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250TOPI.C.EnginesMechanicalEngineeringMultiplechoice
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1.Theworkingcycleincaseoffourstrokeengineiscompletedinfollowingnumberofrevolutionsofcrankshaft
(a)1/2
(b)1
(c)2
(d)4
(e)8.
Ans:c
2.Inadieselengine,thefuelisignitedby
(a)spark
(b)injectedfuel
(c)heatresultingfromcompressingairthatissuppliedforcombustion
(d)ignition
(e)combustionchamber.
Ans:c
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3.Scavengingairindieselenginemeans
(a)airusedforcombustionsentunderpressure
(b)forcedairforcoolingcylinder
(c)burntaircontainingproductsofcombustion
(d)airusedforforcingburntgasesoutofengine'scylinderduringtheexhaustperiod
(e)airfuelmixture.
Ans:d
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4.Superchargingistheprocessof
(a)supplyingtheintakeofanenginewithairatadensitygreaterthanthedensityofthesurroundingatmosphere
(b)providingforcedcoolingair
(c)injectingexcessfuelforraisingmoreload
(d)supplyingcompressedairtoremovecombustionproductsfully
(e)raisingexhaustpressure.
Ans:a
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5.Doesthesupplyofscavengingairatadensitygreaterthanthatofatmospheremeanengineissupercharged?
(a)yes
(b)no
(c)tosomeextent
(d)unpredictable
(e)dependsonotherfactors.
Ans:b
6.Theratioofindicatedthermalefficiencytothecorrespondingairstandardcycleefficiencyiscalled
(a)netefficiency
(b)efficiencyratio
(c)relativeefficiency
(d)overallefficiency
(e)cycleefficiency.
Ans:c
7.CompressionratioofLC.enginesis
(a)theratioofvolumesofairincylinderbeforecompressionstrokeandaftercompressionstroke
(b)volumedisplacedbypistonperstrokeandclearancevolumeincylinder
(c)ratioofpressureaftercompressionandbeforecompression
(d)sweptvolume/cylindervolume
(e)cylindervolume/sweptvolume.
Ans:a
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8.TheairstandardefficiencyofanOttocyclecomparedtodieselcycleforthegivencompressionratiois
(a)same
(b)less
(c)more
(d)moreorlessdependingonpowerrating
(e)unpredictable.
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(c)kcal/m2
(d)kcal/n?
(e)alloftheabove.
Ans:d
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11.IftheintakeairtemperatureofI.C.engineincreases,itsefficiencywill
(a)increase
(b)decrease
(c)remainsame
(d)unpredictable
(e)dependonotherfactors.
Ans:b
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12.Allheatenginesutilize
(a)lowheatvalueofoil
(b)highheatvalueofoil
(c)netclaorificvalueofoil
(d)calorificvalueoffuel
(e)alloftheabove.
Ans:a
13.Anengineindicatorisusedtodeterminethefollowing
(a)speed
(b)temperature
(c)volumeofcylinder
(d)m.e.p.andI.H.P.
(e)BHP.
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14.FueloilconsumptionguaranteesforI.C.engineareusuallybasedon
(a)lowheatvalueofoil
(b)highheatvalueofoil
(c)netcalorificvalueofoil
(d)calorificvalueoffuel
(e)alloftheabove.
Ans:b
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17.IfthecompressionratioofanengineworkingonOttocycleisincreasedfrom5to7,the%ageincreaseinefficiency
willbe
(a)2%
(b)4%
(c)8%
(d)14%
(e)27%.
Ans:d
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18.Incaseofgasturbines,thegaseousfuelconsumptionguaranteesarebasedon
(a)highheatvalue
(b)lowheatvalue
(c)netcalorificvalue
(d)middleheatvalue
(e)calorificvalue.
Ans:b
19.Inatypicalmediumspeed4strokecycledieselenginetheinletvalve
(a)opensat20beforetopdeadcenterandclosesat35afterthebottomdeadcenter
(b)opensattopdeadcenterandclosesatbottomdeadcenter
(c)opensat10aftertopdeadcenterandcloses20beforethebottomdeadcenter
(d)mayopenorcloseanywhere
(e)remainsopenfor200.
Ans:a
20.Thepressureandtemperatureattheendofcompressionstrokeinapetrolengineareoftheorderof
(a)46kg/cm2and200250C
(b)612kg/cm2and250350C
(c)1220kg/cm2and350450C
(d)2030kg/cm2and450500C
(e)3040kg/cm2and500700C.
Ans:b
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21.Thepressureattheendofcompressioninthecaseofdieselengineisoftheorderof
(a)6kg/cm
(b)12kg/cmz
(c)20kg/cmz
(d)27.5kg/cmz
(e)35kg/cm
Ans:e
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22.ThemaximumtemperatureintheI.C.enginecylinderisoftheorderof
(a)5001000C
(b)10001500C
(c)15002000C
(d)20002500C
(e)25003000C
Ans:d
23.Thethermalefficiecnyofadieselcyclehavingfixedcompressionratio,withincreaseincutoffratiowill
(a)increase
(b)decrease
(c)beindependent
(d)mayincreaseordecreasedependingonotherfactors
(e)noneoftheabove.
Ans:b
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24.Pickupthewrongstatement
(a)2strokeenginecanruninanydirection
(b)In4strokeengine,apowerstrokeisobtainedin4strokes
(c)thermalefficiencyof4strokeengineismoreduetopositivescavenging
(d)petrolenginesworkonottocycle
(e)petrolenginesoccupymorespacethandieselenginesforsamepoweroutput.
Ans:e
25.Combustionincompressionignitionenginesis
(a)homogeneous
(b)heterogeneous
(c)both(a)and(b)
(d)laminar
(e)turbulent.
Ans:b
26.Thefuelindieselengineisnormallyinjectedatpressureof
(a)510kg/cm2
(b)2025kg/cm2
(c)6080kg/cm2
(d)90130kg/cm2
(e)150250kg/cm2
Ans:d
27.ThespecificfuelconsumptionperBHPhourfordieselengineisapproximately
(a)0.15kg
(b)0.2kg
(c)0.25kg
(d)0.3kg
(e)0.35kg.
Ans:b
28.Thetemperatureofinteriorsurfaceofcylinderwallinnormaloperationisnotallowedtoexceed
(a)80C
(b)120C
(c)180C
(d)240C
(e)320C.
