UNIT 3

IGNITION SYSTEM,ENGINE COOLING

2
INTRODUCTION TO IGNITIONSYSTEM
• Ignition is prerequisite for combustion( exothermic chemical
reaction)
• The internal combustion engines not capable of
starting by themselves.
• Engines fitted in trucks, tractors and other industrial
applications are usually cranked by a small starting engine or
by compressed air.
• Automotive engines are usually cranked by a small electric
motor, which is better known as a starter motor, or simply a
starter. The starter motor for SI and CI engines operates on the
principle of direct current electric motor
3
• The combustion in a spark ignition engine is initiated by an electrical
discharge across the electrodes of spark plug (high temperature plasma
kernal), which usually occurs from to 300 before TDC depending upon
chamber geometry and operating conditions.
• Function of ignition system is to initiate flame propagation process.
• The ignition system provides a spark of sufficient intensity to ignite the air-
mixture at the predetermined position in the engine cycle under all speeds
load conditions.
• In a four-stroke, four cylinder engine operating at 3000 rpm, individual cylinders
require a spark at every second revolution and this necessitates the frequency of
firing to be (3000/2) x 4 = 6000 sparks per minute or 100 sparks per second.
This shows that there is an extremely short interval of time between firing
impulses. 4
PREREQUISITES FOR IGNITION
• Energy: sufficient amount of enthalpy is required to self
sustaining of flame and promote self ignition. Spark energy:
order of 1mJ
• Rate of supply energy is a important factor as the total
energy supplied
• Spark created by applying sufficient high voltage
between the electrode.(critical voltage)
• Critical voltage depends on gap between the electrode, fuel-
air ratio and pressure of gas
• Duration: microseconds
5
REQUIREMENTS OF A GOOD IGNITION SYSTEM
• It should provide a good spark between the electrodes of the
plugs at the correct timing
• The duration of the spark must be long enough with sufficient
energy to ensure that ignition of the mixture has a high
chance of occurring
• The system must distribute this high voltage to each of the
spark plugs at the exact time in every cycle, i.e., it must
have in it a distributing device
• It should function efficiently over the entire range of engine
speed
• It should be light, effective and reliable in service 6
GLOW PLUGIGNITION
• One of the early ignition system employed was the glow plug
ignition used in some kinds of simple engines like model
aircraft.
• A glow plug is a coil of nichrome wire that will glow red hot
when an electric current is passed through it. This ignites the
air-fuel mixture upon contact.
• The coil is electrically activated from engine starting, and
once it runs, it will retain sufficient residual heat on each
stroke due to heat generated on the previous stroke.
• Glow plugs are also used to aid starting of diesel engines 7
CONTACT IGNITION
• The other method used was the contact ignition. It consisted of
a copper or brass rod that protruded into the cylinder, and
was heated using an external source.
• Heat conduction kept the end of the rod hot, and ignition takes
place when the combustible mixture comes into contact.
• Naturally this was very inefficient as the fuel would not be
ignited in controlled manner.

8
MODERN IGNITIONSYSTEMS
• The development of high speed, high compression internal
combustion engine requires a reliable high-speed ignition
system.
• This is met by a high-tension ignition system that uses a
spark plug as the source of ignition.
• The electrical energy to the spark plug is supplied by one
of the following systems( source of energy)
• Battery ignition system
• Magneto ignition system
• Electronic ignition system
9
BATTERY IGNITION SYSTEM

10
BATTERY IGNITION SYSTEM
• The primary circuit components and their functions are:
• Battery: provides the power to run the system
• Ignition switch: allows the driver to turn the system on and off
• Primary coil: produces the magnetic field to create high voltage
in the secondary coil
• Breaker points: a mechanicalswitch that acts as the
triggering mechanism(dwell angle: period measured in degree of
cam rotation, during which the contact points remains closed
• Capacitor: protects the points from burning out

