Starts at 40° after bottom dead centre and ends at 30° before top dead centre
Starts at 40° before bottom dead centre and ends at 30° after bottom dead centre
Starts at bottom dead centre and ends at top dead centre
May start and end anywhere
A. Starts at 40° after bottom dead centre and ends at 30° before top dead centre
Above the piston
Below the piston
Between the pistons
There is no such criterion
Supercharging
Carburetion
Turbulence
Delay period
1 m3
5 m3
56 m3
910 m3
Same
Less
More
More or less depending on power rating
Cylinder walls being too hot
Overheated spark plug points
Red hot carbon deposits on cylinder walls
Any one of these
Equally efficient
Less efficient
More efficient
None of these
Spark
Injected fuel
Heat resulting from compressing air that is supplied for combustion
Ignition
15 %
30 %
50 %
70 %
Cetane and iso-octane
Cetane and alpha-methyl naphthalene
Cetane and normal heptane
Cetane and tetra ethyl lead
Clearance volume
Volumetric efficiency
Ignition time
Effective compression ratio
0.15 kg
0.2 kg
0.25 kg
0.3 kg
Air only
Diesel only
A mixture of diesel and air
None of these
Uniform throughout the mixture
Chemically correct mixture
About 35% of rich mixture
About 10% of rich mixture
First a mild explosion followed by a bi explosion
First a big explosion followed by a mil explosion
Both mild and big explosions occurs simultaneously
Never occurs
Petrol, air and lubricating oil
Air and diesel
Petrol and lubricating oil
Petrol and air
Four stroke C.I. engine, four stroke S.I. engine, two stroke S.I. engine
Four stroke S.I. engine, four stroke C.I. engine, two stroke S.I. engine
Four stroke C.I. engine, two stroke S.I. engine, four stroke S.I. engine
Two stroke S.I. engine, four stroke S.I. engine, four stroke C.I. engine
Low density
Low temperature
Long ignition delay
All of these
Speed
Temperature
Volume of cylinder
m.e.p. and I.H.P.
30 to 40 %
40 to 60 %
60 to 70 %
75 to 90 %
Mechanical efficiency
Overall efficiency
Indicated thermal efficiency
Volumetric efficiency
Cetane number
Octane number
Calorific value
All of these
F.P. = B.P. - I.P.
F.P. = I.P. - B.P.
F.P. = B.P./I.P.
F.P. = I.P./B.P.
High heat value
Low heat value
Net calorific value
Calorific value
More
Less
Same
May be more or less depending on engine capacity
Supplying the intake of an engine with air at a density greater than the density of the surrounding atmosphere
Providing forced cooling air
Injecting excess fuel for raising more loads
Supplying compressed air to remove combustion products fully
Fuel tank capacity
Lube oil capacity
Swept volume
Cylinder volume
Higher heating value
Higher flash point
Lower volatility
Longer ignition delay
Same
Less
More
Variable
Arrangement of the cylinders
Design of crankshaft
Number of cylinders
All of these
Temperature and pressure in the cylinder at the time of injection
Nature of the fuel mixture strength
Relative velocity between the fuel injection and air turbulence pressure of residual gases
All of the above