Ans:c
30.CrankcaseexplosioninI.C.enginesusualloccursas
(a)firstamildexplosionfollowedbyabiexplosion
(b)firstabigexplosionfollowedbyamilexplosion
(c)bothmildandbigexplosionsoccisimultaneously
(d)neveroccurs
(e)unpredictable.
Ans:a
31.CompressionlossinI.Cenginesoccursduto
(a)leakingpistonrings
(b)useofthickheadgasket
(c)cloggedairinletslots
(d)increaseinclearancevolumecausedbbearingbushingwear
(e)alloftheabove.
Ans:e
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32.ThespecificfuelconsumptionperBHhourforapetrolengineisapproximately
(a)0.15kg
(b)0.2kg
(c)0.25kg
(d)0.3kg
(e)0.35kg.
Ans:c
33.Theairrequirementofapetrolengineduringstartingcomparedtotheoreticalairequiredforcompletecombustionis
(a)more
(b)loss
(c)same
(d)maybemoreorlessdependingonenginecapacity
(e)unpredictable.
Ans:b
34.TheinletvalueofafourstrokecycleI.Cengineremainsopenfornearly
(a)180
(b)125
(c)235
(d)200
(e)275.
Ans:c
35.Whichofthefollowingisnotaninternscombustionengine
(a)2strokepetrolengine
(b)4strokepetrolengine
(c)dieselengine
(d)gasturbine
(e)steamturbine.
Ans:e
36.Pickupthefalsestatement
(a)Thermalefficiencyofdieselengineiabout34%
(b)Theoreticallycorrectmixtureofairampetrolisapproximately15:1
(c)Highspeedcompressionenginesoperateondualcombustioncycle
(d)Dieselenginesarecompressionignitionengines
(e)S.I.enginesarequalitygovernedengines.
Ans:e
37.Ifonecylinderofadieselenginereceivesmorefuelthantheothers,thenforthatcylinderthe
(a)exhaustwillbesmoky
(b)pistonringswouldstickintopistongrooves
(c)exhausttemperaturewillbehigh
(d)enginestartsoverheating
(e)scavengingoccurs.
Ans:e
38.Theoutputofadieselenginecanbeincreasedwithoutincreasingtheenginerevolutionorsizeinfollowingway
(a)feedingmorefuel
(b)increasingflywheelsize
(c)heatingincomingair
(d)scavenging
(e)supercharging.
Ans:e
39.ItthetemperatureofintakeairinICenginesislowered,thenitsefficiencywill
(a)increase
(b)decrease
(c)remainsame
(d)increaseuptocertainlimitandthendecrease
(e)decreaseuptocertainlimitandthenincrease.
Ans:a
40.Inatypicalmediumspeed4strokecycledieselengine
(a)compressionstartsat35afterbottomdeadcenterandendsattopdeadcenter
(b)compressionstartsatbottomdeadcenterandendsattopdeadcenter
(c)compressionstartsat10beforebottomdeadcenterand,endsjustbeforetopdeadcenter
(d)maystartandendanywhere
(e)noneoftheabove.
Ans:a
41.Forthesamecompressionratio
(a)OttocycleismoreefficientthantheDiesel
(b)Dieselcycleismoreefficient'thanOtto
(c)bothOttoandDieselcyclesare,equallyefficient
(d)compressionratiohasnothingtodowithefficiency
(e)whichismoreefficientwoulddependonenginecapacity.
Ans:a
42.Theprecessofbreakinguporalipuidintofinedropletsbysprayingiscalled
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(a)vaporisation
(b)carburetion
(c)ionisation
(d)injection
(e)atomisation.
Ans:e
43.AsaresultofdetonationinanI.C.engine,followingparameterattainsveryhighvalue
(a)peakpressure
(b)rateofriseofpressure
(c)rateofriseoftemperature
(d)peaktemperature
(e)rateofriseofhorsepower.
Ans:b
44.Whichofthefollowingstatementsiscorrect?
(a)Alltheirreversibleengineshavesameefficiency
(b)Allthereversibleengineshavesameefficiency
(c)BothRankineandCarontcycleshavesameefficiencybetweensametemperaturelimits
(d)Allreversibleenginesworkingbetweensametemperaturelimitshavesameefficiency
(e)Betweensametemperaturelimits,bothpetrolanddieselengineshavesameefficiency.
Ans:d
45.Mosthighspeedcompressionenginesoperateon
(a)Dieselcycle
(b)Ottocycle
(c)Dualcombustioncycle
(d)Specialtypeofaircycle
(e)Carnotcycle.
Ans:c
48.Theaccunmulationofcarboninacylinderresultsinincreaseof
(a)clearancevolume
(b)volumetricefficiency
(c)ignitiontime
(d)effectivecompressionratio
(e)valvetraveltime.
Ans:d
49.WhichofthefollowingmediumiscompressedinaDieselenginecylinder
(a)airaione
(b)airandfuel
(c)airandluboil
(d)fuelalone
(e)air,fuelandluboil.
Ans:a
54.Theairfuelratioofthepetrolengineiscontrolledby
(a)fuelpump
(b)governor
(c)injector
(d)carburettor
(e)scavenging.
Ans:d
55.Inatypicalmediumspeed,4strokecycledieselengine
(a)fuelinjectionstartsat10beforetodeadcenterandendsat20aftertordeadcenter
(b)fuelinjectionstartsattopdeadcenterandendsat20aftertopdeadcenter
(c)fuelinjectionstartsatjustbeforetopdeadcenterandendsjustaftertopdeaccenter
(d)maystartandendanywhere
(e)noneoftheabove.
Ans:a
56.Dieselfuel,comparedtopetrolis
(a)lessdifficulttoignite
(b)justaboutthesamedifficulttoignite
(c)moredifficulttoignite
(d)highlyignitable
(e)noneoftheabove.
Ans:c
57.Indieselenginethedieselfuelinjectedintocylinderwouldburninstantlyataboutcompressedairtemperatureof
(a)250C
(b)500C
(c)1000C
(d)150CPC
(e)2000C.
Ans:c
58.Whencrudeoilisheated,thenwhichofthefollowinghydrocarbonisgivenofffirst.