11
BATTERY IGNITION SYSTEM
• The secondary circuit converts mag induction into high voltage
electricity to across the spark plug gap, firing the mixture a right time.
The functions of the components are:

12
LIMITATIONS
• Primary voltage decreases as the engine speed
increases due to limitations in the current switching
capability of contact breaker.
• Dwell period decreases due to engine speed, time
available for buildup of current in primary coil and the stored
energy decreases.
• Impedance (about 500k-ohm)-the system is very sensitive
to side tracking across the spark plug insulation.
• Break points subjected to continuous electrical and
mechanical wear
13
MAGNETO IGNITIONSYSTEM
• The high powered, high speed spark ignition engines like
aircraft, sports and racing cars use magneto ignition system.
• The basic components of a magneto ignition system consist of a
magneto, breaker points, capacitor, ignition switch, distributor, spark
plug leads, and spark plugs.
• Magneto can either be rotating armature type or rotating magneto
type. In the former, the armature consisting of the primary and
secondary windings all rotate between the poles of a stationary
magneto, while in the second type, the magneto revolves and the
windings are kept stationary.
14
MAGNETO IGNITION SYSTEM (WITH ROTATING
MAGNETS)

15
ELECTRIC CIRCUIT

• Uses a changing magnetic field to generate current in

16
MAGNETIC FLUX
• As magnet approaches,
induces magnetic flux in
armature
• Breaker points close and
current dissipates through
primary circuit

17
SPARK FIRES
• After magnet rotates past
armature flux reverses
direction, and the breaker
points open
• Change in magnetic flux
produces 170 volts in
primary circuit
• Induces 10,000 volts in
secondary circuit, firing
spark plug
18
DISADVANTAGE
Magneto Ignition system:
• During starting the quality of
spark is poor due to low
speed.
• Efficiency of the system
improves as the engine
speed rises due to high
intensity spark

19
DIFFERENCE BETWEEN BATTERY & MAGNETO IGNITION SYSTEM
Battery Ignition System Magneto Ignition system
Battery is necessary. Difficult to start No battery is needed and therefore
the engine when battery is there is no problem of battery
discharged discharge
Maintenance problems are more due to Maintenance problems are less as
battery there
is no battery
Current for primary circuit is The required current is generated
obtained from the battery by magneto
Good spark is available at spark plug During starting the quality of spark is
even poor due to low speed
at low speed
Efficiency of the system decreases Efficiency of the system improves as
with reduction in spark intensity as the engine speed rises due to high
engine speed rises intensity spark
Occupies more space Occupies less space
20
Commonly employed in cars and light Mainly used in racing cars and two
ELECTRONIC IGNITION SYSTEM
• The disadvantage of the mechanical system is that it requires
regular adjustment to compensate for wear, and the opening of
the contact breakers, which is responsible for spark
timing, is subject to mechanical variations.
• In addition, the spark voltage is also dependent on
contact effectiveness, and poor sparking may lower the
engine efficiency. Electronic ignition system has solved
these problems.

