the sound vibrations from the engine and can
be placed either before or after the muffler in the exhaust system. The main task of the
resonator is to organize and tune vibration sounds but also plays a big role in improving
exhaust flow effectiveness. Just like a well-designed, functioning muffler, this can lead to better
performance and fuel efficiency.
 Tail Pipe
As the last piece of the exhaust system, the tailpipe comes out of the muffler and extends past
the rear bumper of most vehicles, directing exhaust gases out and away. On many modern-
day cars, it also serves as a decorative feature and may be dipped in chrome.
 Exhaust Manifold
The exhaust manifold connects to the cylinder head and takes each cylinder’s exhaust,
collecting it into one pipe. The size of your car’s exhaust manifold will depend on the number of
cylinders your engine has.
 Oxygen Sensor
All modern vehicles have at least two oxygen sensors (O2 sensors). Just as the name says, it
senses how much oxygen is in your exhaust and sends that information to your car’s
computer. From there, the computer can then add or subtract fuel to achieve maximum fuel
economy. The other job it does is it makes sure that your catalytic converter is doing its job
and cleaning the air going through your exhaust system.
The first O2 sensor was used by Volvo in the late 1970s. Due to federal emission laws in 1981,
oxygen sensors became virtually mandatory in all vehicles' exhaust system components.
 Hangers
The exhaust system hangers, that can also be referred to as exhaust supports, are the mounts
that are used to secure and support the exhaust pipes to the underside of the vehicle. For your
exhaust system’s overall health, even a single broken hanger can be dangerous. When one
hanger breaks, there’s increased pressure on the others.
If your exhaust system has a broken hanger, it need to be replaced immediately by your local
professional repair shop.
 Exhaust Joints
Clamps and joints can be damaged when there’s a lot of movement in the exhaust system.
Fortunately, cracked welded joints at a muffler or resonator joint can be replaced. In other
cases, clamped joints may not be cracked, but are leaking exhaust fumes. In this case, an
exhaust pipe sealer can be applied to the affected area to cure or the pipe itself can be
replaced.
 Single Exit Pipe
The most common type of exhaust systems is the single exit type. You’ll usually find them on
cars and trucks you buy from the dealer. They aren’t the most efficient pipes, but they are the
cheapest to manufacture and install. The pipe’s exit will always be on the car’s passenger side.
 Dual Rear Exit
The dual rear exit exhaust system is generally on the sportier cars or added to make a vehicle
seem sportier. It gives a deeper note to the exhaust, making the engine sound more powerful.
This system uses two exhaust pipes on opposite sides of the car. Unlike other systems, the
pipes don’t bend around the wheels.
 Opposite Dual Exhaust
Where dual rear exhaust systems don’t bend, opposite dual exhaust systems work a bit
differently. They wrap around the wheel, using the bend to add to the filtering process. You’ll
see them more on vehicles that tow large loads like boats or trailers.
 Dual Side Exhaust
Just as the name implies, a dual side exhaust system has two pipes next to each other on one
side. The two pipes expel gasses more efficiently than single exit pipes. They look and sound
like high-performance systems and offer some enhancement in performance.
 High-Performance
High-performance exhaust systems may be more expensive, but they do a more efficient job of
filtering out the gasses. However, they are not standard and must be fitted to the vehicle
aftermarket. In some cases, a high-performance exhaust system can increase a car’s
efficiency and engine performance.

Emission Control System

 The emission control system includes a series of functions that the vehicle performs to
keeps the emissions as low as possible. Harmful emissions like carbon monoxide (CO),
hydrocarbons (HC) and nitrogen oxide (NOx) are minimized with the help of an emission
control system. We can generally classify the emission control methods into two categories,
prevention/active and destruction/passive. Automotive engines have become a lot more
advanced and the new technologies have reduced the emission output. Some small
improvements like using the correct air/fuel ratio, enhanced combustion techniques, and
variable fuel ratio are some of the advancements. However, we explain more impactful and
necessary emission control methods that are needed to comply with new stringent emission
norms.