(a)kerosene
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(b)gasoline
(c)paraffin
(d)diesel
(e)naturalgas.
Ans:e
59.Theratingofadieselengine,withincreaseinairintlettemperature,will
(a)increaselinearly
(b)decreaselinearly
(c)increaseparabolically
(d)decreaseparabolically
(e)firstdecreaselinearlyandthenincreaseparabolically.
Ans:b
60.A75ccenginehasfollowingparameteras75cc
(a)fueltankcapacity
(b)luboilcapacity
(c)sweptvolume
(d)cylindervolume
(e)clearancevolume.
Ans:c
61.Aheatengineutilisesthe
(a)calorificvalueofoil
(b)lowheatvalueof
(c)highheatvalueofoil
(d)meanheatvalueofoil
(e)alloftheabove.
Ans:c
62.Gaseousfuelguaranteesarebasedon
(a)calorificvalueofoil
(b)lowheatvalueofoil
(c)highheatvalueofoil
(d)meanheatvalueofoil
(e)alloftheabove.
Ans:b
63.Fuelconsumptionofdiesefenginesisnotguaranteedatonequarterloadbecauseatsuchlowloads
(a)thefrictionishigh
(b)thefrictionisunpredictable
(c)thesmalldifferenceincoolingwatertemperatureorininternalfrictionhasadisproportionateeffect
(d)theengineisrarelyoperated
(e)noneoftheabove.
Ans:c
64.Polymerisationisachemicalprocessinwhichmoleculesofacompoundbecome
(a)larger
(b)sloweddown
(c)smaller
(d)liquid
(e)gaseous.
Ans:a
65.Thetermscavengingisgenerallyassociatedwith
(a)2strokecycleengines
(b)4strokecycleengines
(c)aeroplaneengines
(d)dieselengines
(e)highefficiencyengines.
Ans:e
66.Indieselengine,thecompressionratioincomparisontoexpansionratiois
(a)same
(b)less
(G)more
(d)variable
(e)more/lessdependingonenginecapacity.
Ans:c
67.ThecamshaftofafourstrokeI.C.enginerunningat1500rmpwillrunat
(a)1500rpm
(b)750rpm
(c)3000rpm
(d)anyvalueindependentofenginespeed
(e)noneoftheabove.
Ans:b
68.Enginepistons'areusuallymadeofaluminiumalloybecauseit
(a)islighter
(b)wearsless
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(c)absorbsshocks
(d)isstronger
(e)doesnotreactwithfuelandluboil.
Ans:a
69.Mosthighspeedcompressionenginesoperateon
(a)Ottocycle
(b)Dieselcycle
(c)Dualcycle
(d)Carnotcycle
(e)Twostrokecycle.
Ans:c
70.ThespecificfuelconsumptionofapetrolenginecomparedtodieselengineofsameH.P.is
(a)same
(b)more
(c)less
(d)lessormoredependingonoperatingconditions
(e)unpredictable.
Ans:b
71.Adieselengineascomparedtopetrolengine(bothrunningarratedload)is
(a)moreefficient
(b)lessefficient
(c)equallyefficient
(d)unperdictable
(e)otherfactorswilldecideit.
Ans:a
72.Thesizeofinletvalveof.anengineincomparisontoexhaustvalveis
(a)more
(b)less
(c)same
(d)more/lessdependingoncapacityofengine
(e)variesfromdesigntodesign.
Ans:b
74.Inacycle,thesparklastsroughlyfor
(a)1sec
(b)0.1sec
(c)0.01sec
(d)0.001sec
(e)0.0001sec.
Ans:d
75.Whichofthefollowingisfalsestatement:
ExcessquantitiesofsulphurindieselfuelareObjectionablebecauseitmaycausethefollowing
(a)pistonringandcylinderwear
(b)formationofhardcoatingonpistonskirts
(c)oilsludgeintheenginecrankcase
(d)detonation
(e)formscorrosiveacids.
Ans:d
76.Whichofthefollowingisfalsestatement.Someofthemethodsusedtoreducedieselsmokeareasfollows
(a)usingadditivesinthefuel
(b)enginederatingi.e.reducingthemaximumflowoffuel
(c)increasingthecompressionratio
(d)adherencetoproperfuelspecification
(e)avoidanceofoverloading.
Ans:c
77.Thefuelairratioinapetrolenginefittedwithsuctioncarburettor,operatingwithdirtyairfilterascomparedtoclean
filterwillbe
(a)higher
(b)lower
(c)remainunaffected
(d)unpredictable
(e)noneoftheabove.
Ans:a
78.Pickupthewrongstatementaboutsupercharging
(a)superchargingreducesknockingindieselengines
(b)therecanbelimitedsupercharginginpetrolenginesbecauseofdetonation
(c)superchargingathighaltitudesisessential
(d)superchargingresultsinfueleconomy
(e)superchargingisessentialinaircraftengines.
Ans:d
79.Theactualvolumeoffreshchargeadmittedin4strokepetrolengineis
(a)equaltostrokevolume
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(b)equaltostrokevolumeandclearancevolume
(c)lessthanstrokevolume
(d)morethanstrokevolume
(e)morethancylindervolume.
Ans:c
80.Themagnetoinanautomobileisbasically
(c)transformer
(b)d.c.generator
(c)capacitor
(d)magneticcircuit
(e)a.c.generator.
Ans:b
81.Thereasonforsupercharginginanyengineisto
(a)increaseefficiency
(b)increasepower
(c)reduceweightandbulkforagivenoutput
(d)effectfueleconomy
(e)noneoftheabove.
Ans:c
82.Theoperationofforcingadditionalairunderpressureintheenginecylinderisknownas
(a)scavenging
(b)turbulence
(c)supercharging
(d)preignition
(e)dissociationandcarburretionoffuel.
Ans:c
83.Superchargingisessentialin
(a)dieselengines
(b)gasturbines
(c)petrolengines
(d)aircraftengines
(e)marineengines.