21
ELECTRONIC IGNITION SYSTEM

22
ELECTRONIC IGNITION SYSTEM – CONTD.
• In this system, the contact breaker points are replaced by an angular
sensor of some kind - either optical, where a vane rotor breaks a light
beam, or more commonly using a hall effect sensor, which responds to
a rotating magnet mounted on a suitable shaft.
• The sensor output processed by a suitable circuitry is then used to
trigger a switching device such as a thyristor, which switches a large
flow of current through the coil.
• The rest of the system (distributor and spark plugs) remains the same as
that of the mechanical system. The lack of moving parts compared with
the mechanical system leads to greater reliability and longer service
intervals. In some older cars, it was usually possible to retrofit an
electronic ignition system in place of the mechanical one.
23
SPARK PLUG
• The spark plug ignites the air-
fuel mixture inside the
cylinder.
• This occurs when high
voltage, triggered at precisely
the right instant, bridges the
gap between the center and
the ground electrodes.
• It also provides a secondary
purpose of helping to channel
some heat away from the
cylinder.
24
CLASSIFICATION
• Classified based on insulation
around the main electrode
• A cold plug has the advantage of
quicker heat transfer. It has a
shorter insulator, and thereby
allowing heat to travel a shorter
distance.
• A hot plug has a longer insulator,
and therefore, heat travel path
from firing tip to electrode is
longer. This enables it to operate
at higher temperature to
compensate for the cooler running
engine. 25
FIRING ORDER
• It is the sequence or order in which firing impulses/spark occur in a multi-cylinder spark ignition
engine. It is chosen to give a uniform torque, and hence a uniform distribution of firing per
revolution of the engine.
• This is naturally dictated by the engine design, the cylinder arrangement and the crankshaft
design. The firing order should be such that there must always be a proper balance so as to
minimize the engine vibration.
• As for example, in a four-stroke, four-cylinder engine, the firing or the ignition in all the cylinders has
to be completed in two revolutions of the crankshaft. With crank throws at 1800, the cylinders 1 and
4 will reach TDC at the same time. Now, if the firing interval is made by 1800, the firing in cylinder-1
cannot be followed by cylinder-4. For the same reason, the firing of cylinder-2 cannot be followed
by cylinder-3. As such, the possible sequence is 1-2-4-3 or 1-3-4-2.
• Consider another example of four stroke, six-cylinder inline engine, where cranks are set at 1200,
and with the cylinders 1-6, 2-5 and 3-4 will reach TDC simultaneously. Here, the possible sequence
is 1-5-3-6-2-4 or 1- 4-2-6-3-5. For radial engines, the cylinders are usually numbered consecutively.
Thus for a seven-cylinder radial engine, the sequence is 1,3,5,7,2,4,6.
26
Cooling Systems

27
INTRODUCTION TO COOLINGSYSTEM
• Internal combustion engines use • In short cooling is a matter of equalization
heat to convert the energy of fuel to of internal temperature to prevent local
power.
overheating as well as to remove sufficient
• Not all of the fuel energy is converted to heat energy to maintain a practical overall
power. working
temperatur
• Engine temperature is not e.
consistent throughout the cycle.
• Heat moves from areas of high
temperature to areas of low temperature.
• Excess heat must be removed from the
engine.
• In engines, heat is moved to the
atmosphere by fluids--water and air.
• If excess heat is not removed, engine
components fail due to excessive 28
ENGINE CONSTRUCTION
• Engine components are constructed of • Desirable cast iron properties.
aluminum and cast iron alloys, steel • Greater density
and non- metallic materials. • Structural integrity when mechanically or
thermally
• The physical properties of these alloys
stressed.
determines the physical characteristics of
• Porous surface leads to improved lubrication.
the engine components.
• Graphite enhanced lubrication.
• Less dimensional changes when heated.
• Undesirable properties of cast iron:
• Increased weight
• Prone to oxidation/corrosion
• Difficulty machining
• Relative poor heat conductivity

29
ENGINE CONSTRUCTION-CONT.
• Desirable properties of cast aluminum:
• High strength to weight ratio.
• Lower production cost
• Excellent heat dissipation
• Undesirable properties of cast aluminum:
• Higher raw material costs
• Less resistant to wear.
• Greater thermal expansion

Note: Aluminum is the material of choice for modern small gas

30
TERMINOLOGIES USED IN COOLING SYSTEM
Means of heat transfer: • Thermal Conductivity
1. Conduction: Movement of heat through • Ability of a material to conduct and transfer
materials. heat
2. Convection: Movement of heat by fluids. • Thermal expansion
3. Radiation: Heat movement by transfer from
• Expansion of a material when it is heated.
one body to another.
• Thermal growth
• Increase in size caused by heating.
• When cooled does not return to normal size.
• Thermal distortion
• Asymmetrical or nonlinear thermal
expansion.

