PISTON DISPLACEMENT

Engine displacement is the volume swept by all the pistons inside the cylinders of an internal combustion engine in a single movement from top dead centre (TDC) to bottom dead centre (BDC). It is commonly specified in cubic centimeters, litres, or cubic inches. The engine's displacement is frequently used in the manufacturer's nomenclature. For instance, the BMW 528 is a 5-series car with a 2.8 litre engine, and Nissan's Teana 350JM is a car with a 3498 cc (213.5 cubic inch displacement ). Motorcycles are often labeled this way. However this can be misleading. For instance, the current BMW 335i only has a 3.0 litre engine.

Piston-Engine Geometries

PISTON DISPLACEMENT

Example: The 427 Chevy V8 bore is 4.312 inches, and the stroke is 3.65 The math looks like this:

427 Chevy V8

PISTON DISPLACEMENT
Example: The inline 4 piston engine, bore is 102.5 mm, and the stroke is 88.9 mm. Find the piston displacement (swept volume) of the cylinder (cc).

S1 = 733.566 cubic centimeter Find the Total displacement of the engine.

S4 = 2,934.265 cubic centimeter = 3.0 cc

Effect of Bore-Stroke ratio on engine operating speed

B/S ratio

Motorcycle

Bore

Stroke

Type of bike

Ducati 999R Honda CBR 600 F4 Yamaha V Max scooter Honda Goldwing Vespa PX 150

104 67 76 74 57

58.8 42.5 66 71 58

1.76 1.57 1.15 1.04 0.98

Sportbike Sportbike Cruiser Touring Commuter

Compression Ratio

Compression ratios do not tell us the horse-power of an engine. They do have a meaning as regards the efficiency of an engine. Generally, the higher the compression ratio, the greater the efficiency. However, as compression ratios are increased, the loads and stresses upon engine parts become more severe.

The compression ratio of an internal-combustion engine or external combustion engine is a value that represents the ratio of the volume of its combustion chamber; from its largest capacity to its smallest capacity. It is a fundamental specification for many common combustion engines. It compares two volumes in the cylinder. One is swept volume plus clearance volume. That s the volume above top dead center. The other is the clearance volume only. Putting these volumes into a ratio gives us the compression ratio - 6 to 1. In a piston engine it is the ratio between the volume of the cylinder and combustion chamber when the piston is at the bottom of its stroke, and the volume of the combustion chamber when the piston is at the top of its stroke.[1]

Picture a cylinder with the piston at the bottom of its stroke containing 1000 cc of air. When the piston has moved up to the top of its stroke inside the cylinder, and the remaining volume inside the head or combustion chamber has been reduced to 100 cc, then the compression ratio would be proportionally described as 1000:100, or with fractional reduction, a 10:1 compression ratio. A high compression ratio is desirable because it allows an engine to extract more mechanical energy from a given mass of air-fuel mixture due to its higher thermal efficiency. High ratios place the available oxygen and fuel molecules into a reduced space along with the adiabatic heat of compression - causing better mixing and evaporation of the fuel droplets. Thus they allow increased power at the moment of ignition and the extraction of more useful work from that power by expanding the hot gas to a greater degree.

Higher compression ratios will however make gasoline engines subject to engine knocking, also known as detonation and this can reduce an engine's efficiency or even physically damage it. Diesel engines on the other hand operate on the principle of compression ignition, so that a fuel which resists autoignition will cause late ignition which will also lead to engine knock.

Typical compression ratios Petrol/gasoline engine Due to pinging (detonation), the CR in a gasoline/petrol powered engine will usually not be much higher than 10:1, although some production automotive engines built for highperformance from 1955-1972 had compression ratios as high as 12.5:1, which could run safely on the high-octane leaded gasoline then available. A technique used to prevent the onset of knock is the high "swirl" engine that forces the intake charge to adopt a very fast circular rotation in the cylinder during compression that provides quicker and more complete combustion. Recently, with the addition of variable valve timing and knock sensors to delay ignition timing, it is possible to manufacture gasoline engines with compression ratios of over 11:1 that can use 87 MON (octane rating) fuel.

Petrol/gasoline engine with pressure-charging In a turbocharged or supercharged gasoline engine, the CR is customarily built at 9:1 or lower. Petrol/gasoline engine for racing Motorcycle racing engines can use compression ratios as high as 14:1, and it is not uncommon to find motorcycles with compression ratios above 12.0:1 designed for 86 or 87 octane fuel. Racing engines burning methanol and ethanol often exceed a CR of 15:1. Consumers may note that "gasohol", or 90% gasoline with 10% ethanol gives a higher octane rating (knock suppression).

Gas-fueled engine In engines running exclusively on LPG or CNG, the CR may be higher, due to the higher octane rating of these fuels. Diesel engine In an auto-ignition diesel engine, (no electrical sparking plug-the hot air of compression lights the injected fuel) the CR will customarily exceed 14:1. Ratios over 22:1 are common. The appropriate compression ratio depends on the design of the cylinder head. The figure is usually between 14:1 and 16:1 for direct injection engines and between 18:1 and 20:1 for indirect injection engines.