Introduction to diesel engine

IC ENGINE COMPONENTS
• Internal combustion engine consists of a number of
parts which are given below
• Cylinder: It is a part of the engine which confines
the expanding gases and forms the combustion
space. It is the basic part of the engine. It provides
space in which piston operates to suck the air or
air-fuel mixture. The piston compresses the charge
and the gas is allowed to expand in the cylinder,
transmitting power for useful work. Cylinders are
usually made of high grade cast iron.
Coolant
passages Head studs

For camshaft

Engine block
• Cylinder block: It is the solid casting body which includes the cylinder and
water jackets (cooling fins in the air cooled engines). It is made of grey cast
iron.
crankcase is fixed to its bottom. Water pump. flywheel. Fuel pump etc are
also attached to it. Passage are provided for cooling water.
it also carry lubrication to various components through drilled components
called oil galleries
• Cylinder head: It is a detachable portion of an engine which covers the
cylinder and includes the combustion chamber, spark plugs or injector and
valves. It is made of cast iron or aluminium alloy.
it contain valve guide valve seat, ports, coolant jackets, and threaded holes
for injector. For heavy duty engine such as racing cars copper alloys may be
used.
 There are three types of cylinder head
 1. Loop flow type :- the exhaust and inlet manifold are on the same side,
which facilitates pre heating of the intake air
 2. offset cross flow type:- the inlet and exhaust are placed on the different
sides
 3. in line cross flow type:- the valve is positioned transversely and usually
inclined towards each other, intake and exhaust manifold are on different
• Cylinder liner or sleeve: It is a cylindrical lining
either wet or dry type which is inserted in the
cylinder block in which the piston slides. Liners
are classified as:
• (1) Dry liner and
• (2) Wet liner.
• Dry liner makes metal to metal contact with
the cylinder block casing. wet liners come in
contact with the cooling water, whereas dry
liners do not come in contact with the cooling
water
• Piston: It is a cylindrical part closed at one end
which maintains a close sliding fit in the
engine cylinder. It is connected to the
connecting rod by a piston pin. The force of
the expanding gases against the closed end of
the piston, forces the piston down in the
cylinder. This causes the connecting rod to
rotate the crankshaft. Cast iron is chosen due
to its high compressive strength. Aluminum
and its alloys preferred mainly due to it
lightness. Aluminium alloy are widely used
• Piston clearance:- the space between cylinder and
the cylinder wall is called the piston clearance.
• Piston clearance is 0.025 to 0.100mm
• If clearance is too small there will be power loss,
seizing of the piston in the cylinder
• If clearance is too much the piston slap will result,
piston slap means sudden tilting of the cylinder as
the piston moves down during the power stroke.
• Top piston is called head or crown
• Grooves are provided to house piston rings
• Band left between piston are known as lands
• Piston rings
• A compression ring is the piston ring located in the ring groove closest to the piston
head. The compression ring seals the combustion chamber from any leakage during
the combustion process. When the air-fuel mixture is ignited, pressure from
combustion gases is applied to the piston head, forcing the piston toward the
crankshaft. The pressurized gases travel through the gap between the cylinder wall
and the piston and into the piston ring groove. Combustion gas pressure forces the
piston ring against the cylinder wall to form a seal. Pressure applied to the piston
ring is approximately proportional to the combustion gas pressure.
• A wiper ring is the piston ring with a tapered face located in the ring groove
between the compression ring and the oil ring. The wiper ring is used to further
seal the combustion chamber and to wipe the cylinder wall clean of excess oil.
Combustion gases that pass by the compression ring are stopped by the wiper ring.
• An oil ring is the piston ring located in the ring groove closest to the crankcase. The
oil ring is used to wipe excess oil from the cylinder wall during piston movement.
Excess oil is returned through ring openings to the oil reservoir in the engine block.
Two-stroke cycle engines do not require oil rings because lubrication is supplied by
mixing oil in the gasoline, and an oil reservoir is not required.
 Piston rings
A gap has been cut at the end, the piston ring end
gap when installed is kept about 0.30-0.35mm.The