31
PARAMETERS EFFECTING HEATTRANSFER
• Air-fuel ratio
• Cylinder wall
temperature
• Compression ratio
• Engine output
• Spark advance
• Pre-ignition and
knocking

32
NEED OF COOLINGSYSTEM
• Around 20% of heat is used as power at crank shaft
• 35% of heat is transmitted to the cylinder walls which constitutes power loss
• While engine is running heat must be removed continuously from the engine
• The heat should be prevented from being transferred to cylinder walls as it causes pre-
ignition of charge
• Lubricant might also be burned because of excessive heat
•The burning of lubricant lead to seizure of the
piston Reasons for Cooling
• to promote a high volumetric efficiency
• to ensure proper combustion, and
•to ensure mechanical operation &
reliability. Effect of Over-cooling
• the thermal efficiency is decreased due to more loss of heat carried by the coolant
• the vaporization of the fuel is less resulting in lower combustion efficiency
• low temperature increases the viscosity of lubricant causing more loss due to friction.

33
TYPES OF COOLINGSYSTEMS
• Small engines use two cooling systems
• Air or Direct cooling
• Liquid or Indirect cooling
• Common features.
• Heat is transferred from the combustion chamber to the crankcase by the
oil.
• A large portion of the excess heat is removed with the exhaust gases.
• The difference is in the medium used to move the heat from the
engine to the atmosphere.
• Aviation engines, motor cycle engines and scooter engines are air
cooled.
• The stationery and automobile engines are liquid cooled. 34
AIR COOLED HEATMOVEMENT
• The amount of heat dissipated depends upon:
• Area of cooling surface in contact with the air (A)
• Mass flow rate of air (Q)
• Temperature difference between cylinder and air (∆T)
• Conductivity of metal. (k)

• In this Engine the excess heat in the combustion chamber

35
ADVANTAGES
• Simpler and lighter: The
absence of radiator, cooling
jackets, coolant and pumps
make the engine lighter.
• cold condition: The engine can be
operated in cold climate where liquid
may freeze.
• In places where water is scarce, air
cooled engine is an advantage.
• Handling: of liquid coolant requires
piping and pumping auxiliaries.
• Air cooled engines have no coolant
leakage or freezing problems.
36
DISADVANTAGE
• The cooling tends to be uneven and leads to cylinder distortion.
Even though this has been remedied by placing the fins in a
different manner.
• Temperature: Engines are subjected to high working temperature.
• It is almost impossible to manage with air-cooling if the
number of cylinders increases beyond two.
• Relatively large amount of power is used to drive the cooling fan.
• Engines give low power output.
• Cooling fins under certain conditions may vibrate and amplify
the noise level.
37
WATER COOLED HEATMOVEMENT
• Water cooled engines transfer the excess heat from the
combustion chamber through the cylinder walls by
conduction.
• Water flowing past the exterior cylinder walls absorbs the
heat and transfers it to the radiator.
• Air flowing through the radiator absorbs the heat and
transfers it to the atmosphere.
• The system relies on a water pump to circulate the water
through the system and a fan to move air through the radiator.
38
TYPES OF LIQUIDCOOLING SYSTEMS
• Direct or non-return system
• Thermo-syphon system
• Forced circulation cooling
system
• Evaporative cooling system