Ans:d
84.Theminimumcrankingspeedincaseofpetrolengineisabout
(a)halftheoperatingspeed
(b)onefourthofoperatingspeed
(c)250300rpm
(d)6080rpm
(e)1020rpm
Ans:d
85.Inatypicalmediumspeed4strokecycledieselengine
(a)exhaustvalveopensat35beforebottomdeadcenterandclosesat20aftertopdeadcenter
(b)exhaustvalveopensatbottom'deadcenterandclosesattopdeadcenter
(c)exhaustvalveopensjustafterbottomdeadcenterandclosesjustbeforetopdeadcenter
(d)mayopenandcloseanywhere
(e)noneoftheaboveistrue.
Ans:a
86.Flashpointoffueloilis
(a)minimumtemperaturetowhich1oilisheatedinordertogiveoffinflammablevapoursinsufficientquantitytoignite
momentarilywhenbroughtincontactwithaflame
(b)temperatureatwhichitsolidifiesorcongeals
(c)temperatureatwhichitcatchesfirewithoutexternalaid
(d)indicatedby90%distillationtemperature,i.e.when90%ofsampleoilhasdistilledoff
(e)noneoftheabove.
Ans:a
87.Themeaneffectivepressureobtainedfromengineindicatorindicatesthe
(a)maximumpressuredeveloped
(b)minimumpressure
(c)instantaneouspressureatanyinstant
(d)exhaustpressure
(e)averagepressure.
Ans:e
88.ForthesamepowerdevelopedinI.C.engines,thecheapersystemis
(a)naturallyaspirated
(b)supercharged
(c)centrifugalpump
(d)turbocharger
(e)noneoftheabove.
Ans:b
89.Installationofsuperchargeronafourcycledieselenginecanresultinthefollowingpercentageincreaseinpower
(a)upto25%
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(b)upto35%
(c)upto50%
(d)upto75%
(e)upto100%.
Ans:e
90.Scavengingisusuallydonetoincrease
(a)thermalefficiency
(b)speed
(c)poweroutput
(d)fuelconsumption
(e)alloftheabove.
Ans:c
91.Whichofthefollowingisthelightestandmostvolatileliquidfuel
(a)diesel
(b)kerosene
(c)fueloil
(d)gasoline
(e)luboil.
Ans:d
92.Thetheoreticallycorrectairfuelratioforpetrolengineisoftheorderof
(a)6:1
(b)9:1
(c)12:1
(d)15:1
(e)20:1.
Ans:d
93.Airfuelratioforidlingspeedofapetrolengineisapproximately
(a)1:1
(b)5:1
(c)10:1
(d)15:1
(e)20:1.
Ans:c
94.Airfuelratioatwhichapetrolenginecannotworkis
(a)8:1
(b)10:1
(c)15:1
(d)20:1andless
(e)willworkatallratios.
Ans:d
95.Formaximumpowergeneration,theairfuelratioforapetrolengineforvehicles,isoftheorderof
(a)9:1
(b)12:1
(c)15:1
(d)18:1
(e)20:1.
Ans:b
96.Thefollowingvolumeofairisrequiredforconsuming1literoffuelbyafourstrokeengine
(a)1m3
(b)5m3
(c)56m3
(d)910m3
(e)1518m3.
Ans:d
97.Pourpointoffueloilisthe
(a)minimumtemperaturetowhichoilisheatedinordertogiveoffinflammablevapoursinsufficientquantitytoignite
(c)itcatchesfirewithoutexternalaid
(d)indicatedby90%distillationtemperaturei.e.,when90%ofsampleoilhasdistilledoff
(e)temperatureatwhichitflowseasily.
Ans:b
98.A5BHPenginerunningatfullloadwouldconsumedieseloftheorderof
(a)0.3kg/hr
(b)1kg/hr
(c)3kg/hr
(d)5kg/hr
(e)10kg/hr.
Ans:b
99.Dieselenginecanworkonveryleanairfuelratiooftheorderof30:1.Apetrolenginecanalsoworkonsuchalean
ratioprovided
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(a)itisproperlydesigned
(b)bestqualityfuelisused
(c)cannotworkasitisimpossible
(d)flywheelsizeisproper
(e)enginecoolingisstopped.
Ans:c
100.Adieselenginehas
(a)1valve
(b)2valves
(b)3valves
(d)4valves
(e)novalve.
Ans:c
101.Ahmhflamespeedisobtainedindieselenginewhenairfuelratiois
(a)uniformthroughoutthemixture
(b)chemicallycorrectmixture
(c)about35%richmixture
(d)about10%richmixture
(e)about10%leanmixture.
Ans:d
102.Theknockindieselengineoccursdueto
(a)instantaneousandrapidburningofthefirstpartofthecharge
(b)instantaneousatuoiginitionoflastpartofcharge
(c)delayedburningofthefirstpartofthecharge
(d)reductionofdelayperiod
(e)allottheabove.
Ans:a
103.Theairfuelratioinpetrolenginesiscontrolledby
(a)controllingvalveopening/closing
(b)governing
(c)injection
(d)carburettion
(e)scavengingandsupercharging.
Ans:d
104.Volatilityofdieselfueloilis
(c)itcatchesfirewithoutexternalaid
(d)indicatedby90%distillationtemperature,i.e.,when90%ofsampleoilhasdistilledoff
(e)temperatureatwhichitflowseasily.
Ans:d
105.Whichismoreviscousluboil
(a)SEA30
(b)SAE4
(c)SAE50
(d)SAE70
(e)SAE80.
Ans:e
106.Intheopposedpistondieselengine,thecombustionchamberislocated
(a)abovethepiston(/)belowthepiston
(c)betweenthepistons
(d)anywhen
(e)thereisnosuchcriterion.
Ans:c
107.Astoichiometricairfuelratiois
(a)chemicallycorrectmixture
(b)leanmixture
(c)richmixtureforidling
(d)richmixtureforoverloads
(e)theratiousedatfullratedparameters.
Ans:a
108.Inanaturallyaspirateddieselengine,theairissuppliedby
(a)asupercharger
(b)acentrifugalblower
(c)avacuumchamber
(d)aninjectiontube
(e)forcedchamber
Ans:c
109.Inloopscavenging,thetopofthepistonis
(a)flat
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(b)contoured
(c)slanted
(d)depressed
(e)convexshaped.
Ans:b
110.Inthecrankcasemethodofscavenging,theairpressureisproducedby
(a)supercharger
(b)centrifugalpump
(c)naturalaspirator
(d)movementofenginepiston
(e)reciprocatingpump.