gap is almost closed when the piston is inside the
cylinder. Material is fine-grained alloy cast iron
containing silicon and manganese. Chromium plated
rings are also used for the top ring.
The piston ring end gap may be
1. butt type
2. taper type
3. lap type
• Skirt: It is that portion of the piston below the piston pin which is
designed to adsorb the side movements of the piston.
• Piston ring: It is a split expansion ring, placed in the groove of the
piston. They are usually made of cast iron or pressed steel alloy.
• The function of the ring are as follows :
• a) It forms a gas tight combustion chamber for all positions of
piston.
• b) It reduces contact area between cylinder wall and piston wall
preventing friction losses and excessive wear.
• c) It controls the cylinder lubrication.
• d) It transmits the heat away from the piston to the cylinder walls.
Piston rings are of two types:
• (1) Compression ring and
• (2) Oil ring
• Piston Pin: It is also called wrist pin or gudgeon
pin. Piston pin is used to join the connecting
rod to the piston. It is made hollow to reduce
weight and made from case hardened steel.
• Connecting rod: It is special type of rod, one
end of which is attached to the piston and the
other end to the crankshaft. The main function
is to convert reciprocating motion of piston into
rotary motion of crank shaft. It is usually made
of drop forged steel, alloy steel of duralumin.
• Crankshaft: It is the main shaft of an engine
which converts the reciprocating motion of
the piston into rotary motion of the flywheel.
Usually the crankshaft is made of drop forged
steel or cast steel. The space that supports the
crankshaft in the cylinder block is called main
journal, whereas the part to which connecting
rod is attached is known as crank journal.
Crankshaft is provided with counter weights
throughout its length to have counter balance
of the unit.
• Flywheel: Flywheel is made of cast iron. Its main
functions are as follows :
• a) It stores energy during power stroke and returns
back the energy during the idle strokes, providing a
uniform rotary motion of flywheel.
• b) The rear surface of the flywheel serves as one of
the pressure surfaces for the clutch plate.
• c) Engine timing marks are usually stamped on the
flywheel, which helps in adjusting the timing of the
engine.
• d) Sometime the flywheel serves the purpose of a
pulley for transmitting power.
• Crankcase: it is made of grey cast iron or
aluminium. The oil pan and the lower part of
the cylinder block together are called the
crankcase. It provide support to main journal
and bearing to the crank shaft.
• Oil pan:- bottom half of the crankcase is called
the oil pan or sump.
• Camshaft: It is a shaft which raises and lowers the
inlet and exhaust valves at proper times. Camshaft
is driven by crankshaft by means of gears, chains
or sprockets. The speed of the camshaft is exactly
half the speed of the crankshaft in four stroke
engine. Camshaft operates the timing mechanism,
lubricating oil pump and fuel pump. It is mounted
in the crankcase, parallel to the crankshaft. It is
made of forged alloy steel.
• The cam shaft gear has twice as many teeth as the
gear on the crankshaft..
• This gives 1:2 gear ratio.
• Timing gear: Timing gear is a combination of
gears, one gear of which is mounted at one
end of the camshaft and the other gear at the
crankshaft. Camshaft gear is bigger in size than
that of the crankshaft gear and it has twice as
many teeth as that of the crankshaft gear. For
this reason, this gear is commonly called half
time gear. Timing gear controls the timing of
ignition, timing of opening and closing of valve
as well as fuel injection timing.
• Inlet manifold: It is that part of the engine
through which air or air-fuel mixture enters
into the engine cylinder. It is fitted by the side
of the cylinder head.
• Exhaust manifold: It is that part of the engine
through which exhaust gases go out of the
engine cylinder. It is capable of withstanding
high temperature of burnt gases. It is fitted by
the side of the cylinder head.
 Fuel injector: A pressurized nozzle that sprays fuel into the
incoming air on SI engines or into the cylinder on CI engines
• A fuel injection system controls the flow of fuel into
the combustion chamber. The amount of fuel supplied
to the engine is determined by the amount of time the
fuel injector stays open. This is called the pulse width,
and it is controlled by the ECU. When the injector is
energized, an electromagnet moves a plunger that
opens the valve, allowing the pressurized fuel to squirt
out through a tiny nozzle. The nozzle is designed
to atomize the fuel -- to make as fine a mist as possible