39
DIRECT OR NON-RETURNSYSTEM
• Conduction: The heat
released from the
combustion of air-fuel
mixture is transferred in all
directions to the walls of
the combustion chambers,
cylinders and pistons
• Abundant water
• Hot water is not cooled for
reuse 40
THERMO-SYPHON SYSTEM
• Fan rotated by the crankshaft
draws cold air from outside
through the radiator.
• The radiator is connected to the
engine block by means of two
pipes.
• The hot water passes through
some thin pipes built in the
radiator, where it gets cooled.
• Thus, the fluid circulates through
the system in the form of
convective currents.
41
PUMP-COOLING SYSTEM
• Pump is introduced between
radiator and engine block
• Rotated by crankshaft by means
of a
belt
• Water is circulated with force:
heat is removed quickly
Limitation
• Cooling is independent of temp.
=>Engine is overcooled (range of
temp.=75-900C) Can be
overcome by using thermostat.
42
Forced circulation coolingsystem
• Circulation of water takes place
with convection currents helped
by a pump.
• A Thermostat is used to control
the water temperature required
for cooing.
• Automotive: This system is
used in a large number of
vehicles like cars, buses, trucks
and other heavy vehicles.
43
Evaporative cooling system
• In this system, the engine will be
cooled because of the
evaporation of the water in the
cylinder jackets into steams.
• The advantage is being taken from
the high latent heat of
vaporization of water by allowing
it to evaporate in the Cylinder
jackets.
• This system is used for cooling
of many types of industrial
engines.
44
Water pump problems
• Coolant leaks
• noisy or defective bearing
• damaged or corroded impeller.
• Faulty water pump might cause the engine to
overheat, which can result in serious engine
damage.

45
Radiator
• A radiator is a type of heat exchanger.
• It is designed to transfer heat from the hot coolant that flows through it
to the air blown through it by the fan.
• Shape: These radiators are made by brazing thin aluminum fins to
flattened aluminum tubes.
• The coolant flows from the inlet to the outlet through many tubes mounted
in a parallel arrangement. The fins conduct the heat from the tubes and
transfer it to the air flowing through the radiator.
• Radiator cap: It keeps the cooling system sealed from outside
contaminants.
• It contains pressure valve and the vacuum valve.
46
47
48
Wax Thermostat
• Can operate reliably
within the specified
temperature range.
• Heat is transmitted to wax,
which has high coefficient of
thermal expansion.
• Upon being heated, wax
expands and the rubber
plug presses the plunger
forcing it to move vertically
49
upwards.
Cooling fan
• Maintain an adequate air flow across the
radiator matrix.
• Serves the purpose when natural draft
is not sufficient to cool e.g., at low
speed but heavy load, when vehicle
ascends uphill etc.
• Driven by a belt run by crankshaft.
Limitations
• Rising level of noise.
• Increasing power consumption with
engine speed.
• Tendency to overcool.
50
Liquid coolingsystem

Advantages Disadvantag
• Because of even cooling of cylinder barrel and es
• The system requires more maintenance.
head (due to jacketing) makes it possible to
• The engine performance becomes sensitive to
reduce the cylinder head and valve seat
climatic conditions.
temperatures.
• The power absorbed by the pump is
• Can achieve high volumetric efficiency
considerable and affects the power output of the
• Compact design of engines with appreciably engine.
smaller frontal area is possible.
• Failure can cause serious damage to the engine.
• Installation is not necessarily at the front of the
mobile vehicles, aircraft etc. as the cooing system
can be conveniently located.

51
Use ofAnti-freezers
• During winter cold condition coolant will freeze, expand and
lead to their fracture. To prevent damage to the engine and
radiator during winter weather, suitable liquids or compound
substances (known as anti-freezers).
• Which go into solution are added to the water to lower the
freezing temperature of the coolant.
• Ethylene glycol is the most widely used automotive cooling-
system antifreeze, although methanol, ethanol, isopropyl
alcohol, and propylene glycol are also used.