Ans:d
111.Inordertopreventformationofcarbonontheinjector,thetemperatureofnozzletipshouldbe
(a)lessthan100C
(b)between100250C
(c)between250300C
(d)between400500C
(e)between5001000C.
11Thethermalefficiencyofapetrolengineoftwostrokewithcrankcasescavengingascomparedtofourstrokepetrol
enginewithsamecomperssionratiowillbe
(a)higher
(b)lower
(c)same
(d)dependsonsizeofengine
(e)unpredictable.
113.Ignitionquailtyofpetrolisexpressedby
(a)octanenumber
(b)cetanenumber
(c)calorificvalue
(d)selfignitiontemperature
(e)distillationtemperature.
114.Petrolisdistilledatatemperatureinrangeof
(a)3065C
(b)65220C
(c)220350C
(d)350450C
(e)450550C.
115.Keroseneisdistilledat
(a)3065C
(b)65220C
(c)220350C
(d)350450C
(e)450550C.
116.Selfignitiontemperatureofpetrolisoftheorderof
(a)150C
(b)240C
(c)370C
(d)450C
(e)morethan500C.
117.Isooct,ne
(a)hasoctanenumberof0
(b)hasoctanenumberof50
(c)hasoctanenumberof100
(d)isanindexofdetonationquality
(e)isanindexofknockingquality.
118.Octanenumberisdeterminedbycomparingtheperformanceofthepetrolwiththefollowinghydrocarbons
(a)isooctane
(b)mixtureofnormalheptaneandisooctane
(c)alphamethylnapthalene
(d)mixtureofmethaneandethane
(e)mixtureofparaffinsandaromatics.
119.Cetane
(a)haszerocetanenumber
(b)has100cetanenumber
(c)helpsdetonation
(d)isastraightchainparaffin
(e)determinestheefficiencyofanI.C.engine.
120.Ethylfluidisused
(a)toincreasetheoctaneratingofthefuel
(b)toincreasethecetaneratingofthefuel
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(c)asadefrostingagent
(d)asasuperiortypeoffluidcomparedtoothers
(e)toimprovelubricatingqualityoffuel.
121.Theselfignitiontemperatureofdieseloilcomparedtopetrolis
(a)higher
(b)lower
(c)same
(d)dependsonqualityoffuel
(e)unpredictable?
112.Normalheptane
(a)acceleratesautoignition
(b)helpstoresistautoignition
(c)doesnotaffectautoignition
(d)hasnorelationwithautoighition
(e)retardsautoignition.
123.Cetanenumberisdeterminedbycomparingtheperformanceofdieseloilwiththefollowinghydrocarbons
(a)cetane
(b)mixtureofcetaneandalphamethylnapthalene
(c)ethylenedibromide
(d)mixtureofaldehydesandketones
(e)mixtureofcetanewithtetraethyllead
124.Whichiscorrectstatementaboutreactiontimeforautoignitionoffuelandthefuelairratio
(a)leanmixturehashighreactiontime
(b)richmixturehashighreactiontime
(c)chemicallycorrectmixturehasminimumreactiontime
(d)alloftheabove.
(e)nonoftheabove.
125.ViolentsoundpulsationswithinthecylinderofanI.C.enginearecauseddueto
(a)heavyturbulence
(b)improvedscavenging
(c)heavysupercharging
(d)detonation
(e)preignition.
126.Autoignitiontemperatureis
(c)thatatwhichitcatchesfirewithoutexternalaid
(d)indicatedby90%distillationtemperature,i.e.,when90%ofsampleoilhasdistilledoff
(e)indicatedby50%distillationtemperature.
127.Ignitionlagis
(a)thetimetakenbyfuelafterinjection(beforetopdeadcenter)toreachuptoautoignitiontemperature
(b)timebeforeactualfuelinjectionandthepumpplungerstartstopumpfuel
(c)timecorrespondingtoactualinjectionandtopdeadcenter
(d)timecorresopndingtoactualingitionandtopdeadcenter
(e)noneoftheabove.
128.Thesparkpluggapisnormallymaintainedat
(a)0.1to0.2mm
(b)0.2to0.4mm
(c)0.45to0.6mm
(d)0.6to0.8mm
(e)0.8to1mm.
129.Thefunctionofafuelpumpinapetrolpumpisto
(a)injectfuelincylinder
(b)supplyfuelwhencarburettorfails
(c)pumpfuelsothatitreachescarburettor(toimprovethermalefficiency)
(d)doesnotexist.
130.Thedelayperiodinpetrolengineisoftheorderof
(a)0.001sec
(b)0.002see
(c)0.01sec
(d)0.05sec
(e)0.1sec.
131.Detonationiscausedbythefollowingunstablecompounds
(a)peroxides,aldehydesandketones
(b)peroxides,aldehydes,oxidesandsulphides
(c)aldehydes,oxidesandketones
(d)ketonesandsulphurcompounds
(e)noneoftheabove.
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13Ifoverheadclearanceisless,thenthefollowingtypeofengineshouldbeselected
(a)Vtype
(b)Inline
(c)Vertical
(d)Horizontal
(e)Radial.
133.WhichisfalsestatementaboutadvantagesofVtypeengine
(a)compactdesignrequiringlesserspace
(b)improveddistributionofairtocylinder
(c)castinglessliabletodistortion
(d)reducedtorsionalvibrationbecauseofshortercrankshaft
(e)lessoverheadclearance.
134.Thepistonsareusuallygivenacoatingsuchastinplatinginorderto
(a)reduceweight
(b)conductheatefficiently
(c)reducepossibilityofscoring
(d)reducefriction
(e)increaselubricationeffect.
135.Pistonringsareusuallymadeof
(a)castiron
(b)aluminium
(c)phosphorbronze
(d)babbitt
(e)carbonsteel.
136.Pistonringsareplatedwithchromium,cadmiumorphosphateinorderto
(a)reducecost
(b)improvesurfacefinish
(c)preventclogging
(d)reducewearandeliminatescuffing
(e)improveheattransfer.
137.Thetoppistonringnearertothepistoncrownisknownas
(a)compressionring
(b)oilring
(c)scrapperring
(d)groovering
(e)leadingring.