so that it can burn easily. The injectors are mounted in
the intake manifold so that they spray fuel directly at
the intake valves. A pipe called the fuel rail supplies
pressurized fuel to all of the injectors.
• Fuel pump: Electrically or mechanically driven
pump to supply fuel from the fuel tank
(reservoir) to the engine. Many modern
automobiles have an electric fuel pump
mounted submerged in the fuel tank. Some
small engines and early automobiles had no
fuel pump, relying on gravity feed.
 TERMINOLOGIES IN IC ENGINES
• Bore- Bore is the diameter of the engine cylinder.
• Stroke - It is the linear distance traveled by the
piston from Top dead centre (TDC) to Bottom
dead centre (BDC).
• Stroke-bore ratio -The ratio of length of stroke (L)
and diameter of bore (D) of the cylinder is called
stroke-bore ratio (L/D). In general, this ratio
varies between 1 to 1.45 and for tractor engines,
this ratio is about 1.25
• Swept volume - It is the volume (A x L) displaced
by one stroke of the piston where A is the cross
sectional area of piston and L is the length of
stroke. The volume swept through by the piston in
moving between top dead centre and bottom dead
centre.
• Top dead centre - When the piston is at the top of
its stroke, it is said to be at the top dead centre
(TDC),
• Bottom dead centre - when the piston is at the
bottom of its stroke, it is said to be at its bottom
dead centre (BDC)
• Compression ratio - It is the ratio of the
volume of the cylinder at the beginning of the
compression stroke to that at the end of
compression stroke, i.e. ratio of total cylinder
volume to clearance volume. The
Compression ratio of diesel engine varies from
14:1 to 22:1 and that of carburetor type
engine (spark ignition engine) varies from 4:1
to 8:1.
• Power - It is the rate of doing work. S.I. unit of
power is watt. Watt = Joule/sec. (4.2 Joules = 1
Calorie). In metric unit the power can be
expressed in kg.m/sec.
• Clearance volume:- the volume contained in
the cylinder above the top of the piston when
the piston is at top dead centre is called the
clearance volume.
• Horse power (HP) - It is the rate of doing work.
Power develop in the flywheel
• Indicated horse power (IHP) - It is the power
generated in the engine cylinder and received
by the piston. It is the power developed in a
cylinder without accounting frictional losses.
• Brake horse power (BHP) - It is the power delivered by the
engine at the end of the crankshaft. It is measured by a
dynamometer.
• Ignition Delay(ID) - Time interval between ignition
initiation and the actual start of combustion.
• Air-Fuel Ratio (AF) Ratio of mass of air to mass of fuel
input into engine. Fuel-Air Ratio (FA) Ratio of mass of fuel
to mass of air input into engine.
• Piston speed:- the average speed of the piston is called
piston speed.
• Piston speed =2LN
L=length of the stroke
N= speed of the engine in rpm.
 BASIC ENGINE CYCLES
• Most internal combustion engines, both spark
ignition and compression ignition, operate on
either a four-stroke cycle or a two-stroke
cycle. These basic cycles are fairly standard for
all engines, with only slight variations found in
individual designs
 4 stroke CI system
• Suction stroke: During this stroke, inlet valve is open and exhaust valve is closed. Only air
is sucked into cylinder during this stroke. The piston moves from TDC to BDC and crank
shaft rotates through 180˚. It is represented by the line 5-1
• Compression Stroke: the air drawn during the suction stroke is compressed to high
pressure and temperature to the degree of 35 bar and 600 degree centigrade respectively
as the piston moves from TDC to BDC. This operation is represented by 1-2. both the
exhaust and inlet valve do not open during this stroke.
• Power stroke or Working stroke: At the end of the compression stroke the fuel (diesel) is
injected into the hot compressed air in fine sprays by the fuel injector. And fuel start
burning at constant pressure shown by the line 2-3 at point 3 fuel is cut off, the fuel is
injected at the end of compression stroke but in actual practice the ignition of the fuel
starts before the end of compression stroke. After injection of the fuel is complete the hot
gases expand to point 4 . The piston moves from TDC to BDC position and crank shaft
rotates through 540˚.
• Exhaust Stroke: The inlet valve remains closed and the exhaust valve opens. The piston
move from BDC to TDC position which pushes the burnt gases outside the combustion
chamber. Crankshaft rotates by two complete revolutions through 720˚. When the piston
reaches the TDC the exhaust valve closes and the cycle is completed. It is represented by
the line 1-5.
 2 3
pressure