Components of Emission Control System

 Catalytic Converters
Catalytic Converter is popular equipment used in all
vehicles to destruct tailpipe emissions. Even though catalytic
converters have been used since 1970, there have been
multiple advancements in the working of catalytic converters.
The two-way catalytic converter could only control CO and
HC only whereas the three-way setup also controls oxides of
Nitrogen (NOx) and is hence used in all modern cars. Modern catalytic converters convert
harmful gases and pollutants into carbon dioxide (CO2) and water (H2o). The catalytic
converter is a cylindrical canister that is mounted on the exhaust pipe. It holds some precious
metals like platinum (Pt), Palladium (Pd) and Rhodium (Rh) that perform oxidation and convert
the harmful gases into CO2 and water.
The catalytic converter works under the effect of heat and lack of heat can degrade the
overall efficiency. Hence, when the engine is cold, the catalytic converter cannot work to its
optimum efficiency, and to control emissions, many carmakers are now using a secondary
battery to pre-heat the catalytic converter as soon as you start your vehicle. The catalytic
converter is the most important emission control device that destructs harmful emissions.
  Evaporative Emission Control
Evaporative emission control not only helps to reduce the emissions but also saves fuel
and increases the overall efficiency of the vehicles. In technical terms, an evaporative emission
control system eliminates the evaporation of hydrocarbons from the fuel tank and circulates
them into the combustion chamber. The key mechanical component of this emission control
system is the carbon canister that stores the hydrocarbons. The carbon canister absorbs the
fuel vapours via loose chemical bonds and releases them via the purge solenoid that is
controlled via the onboard computer module.
The fuel vapours are flammable and channelled into the combustion chamber for
combustion. It saves fuel and also controls the emissions as the vapours evaporate through
the fuel tank lid when opened for refuelling. The vapours are injected into the intake manifold
of the engine via the PCV valve.
 Exhaust Gas Recirculation (EGR)
Exhaust Gas Recirculation is very useful in
lowering emissions and keeping the engine
temperatures low as possible. EGR is mostly
available with turbocharged petrol and diesel
engines and petrol engines adopted this
technology much earlier than diesel engines.
Talking about the construction, the exhaust
manifold channels some of the exhaust gases
into the intake manifold and that helps to
decrease the engine temperature and overall
emissions. EGR is used in diesel engines to reduce NOx emissions whereas it comes in handy
to increase efficiency in petrol engines.
Exhaust gases are already hot so you must be thinking about how something hot can
decrease the temperature? Well, the exhaust gases are inert gases that mean they are already
burnt. Hence, they decrease the combustion capacity of each of the cylinders and that
decreases the heat produced and less heat means lower emissions. It is worth noting that
EGR reduces the power to some extent and this system doesn’t work when absolute power is
demanded. If the engine is not running hot, EGR also doesn’t work until the engine touches its
optimum operating temperature.
 Diesel Particulate Filter (DPF)
Diesel Particulate Filter (DPF) is a honeycomb filter
that traps the soot post-combustion from the exhaust
manifold. It traps all the solid particles and collects them to a
certain capacity post which the substances are burnt. The
burning of soot is called regeneration and it happens when
the car is driving in a controlled environment at certain engine
RPMs.
Driving the car at slow speeds can hamper the regeneration process and thus, car
manufacturers recommend a regeneration cycle that should be followed to maximize the
engine’s health. The regeneration process needs a certain temperature of the exhaust and a
high level of oxygen. Modern cars inform the driver of the activity levels of DPF clogging and
the regeneration process is done seamlessly.

 Selective Catalyst Reduction (SCR)

Selective Catalyst Reduction (SCR) is also an advanced emission control method that is
mostly used in higher-capacity diesel engines.
SCR technology which is also known as Adblue
has become important for high-capacity diesel
engines to comply with stringent BS6 norms.
Adblue is a form of liquid urea and is often called
Diesel Exhaust Fluid (DEF). SCR works in
conjunction with the DPF and the Adblue fluid is
sprayed into the exhaust. The fluid reacts with
NOx and converts it into nitrogen, water and CO2. The converted gases are far less harmful
when compared to NOx and go out from the exhaust pipe. SCR system can reduce NOx
emissions by up to 90% and helps to comply with stringent BS6 norms.