138.InordertopreventknockintheS.I.engines,thechargeawayfromthesparkplugshouldhave
(a)lowtemperature
(b)lowdensity
(c)longignitiondelay
(d)richmixture
(e)alloftheabove.
139.Dieselengineshavelowspecificfuelconsumptioncomparedtopetrolengine.Thisstatementis
(a)nottrue
(b)trueatfullload
(c)trueatpartload
(d)trueatbothpartandfullload
(e)therecouldnotbeanysuchcriterion.
140.ToreducethepossibilityofknockintheC.I.engines,thefirstelementsoffuelandairshouldhave
(a)hightemperature
(b)highdensity
(c)shortdelay
(d)reactivemixture
(e)alloftheabove.
141.Thedetonationtendencyinpetrolenginesforspecifiedconditionsoffuelrating,compressionratio,speedetc.can
becontrolledbyhaving
(a)smallercylinderbore
(b)biggercylinderbore
(c)mediumcylinderbare
(d)cylinderborecouldbeanythingasitdoesnotcontroldetonation
(e)properstrokelegth.
142.AccordingtoRecardo'stheory,detonationoccursdueto
(a)instantaneousautoignitionoflastpartofchargetobeburnt
(b)impropermixingofairandfuel
(c)impropercombustion
(d)selfignitiontemperaturehasnothingtodowithdetonation
(e)noneoftheabove.
143.Afuelwilldetonatelessifithas
(a)higherselfignitiontemperature
(b)lowerselfignitiontemperature
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(c)properselfignitiontemperature
(d)selfingitiontemperaturehasnothingtodowithdetonation
(e)noneoftheabove.
144.Theknockingindieselenginesforgivenfuel,willbe
(a)enhancedbyincreasingcompressionratio
(b)enhancedbydecreasingcompressionratio
(c)unaflectedbycompressionratio
(d)firstenhancedbyincreasigcompressionratiouptoalimitbeyondwhichitwillbesuppressed
(e)dependentonotherfactors.
145.Theignitionofchargebysomehotsurfaceintheenginecylinderbeforeoperationofsparkplugisknownas
(a)autoignition
(b)preignition/
(c)retardedignition
(d)acceleratedignition
(e)detonation.
146.Injectionlagis
(a)thetimetakenbyfuelafterinjection(beforetopdeadcenter)toreachuptoautoignitiontemperature
(b)timebeforeactualfuelinjectionandthepumpplugerstartstopumpfuel
(c)timecorrespondingtoactualinjectionandtopdeadcenter
(d)timecorrespondingtoactualignitionandtopdeadcenter
(e)noneoftheabove.
147.Ignitionqualityofdieselfueloilisexpressedbyanindexcalled
(a)octanenumber
(b)cetanenumber
(c)calorificvalue
(d)carboncontent
(e)ignitiontemperature.
148.Forbestresultsofefficientcombustion,highspeeddieselenginesneedanapproximatecetanenumberof
(a)100
(b)10
(c)50
(d)5
(e)1.
149.Calorificvalueofdieseloilisoftheorderof
(a)3000kcal/kg
(b)5000kcal/kg
(c)7500kcal/kg
(d)10000kcal/kg
(e)15000kcal/kg.
150.Carbonresidueindieseloilshouldnotbemorethan
(a)1%
(b)0.5%
(c)0.1%
(d)0.01%
(e)0.001%.
151.ThemostpopularfiringorderincaseoffourcylinderinlineI.C.engineis
(a)1234
(b)1324
(c)1423
(d)1243
(e)134
15Thecompressionratioofmotorcarsis
(a)5
(b)1
(c)10
(d)13
(e)16.
153.ThespecificgravityofdieseloilIs
(a)1
(b)0.7
(c)0.85
(d)0.5
(e)1.25.
154.Freezingtemperatureofpetrolisusually
(a)0C
(b)10C
(c)10C
(d)lessthan30C
(e)lessthan273C.
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155.Thespecificgravityofpetrolisabout
(a)0.65
(b)0.75
(c)0.85
(d)0.95
(e)1.1.
156.Pickupthecorrectstatement.Detonationcanbecontrolledby
(a)varyingcompressionratio
(b)usinglianmixture
(c)retardingthesparktiming
(d)reducingther.p.m.
(e)increasinginletpressure.
157.TheefficiencyofI.C.enginesnormallyisoftheorderof
(a)1520%
(b)2025%
(c)2530%
(d)3035%
(e)3550%.
158.ThefiringorderinasixstrokeI.C.engineis
(a)136524
(b)142563
(c)162543
(d)152634
(e)153426.
159.Sulphurcontentindieseloilshouldnotbemorethan
(a)10%
(b)5%
(c)1%
(d)0.1%
(e)0.01%.
160.Them.e.p.ofadieselcyclehavingfixedcompressionratiowithincreaseincutoffwill
(a)increase
(b)decreae
(c)beunaffected
(d)dependonotherfactors
(e)unpredictable.
161.Theashcontentindieseloilshouldbotbemorethan
(a)1%
(b)5%
(c)0.1%
(d)0.01%
(e)0.001%.
16Thepourpointofdieseloilmustbe
(a)lowerthanthecoldestatmospherictemperatureatwhichoilistobepumped
(b)higherthanabove
(c)hasnosuchrelation
(d)morethan100C
(e)noneoftheabove.
163.Highcarboncontentindieseloilusedfordieselengineleadsto
(a)productionofhighlycorrosivegasescorrodingthecylinderwallsandexhaustsystem
(b)excessiveenginewear
(c)damagingofboththestoragetankandtheengine
(d)depositiononengineparts
(e)noneoftheabove.
164.Exhaustpipesofenginesarecoveredwithinsulatingmarterialinorderto
(a)keeptheexhaustpipeswarm
(b)reduceformationofcondenstae
(c)reduceheattransfertotheengineroom
(d)increaseengineefficiency
(e)conserveheat.
165.Ignitiontimingofamulticyliderpetrolenginecanbeadjustedby
(a)rotatingthecrank
(b)adjustingthesparkpluggap
(c)adjustingignitioncoilposition
(d)rotatingthedistributor
(e)delayingthesparkbyincreasingcapacitorinignitioncircuit.
166.Fuelconsumptionwithincreaseinbackpressurewill
(a)increase
(b)decrease
(c)remainunaffected
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(e)noneoftheabove.