4
exhaust
5 suction
1

volume

Fig: theoretical p-v diagram of a four stroke diesel engine

• The following particulars are important for a four stroke cycle diesel engine regarding valve timing diagram: actual
valve timing diagram

(a) The inlet valve opens at 20 ° — 25° before TDC and closes at 25° — 40° after BDC. The air is sucked in in this
process inside the cylinder. Only inlet valve is open.

(b) The fuel valve opens at 20° — 25° before TDC and closes at 20°— 25° after TDC. The fuel is sprayed in the form of
fine spray inside the engine cylinder.

(c) The compression starts at 25° after BDC and ends at 25° before TDC.
at the end of the intake stroke, both inlet and exhaust valves are closed.. The ratio of the combustion chamber
volume before and after compression is called the compression ratio. Typically the value is approximately 9:1 in spark
ignition engines and 15:1 in diesel engines.

(d) The expansion starts at 15° — 25° after TDC and ends at 30° — 50° before BDC. During the expansion or power
stroke, the high-pressure combustion gases expand moving the piston down and delivering the power.
At the end of the compression stroke diesel fuel is injected into the hot compressed air in the combustion chamber;
result burning of diesel with an explosion the gas expand and pressure develops inside the cylinder. The piston moves
from TDC to BDC. Both the valves remain closed.

(e) The exhaust valve opens at 30° — 50° before BDC and closes at 10° —15° after TDC.
The exhaust stroke is the final stroke and occurs when the exhaust valve is open and the intake valve is closed. Piston
movement evacuates exhaust gases to the atmosphere. As the piston reaches BDC during the power stroke
combustion is complete and the cylinder is filled with exhaust gases.

Note: In diesel engines, the fuel is injected in the form of very fine spray into the engine cylinder, which gets ignited
due to high temperature of the compressed air.
• Valve overlap During this time both the intake
and exhaust valves are open. The intake valve
is opened before the exhaust gases have
completely left the cylinder, and their
considerable velocity assists in drawing in the
fresh charge. Engine designers aim to close
the exhaust valve just as the fresh charge from
the intake valve reaches it, to prevent either
loss of fresh charge or unscavenged exhaust
gas.
• Theoretical valve timing diagram for 4 stroke engine
• Suction Stroke:
• The engine cycle commences with the suction stroke, where the piston, located at the top dead center
(TDC), moves towards the bottom dead center (BDC), causing the inlet valve to open. This motion allows the
air-fuel mixture (for petrol engines) or fresh air (for diesel engines) to enter the cylinder until the piston
reaches BDC.
• Compression Stroke:
• Next is the compression stroke, where the piston moves from BDC to TDC, compressing the air-fuel mixture
(petrol engine) or fresh air (diesel engine). This compression raises the pressure inside the cylinder, preparing
it for efficient fuel combustion. During this process, the inlet valve and exhaust closes to seal the chamber
for effective compression.
• Expansion Stroke:
• The expansion stroke follows, ignited by the combustion of the fuel. The combustion pushes the piston,
located at TDC, towards BDC, releasing the pressure generated by the combustion and generating output
power.
• It's important to note that in petrol engines, combustion occurs due to the spark produced by the spark plug,
while in diesel engines, combustion happens due to the high compression provided during the compression
stroke, raising the temperature inside the cylinder to the auto-ignition temperature of the diesel and air
charge. In petrol engines, the air-fuel mixture enters the cylinder during the suction stroke, whereas in diesel
engines, fresh air enters during this stroke, with fuel being sprayed by fuel injectors into the air.
• Exhaust Stroke:
• Finally, the exhaust stroke takes place. After the expansion stroke, the piston, located at BDC, moves towards
TDC, and the exhaust valve opens to remove the residual combustion gases from the cylinder. The exhaust
valve closes once the piston reaches TDC, completing the four-stroke engine cycle.
 Intake for compression ignition engine
 the compression ignition engine are operated
unthrottled with engine speed and power control by
the amount of fuel injected during each cycle. This
allows for high volumetric efficiency at all speeds,
with the intake system designed for no restriction of
the incoming air. Further raising the volumetric
efficiency is the fact that no fuel is added until late
in compression stroke, after the air intake is fully
completed. In addition many CI engine are
turbocharged, which enhances air intake even more.
• The addition of fuel is made late in the compression stroke, starting
somewhere around 20 degree before TDC. Injectors mounted in the
cylinder head inject directly into the combustion chamber, where
self ignition occurs due to the high temperatures of the air caused
by compression heating.
• It is important that fuel with the correct cetane number be used in
an engine so that self ignition initiates the start of combustion at
the proper cycle position.
• For CI engine, the injection pressure must be much higher than that
require for SI engine. The cylinder pressure into which the fuel is
injected is very high in near the end of compression stroke due to
high compression ratio of CI engine. By the time the final time is
injected, peak pressure during combustion is being experienced.
Pressure must be high enough so that fuel spray will penetrate
across the entire combustion chamber. Injection pressure of 200 bar
to 2000 bar are common with average fuel droplet size generally
decreasing with increasing pressure orifice size hole of injectors is
typically in the range of 0.2 to 1.2 mm in diameter.
• Large engine must have very high injection
pressure and high spray velocity.
• For optimum fuel viscosity and spray
penetration it is important to have fuel at the
correct temperature.
• Engine are equipped with temperature
sensors.
 TWO STROKE DIESEL ENGINE.

