Equal to
Below
Above
None of these
B. Below
Calorific value of oil
Low heat value of
High heat value of oil
Mean heat value of oil
10 bar
20 bar
25 bar
35 bar
2 %
4 %
8 %
14 %
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
Controlling the air-fuel mixture
Controlling the ignition timing
Controlling the exhaust temperature
Reducing the compression ratio
6 to 10
10 to 15
15 to 25
25 to 40
Increase
Decrease
Remain same
None of these
9 : 1
12 : 1
15 : 1
18 : 1
Kerosene
Gasoline
Paraffin
Natural gas
Equally efficient
Less efficient
More efficient
None of these
Hit and miss governing
Qualitative governing
Quantitative governing
Combination of (B) and (C)
Calorific value of oil
Low heat value of oil
High heat value of oil
Mean heat value of oil
Cetane number
Octane number
Calorific value
All of these
Air alone
Air and fuel
Air and lub oil
Fuel alone
Beginning of suction stroke
End of suction stroke
End of compression stroke
None of these
Scavenging
Turbulence
Supercharging
Pre-ignition
Homogeneous
Heterogeneous
Both (A) and (B)
Laminar
Mechanical efficiency
Overall efficiency
Indicated thermal efficiency
Volumetric efficiency
Supercharging reduces knocking in diesel engines
There can be limited supercharging in petrol engines because of detonation
Supercharging at high altitudes is essential
Supercharging results in fuel economy
Is lighter
Requires smaller foundations
Consumes less lubricating oil
All of these
Hit and miss governing
Qualitative governing
Quantitative governing
Combination of (B) and (C)
Jet area is automatically varied depending on the suction
The flow from the main jet is diverted to the compensating jet with increase in speed
The diameter of the jet is constant and the discharge coefficient is invariant
Flow is produced due to the static head in the float chamber
F.P. = B.P. - I.P.
F.P. = I.P. - B.P.
F.P. = B.P./I.P.
F.P. = I.P./B.P.
2-stroke petrol engine
4-stroke petrol engine
Diesel engine
Steam turbine
Is lighter
Wear is less
Absorbs shocks
Is stronger
Spark ignition
Compression ignition
Both (A) and (B)
None of these
Diesel cycle
Otto cycle
Dual combustion cycle
Special type of air cycle
Ignition coil
Spark plug
Carburettor
Fuel injector
Larger
Slowed down
Smaller
Liquid
Short delay period
Late auto-ignition
Low compression ratio
High self ignition temperature of fuel