52
Requirements of anti-freezers
• They should thoroughly mix with water.
• They should not corrode the surfaces with which they are in
contact.
• Their boiling point should be high so that the loss due to
evaporation is minimum.
• They should not deposit any foreign matter in the jackets,
hose, pipes or radiator.
• It should be chemically stable, a good conductor of heat,
and a poor conductor of electricity.
53
54
55
56
Conclusion
• A cooling system must be provided not only to prevent damage to the vital parts of the engine (due to high temperature),
but the temperature of these components must be maintained within certain limits in order to obtain maximum
performance from the engine. To keep the cylinders from overheating, they are surrounded with a water jacket on
liquid cooled engines, or with a finned surface in air cooled engines.
• Most small and medium sized engines used in two-wheelers, automobiles, aircraft are air cooled, while the stationery
and some automobile engines are liquid cooled.
A typical automotive cooling system comprises:
• a series of channels cast into the engine block and cylinder head, surrounding the combustion chambers with
circulating water or other coolant to carry away excessive heat
• a radiator consisting of many small tubes equipped with a honeycomb of fins to radiate heat rapidly, that receives and
cools hot liquid from the engine a centrifugal-type water pump to circulate coolant
• a thermostat that maintains constant temperature by automatically varying the amount of coolant passing into the
radiator, and a fan, which draws fresh air through the radiator.

57
Lubrication System

58
Introduction
• The lubrication system provides oil to • The SAE rates the viscosity of oils.
appropriate areas of the engine to
• Low viscosity means a high volume of oil
maintain a film of oil to separate bearing
flows through a specific orifice at a
surfaces.
specified temperature, atmospheric
• Oil also transfers combustion heat to pressure, and time period.
the crankcase. • Multi-viscosity oils are popular because
• An important characteristic of oil is they offer low viscosity characteristics in
the viscosity. low temperatures and high viscosity
characteristics with higher temperatures.
• Viscosity is the internal resistance to flow
of a fluid.

59
Purpose ofLubrication
• Reduce the frictional resistance of the engine to a minimum to
ensure maximum mechanical efficiency.
• Protect the engine against wear.
• Serve as a cooling agent by picking up heat.
• Remove all impurities from the lubricated region.
• Form a seal between piston rings and the cylinder walls to
prevent blowby.

60
Factors effecting enginefriction
• Engine design(s/b ratio, size, piston rings, CR, journal
bearings)
• Engine speed
• Engine load
• Cooling water temperature
• Oil viscosity

61
Lubrication Systems
• Mist lubrication system Two Stroke Engine
• Wet sump lubrication system Four Stroke engine
• Dry sump lubrication system Four Stroke Engine

62
Mist LubricationSystems
• Two-stroke engines: the charge is compressed in the crankcase, and as
such it is not suitable to have the lubricating oil in the sump.
• Such engines are lubricated by adding 3 % to 6 % oil in the fuel tank itself.
• The oil and fuel mixture is inducted through the carburetor.
• The fuel gets vaporized and the oil, in the form of mist, goes into the
cylinder through the crankcase.
• The oil that impinges the crankcase walls lubricates the main and
connecting rod bearings, and the rest of the oil lubricates the piston,
piston rings and cylinder.
• The main advantage with this system lies in the simplicity and low cost
as the system does not require any oil pump, filter etc.
63
Wet Sump LubricationSystems
• In the wet sump system, the bottom of the crankcase contains
an oil sump (or pan) that serves as the oil supply reservoir.
• Oil dripping from the cylinders and bearings flows by gravity
back into the wet sump where it is picked up by a pump and re-
circulated through the engine lubricating system.
• The types of wet sump systems used are:
1. the splash and circulating pump system
2. the splash and pressure system
3. the full force-feed system

64
Splash and Circulating Pump System
• oil
troughs
• Oil
pockets
• Oil holes
• Drip oil

65
Splash and PressureSystem

66
Full Force FeedSystem

67
Dry Sump LubricatingSystem

68
Crankcase ventilation

69
Lubricating Oil
• The oil used in an engine must serve as a lubricant, a coolant
and an agent for removing impurities.
• It must be able to withstand high temperatures without
breaking down. The oil must operate over a good range of
temperature.
• They must not oxidize on the chamber walls, piston crown or
at the piston rings. Oil should have high film strength to
prevent metal-to- metal contact even under extreme loads.