167.Thecoolingwaterrequirementfordieselengineisoftheorderof
(a)0.2to1.0literperminuteperh.p.
(b)1to3litersperminuteperh.p.
(c)5to10litersperminuteperh.p
(d)10to20litersperminuteperh.p.
(e)2030litersperminuteperh.p.
168.A4strokedieselengineneedsaboutfollowingamountofair
(a)75ccpermin.perh.p.
(b)750ccpermin.perh.p.
(c)7500ccpermin.perh.p.
(d)75000ccpermin.perh.p.
(e)750000ccpermin.perh.p.
169.LeakagepastthepistonringsandvalveseatsinI.C.engineswithincreaseinspeed
(a)increases.
(b)decreases
(c)remainssame
(d)unpredictable
(e)noneoftheabove.
170.Theheatwastedindieselengineisoftheorderof
(a)80%
(b)65%
(c)50%
(d)35%
(e)25%.
171.Withincrea.seinspeedofvehicle,thebackpressurewill
(a)decrease
(b)increase
(c)remainunalfected
(e)noneoftheabove.
17Thefunctionofadistributorinanautomobileisto
(a)distributecharge,equallytoallthecylinders
(b)regulatepower
(c)feedluboiltoallmovingparts
(d)timethespark
(e)injectfuelatappropriatetime.
173.Theratioofusefulpowerenginefrictionexhaustgaslossescoolingwater,airandoillossesforadieselengineisof
theorderof
(a)5:25:30:50
(b)25:35:5:35
(c)25:5:10:60
(d)40:30:15:15
(e)25:5:35:35.
174.Forsamepowerandsamespeed,theflywheelofafourstrokeengineascomparedtotwostrokeI.C.enginewillbe
(a)smaller
(b)bigger
(c)samesize
(d)dependentonotherengineparameters
(e)unpredictable.
175.AirinjectioninI.C.enginesreferstoinjectionof
(a)aironly
(b)liquidfuelonly
(c)liquidfuelandair
(d)supercharging
(e)doesnotexist.
176.SolidinjectioninI.C.enginesreferstoinjectionof
(a)liquidfuelonly
(b)liquidfuelandair
(c)solidfuel
(d)solidfuelandair
(e)doesnotexist.
177.Thesystemoflubricationusedformotorcyclesandscootersisby
(a)forcedlubricationsystem
(b)splashlubrication
(c)applyinggreaseunderpressure
(d)wetsumpmethod
(e)mixingabout5%luboilwithpetrol.
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178.Them.e.p.ofapetrolenginefirstincreasesasthefuelairratioisincreasedandthendecreasesonfurtherincreasein
fuelairratio.Them.e.p.ismaximuminthezoneof
(a)leanmixture
(c)richmixture
(d)unpredictable
(e)noneoftheabove.
179.Thespecificfuelconsumptionforapetrolenginefirstdecreaseswithincreaseinfuelairratioandthenincreaseswith
furtherincreaseinfuelairratio.Theminimumvalueoccursintherangeof
(a)leanmixture
(c)richmixture
(d)unpredictable
(e)noneoftheabove.
180.Thethermalefficiencyofatwocycleengineascomparedtofourcycleengineis
(a)more
(b)less
(c)same
(d)moreuptosomeloadandthenless
(e)itmaybelessormoredependingonseveralotherfactors.
181.Dieselenginesascomparedtopetrolenginesrequire
(a)biggerflywheel
(b)smallerflywheel
(c)samesizeflywheel
(d)noflywheel
(e)flywheelwhosesizemaybelessormoredependingonseveralotherfactors.
183.Thetendencyofadieselenginetoknockincreases,if
(a)enginespeedisincreased
(b)engineH.P.isincreased
(c)octanenumberoffuelisincreased
(d)conperssionratioisincreased
(e)enginehastomoveuphill.
184.Thetendencyofapetrolenginetoknockincreasesby
(a)supercharging
(b)scavenging
(c)increasingengineH.P,
(d)reducingthesparkadvance
(e)increasingcetanenumberoffuel.
185.Freeacidsindieseloilfordieselengineleadto
(e)excessivefuelconsumption.
186.Thermalefficiencyofhighspeeddieselengineatdesignloadmaybeoftheorderof
(a)20%
(b)35%
(c)50%
(d)70%
(e)85%.
187.ThethermostatinI.C.enginespermittinghotwatertogotoradiatorissetaround
(a)7080C
(b)8085C
(c)8595C
(d)above100C
(e)above120C.
188.ThebrakemeaneffectivepressureofanI.C.enginewithincreaseinspeedwill
(a)increase
(b)decrease
(c)remainunaffected.
(d)fluctuateaccordingtoenginespeed
(e)unpredictable.
189.Highashandsedimentindieseloilusedindieselengineleadto
(e)blockingofexhaustpipes.
190.Mixingoffuelandairincaseofdiesengineoccursin
(a)injectionpump
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(b)injector
(c)inletmanifold
(d)carburettor
(e)enginecylinder.
191.Theadvantageofreversingtheflowofainanaircleaneristo
(a)increasevelocityofair
(b)increaseairflow
(c)reducethevelocityofair
(d)throwoutalargepercentageofforeigmatter
(e)cooltheair.
19Themosteffectiveaircleanerincasedieselenginesis
(a)drytype
(b)wettype
(c)whirltype
(d)oilbathtype
(e)allareequallygood.
193.Finsareprovidedoverenginecylinderscootersfor
(a)higherstrengthofcylinder
(b)bettercooling
(c)goodappearance
(d)higherefficiency
(e)easierhandlingandeaseinmanufacturing.
194.Theelementsofmostconcerninregardpollutioncausedbyenginesare
(a)COandC02
(b)COandhydrocarbons
(c)C02andhydrocarbons
(d)carbonanddust
(e)hotproductsofcombustion
195.Thepreferredlocationofanoilcooleris
(a)beforethefilters
(b)afterthefilters
(c)betweenthefilters
(d)beforeandafterthefilters
(e)anywhere.
196.Thepetrolfromtanktotheautomotiveergineisfedby
(a)gravity
(b)pumprunbyengine
(c)suctionpressurecreatedby,suctiostroke
(d)capillaryaction
(e)fuelpump.