• Two-stroke, which are known as two-cycle engines are

types of internal combustion engines that work differently
from four-stroke engines. In this situation, it takes two
strokes to complete a power cycle. That is, the upward
and downward movements of the piston are one
revolution of the crankshaft. The dissimilarity with the
four-stroke engine is that it takes four strokes of the piston
to complete a power cycle during two crankshaft
revolutions.
• The surprising truth about the two-stroke engine
is that the beginning of the compression stroke
and the end of the combustion stroke occur
simultaneously. Meanwhile, the intake and the
exhaust take place at the same time. Compared
to four-stroke engines, two-stroke engines
always have a high power-to-weight ratio, that
is, power accessible in a narrow range of
rotational speeds, known as the “power band”.
It has a greatly decreased number of moving
parts making it portable and more effective
• Two-stroke diesel engines entirely depend on
the heat of compression in order to ignite. A
uniflow diesel engine receives air to the
chamber, and the exhaust gases leave through
an overhead poppet valve. All two-stroke
diesel are scavenged by forced induction.
 THEORETICAL PROCESS
• Expansion Stroke:
• At the beginning of this stroke, the piston, located at the top
dead center (TDC), initiates its downward movement toward
the bottom dead center (BDC). This movement is a result of
the combustion of the compressed air-fuel mixture (petrol
engine) or the injected diesel charge (diesel engine) during
the previous compression stroke, leading to power output.
• During the expansion stroke, the air-fuel mixture (petrol
engine) or air (diesel engine) enters through the inlet port as
the piston moves from TDC to BDC. This stroke continues until
the piston reaches BDC.
• Compression stroke:
• Moving on to the compression stroke, it begins at the end of the
expansion stroke when the piston, located at BDC, starts moving
towards TDC. Simultaneously, the compression of the air-fuel
mixture (petrol engine) or the diesel sprayed charge (diesel engine)
commences.
• As the piston moves from BDC to TDC, it closes both the inlet port
and exhaust port, increasing the pressure within the combustion
chamber. At the end of the compression stroke, when the piston
reaches TDC, combustion occurs. In the case of a petrol engine,
combustion is initiated by a spark, while in a diesel engine, it is
triggered by the high pressure within the chamber. This combustion
leads to the repetition of the engine cycle, starting with a new
expansion stroke.
• Overall, the theoretical valve timing involves the piston's movement
during the expansion and compression strokes, the intake and
exhaust of air-fuel or air, and the combustion process, which forms a
continuous cycle within the engine.
 1200

1200

intake
• Suction and compression in one stroke
• Expansion and exhaust in one stroke
• The piston moves from TDC to BDC at a crank angle of 1200 During
the expansion stroke the exhaust port opens 600 before BDC and
closes at 600 after BDC and burnt gasses starts to escape from the
cylinder. The transfer port opens 450 before BDC and closes at 450
after BDC during this process fresh air enters the cylinder. There will
be 900 overlapping of ports which is called scavenging process and
the fresh charge of air will force the burnt gasses to completely
escape from the combustion chamber. Compression stroke starts at
1200 before TDC and both the ports is closed during this process.
The fuel injection starts at 100 before TDC and ends at 150 to 20 0
after TDC. During the compression stroke the suction stroke also
opens and sucks the fresh charge of air inside the crank case and
during the expansion stroke the air inside the crank case will enter
the chamber through the transfer port and pushes the burnt gasses
during scavenging process, and expansion stroke starts at this
position and the cycle continues.
Basis of Comparison Petrol Engine Diesel Engine