70
Properties of LubricatingOil
A. Viscosity: The lubricating oil should have the correct
viscosity so that it flows easily to all the moving parts.
• If oil viscosity is too high, more work is required to pump it
and to shear it between the moving parts.
• This results in greater friction work, reduced brake work and
hence reduced power output.
• Viscosity is highly dependent on temperature, increasing
with decreasing temperature.
• The fuel consumption may increase by as much as 15 %.

71
Rating of LubricatingOil
• Lubricating oil is generally rated using a
viscosity scale established by the SAE
Commonly used viscosity grades are: SAE
5,10,20,30,40,45,50
• The oil with lower viscosity grades is less
viscous and is used in cold-weather
operation.
• Modern high temperature, high speed,
close tolerance engines use high viscosity
grades oil.
• When certain polymers are added to oil,
the temperature dependency of oil
viscosity is reduced.
• These oils have low viscosity grades when
they are cold and higher as they become hot.
72
Oil Standards
Service Categories--Gasoline Service Categories--Diesel Engines
Engines • CA, CB, CD, CE are obsolete.
• SA, SB, SC, SD, SE, SF, SG, SH are • CF: Off road, indirect-injected
obsolete. manufactured
• SJ: 2001 and older automotive after 1994 and with fuels over 0.5% sulfur.
engines. • CF-2: Severe duty, two cycle engines.
• SL: All automotive engines • CF-4: High speed, four cycle engines.
manufactured after July 2001. • CG-4: Severe duty, high speed, four
stroke,
with fuels less than 0.5% sulfur.
• CH-4: High speed, four stroke engines
designed to meet 1998 exhaust
standards.
• CI-4: High speed, four stroke engines 73
designed
Properties of LubricatingOil
• Specific Gravity: This property is of little importance except as an indicator of weight and
volume. The specific gravity of oil varies from 0.85 to 0.96.
• Pour Point: It indicates the temperature below which the lubricating oil loses its fluidity and will not
flow or circulate in the system. This characteristics of the oil is important at low temperature Pour
point must be at least 15F lower than the operating temperature to ensure maximum circulation.
• Oxidation Stability/ corrosiveness: Oxidation stability of an oil is its resistance to oxidation. Due to
oxidation, oil forms deposits on the piston rings, and thereby loses its lubricating property. Some
inhibitors are used to counteract these tendencies.
• Acidity and Neutralization Number: The lubricating oil should have low acidity. The neutralization
number is a measure of acidic or alkaline contents of oil.
• Oiliness/film strength : Oiliness is responsible for the boundary layer of molecules that can
adhere or cling to a metal surface and provide lubrication after most of the oil gets displaced or
squeezed out.

74
Types of LubricatingOil
• Classification of Lubricants
1. Animal
2. Vegetable
3. Mineral
4. Synthetic
• Vegetable oils have been used in the past, especially for racing car engines. The main advantages
of these oils are their high film strength, and they have a good lubricity. Later, specially formulated
mineral oils have replaced their use in high performance engines.
• Mineral oils are most readily available and cost effective. They readily respond to additives, and
can be produced in a wide range of viscosities. The main disadvantage lies with its wax content
that affects cold performance and can clog filters.

75
Additives for lubricants
• Anti-oxidant and anti-corrosive
agents
• Detergent dispersant
• Extreme pressure additives
• Pour point depressor
• Viscosity index improvement
• Anti-foam agent
• Oiliness and film strength agents

76
Conclusions
• In order to minimize friction between the moving parts and hence wear,
lubrication system in an engine plays a significant role. The lubrication
system is designed to deliver clean oil at the correct temperature and
pressure to every part of the engine.
• Lubricating oil can be supplied to the various engine components by a
splash system or by a pressurized system or a by a combination of
both. In two-stroke engines, oil is mixed with the fuel itself.
• The lubricating oil used in an engine also helps to cool the engine. The
hotter parts like piston face and back surface of piston crown is
subjected to oil flow, usually done by spraying the oil by pressurized
systems or by splash in non- pressurized system. Other components
like camshaft and connecting rods are also cooled by oil circulation
through oil passages.
77