These engines operate on the Diesel engines function on the

Functions On
Otto cycle Diesel cycle

Petrol engines have a moderately These have a high compression

Compression ratio
low compression ratio ratio

Diesel engines do not consume

Consumption of Fuel They consume a lot of fuel
that much fuel

The fuel mixes with air inside the

Mixture Air and fuel mix in the carburettor
cylinder

These require a low maintenance They have a high maintenance

Maintenance cost
cost cost

These produce comparatively low They have a higher power

Power Production
amounts of power production in comparison

The fuel ignites with an electric Hot compressed air helps in

Ignition
spark achieving ignition

These use highly volatile fuels in Diesel engines work with fuels
Type of Fuels
their internal combustion engines having low volatilities
• Common rail direct fuel injection is a direct fuel
injection system for petrol and diesel engines. On
diesel engines, it features a high-pressure (2,000
BAR – 29,000 PSI) fuel rail feeding individual
solenoid valves, as opposed to a low-pressure fuel
pump feeding unit injectors or pump nozzles.
• During the process of combustion, the cylinder gas
temperature often reaches quite a high value up to
2800 K. (2800 - 273 = 2527°C) i.e. up to 2500°C. A
considerable amount of heat is transferred to the
walls of the combustion chamber.
• Different bikes have different capacities of engines, beginning from 50 CC all
the way up to 1800 CC on some sports cruisers. This cubic capacity of the
engine is a determining factor in understanding how much output the
engine can produce in terms of torque, horsepower, and mileage
• 1cc=0.001 liter
• 50cc= 0.5 liter
• 500cc = 1 liter
• Production 50cc motorbike and scooter top speeds range between 50-100
kph (about 30-60 mph)
• As reported by Royal Enfield Bullet 500 owners, the real mileage of Bullet
500 is 32 kmpl. Let's consider a scenario where a car consumes 65 litres of
fuel to travel a distance of 500 kilometers. To calculate its fuel consumption
in L/100 km:
• (65 X 100) ÷ 500 = 13 Litres/100 km
• Cc = π/4 × (bore)^2 × stroke length. The
engine cylinder volume is actually the swept
volume of the cylinder when the piston travels
from TDC to BDC
• Cubic Centimeters or CC is used to know the size
of the automobile engine. It also signifies how
large and heavy the engine is. Thus, it helps us
understand the pumping capacity of the engine.
1000 CC = 1 Liter. This means that a 1000 CC
engine is the equivalent displacement to a 1-Liter
engine.
• 1000cc Motorcycles:

For 2-cylinder engines, expect to get about 80 to

100 HP. However, a 4-cylinder engine can get up
to 180 to 320 HP
• piston moves up inside its cylinder to force a mixture
of air and fuel into the combustion chamber. Here,
it's compressed and burnt, the explosive force of
which causes each piston to move back down inside
its cylinder. It's that momentum which is harnessed
as engine power. If a four-cylinder engine is described
as a 2.0-litre, this means each piston can compress
roughly 500cc of fuel and air into the combustion
chamber every revolution the engine turns.
• If this engine is running at 3,000rpm, that means that
every piston in the engine can burn 500cc of fuel and
air 3,000 times a minute. The more air and fuel an
engine can burn, the more power it usually produces.
• If a car is consuming 2 gram of oil in one
second then it will consume 120 gram in one
minute and 3600 gram in one hour means 3
litre and 600 milileter.
• 1 kg is equal to 1 litre.
• The main difference between CRDI and MPFI is that
CRDI injects the fuel directly into the cylinder, while
MPFI injects the fuel into the intake manifold. This
difference has several implications for engine
performance, efficiency, and emissions.
• Some of the advantages and disadvantages of each
system are:
• CRDI has higher fuel efficiency than MPFI, as it
reduces fuel wastage and improves the combustion
quality. CRDI has lower emissions than MPFI, as it
reduces the formation of harmful pollutants such as
carbon monoxide, hydrocarbons, and particulate
matter.
• CRDI has higher power and torque than MPFI, as it
allows higher compression ratios and better air-fuel
mixing. CRDI is more complex and expensive than
MPFI, as it requires more components and higher
pressures.
• CRDI is more sensitive to fuel quality than MPFI, as it
requires cleaner and more refined diesel fuel. MPFI is
simpler and cheaper than CRDI, as it requires fewer
components and lower pressures.
• MPFI is more flexible than CRDI, as it can adapt to
different fuels and operating conditions. MPFI is
quieter than CRDI, as it reduces the diesel knock and
vibration