197.Inpetrolengine,increaseofcoolingwatertemperaturewill
(a)increasetheknockingtendency
(b)decreasetheknockingtendecny
(c)notaffecttheknockingtendency
(d)increaseordecreaseknockingtendencydepedningonstrengthandtimeofspark
(e)unpredictable.
207.Incarburettors,thetopofthefueljetwithreferencetothelevelinthefloatchamberiskeptat
(a)samelevel
(b)slightlyhigherlevel
(c)slightlylowerlevel
(d)maybeanywhere
(e)variesfromsituationtosituation.
208.Carburretionisdoneto
(a)feedpetrolintocylinder
(b)governtheengine
(c)breakupandmixthepetrolwithair
(d)heatupthechargetocylinder
(e)scavengethecylinder.
209.PowerimpulsesfromanI.C.enginearesomoothedoutby
(a)governor
(b)crankshaft
(c)gearbox
(d)flywheel
(e)timingsparkproperly.
210.Thetheoreticallycorrectmixtureofairandpetrolisapproximately
(a)8:1
(b)12:1
(c)15:1
(d)20:1
(e)24:1.
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211.Forlowspeedoperationorforidlinginpetrolengines,theenginerequirementsarefor
(a)leanmixture
(b)theoreticallycorrectmixture
(c)richmixture
(d)anytypeofmixture
(e)lean/richmixturedependinguponcapacityofengine.
21Inpetrolengines,advancingthesparktimingwill
(b)decreasetheknockingtendency
(c)notaffecttheknockingtendncy
(d)increaseordecreaseknockingtendencydependingonstrenghtandtimeofspark
(e)unpredictable.
213.Thefollowingtypeofcarburettorispreferred
(a)concentrictype
(b)eccentrictype
(c)horizontaltype
(d)verticaltype
(e)noneoftheabove.
214.Inthepassangercars,thefollowingtypeofcarburettorispreferred
(a)horizontaltype
(b)downwarddraughttype
(c)upwarddraughttype
(c)inclineddraughttype
(e)anyoneoftheabovetypes.
215.Theessentialequipmentforproducinghighvlotageforsparkinginpetrolengineswithbatteryis
(a)ignitioncoil
(b)ignitioncoilanddistributor
(c)ignitioncoilandcondenser
(d)ignitioncoilandcontactbreaker
(e)ignitioncoil,contactbreakerandcondenser.
216.Theignitioncoilindieselenginesproducesvoltageoftheorderof
(a)6to12volts
(b)240volts
(c)1000volts
(d)20,000volts
(e)80,000volts.
217.Ifthedoorofadieselenginecrankcaseisopenedjustaftershutdownbeforecoolingofengine,then
(a)efficiencyofenginewillbepoor
(b)thereisariskofexplosiontakingplace
(c)itisthesafestpractice
(d)somepartsmaybesubjected
(e)someluboilmaybewasted.
218.Thethermalefficiencyofadieselengineisoftheorderof
(a)92%
(b)68%
(c)52%
(d)34%
(e)25%.
219.Thethermalefficiencyofagasengineisoftheorderof
(a)92%
(b)68%
(c)52%
(d)34%
(e)25%.
220.Theoretically,thefollowingengineshouldhavemaximumefficiency
(a)gasengine
(b)2strokeS.I.engine
(c)4strokeS.I.engine
(d)steamengine
(e)4strokeC.I.engine.
221.Inpetrolengineusingafixedoctaneratingfuelandfixedcompressionratio,superchargingwill
(b)decreasetheknockingtendency
(c)notaffecttheknockingtendency
(d)increaseordecreaseknockingtendencydependingonstrengthandtimeofspark
(e)unpredictable.
223.Highsulphurcontentindieseloilusedfordieselenginesleadsto
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(e)reductioninthermalefficiency.
224.Inopencombustionchamberindieselengines
(a)theshapeandlayoutofthepistoncrown,theinletport,andthevalveproducetheturbulenteffectonfuelmixture
(b)fuelisinjectedintoanauxiliarychamberthatisseparatedfromthecylinderbyanorificeorthroat
(c)onlyapartofairchargeiscontainedinanauxiliarychamberinwhichthefuelstartstoburnwithinsufficientairwhich
duetoexplosiontendencymixesthoroughlyintomaincylindercharge
(d)fuelisinjectedatatmosphericpressure
(e)therearenovalves.
225.Thebasicrequirementofagoodcombustionchamberis
(a)highcompressionratio
(b)lowcompressionratio
(c)lowvolumetricefficiency
(d)minimumturbulence
(e)highpoweroutputandhighthermalefficiency.
226.Depositionofcarboninpetrolenginecylinderwouldresultinincreaseof
(a)clearancevolume
(b)sweptvolume
(c)compressionratio
(d)volumetricefficiency
(e)meaneffectivepressure.
227.Whichofthefollowingenginescanworkonveryleanmixture
(a)S.I.engine
(b)C.I.engine
(c)twostrokeengine
(d)fourstrokeengine
(e)alloftheabove.
228.Ifpetrolisusedinadieselengine,then
(a)higherknockingwilloccur
(b)efficiencywillbelow
(c)lowpowerwillbeproduced
(d)blacksmokewillbeproduced
(e)lotoffuelwillremainunburnt.
229.HotairstandarddieselcycleefficiencywithincreaseinvalueofC
(a)increases
(b)decreases
(c)remainsunaffected
(d)dependsonotherfactors
(e)unpredictable.
230.Inturbulencechamberindieselengine
(a)theshapeandlayoutofthepistoncrown,theinletport,andthevalveproducetheturbulenteffectoffuelmixture
(b)fuelisinjectedintoanauxiliarychamberthatisseparatedfromthecylinderbyanorificeorthroat
(c)onlyapartofairchargeiscontainedinanauxiliarychamberinwhichthefuelstartstoburnwithinsufficientairwhich
duetoexplosiontendencymixesthoroughlyintomaincylindercharge
(d)therearenovalves
(e)fuelispartlyburntbyspark.
231.Forlowloadoperation,moresuitable(economical)engineis
(a)S.I.engine
(b)C.I.engine
(c)bothareequallygood
(d)multicylinderengine
(e)twostrokeengine.
232.Atwostrokecrankcompressedenginehasfollowingportsinthecylinder
(a)suctionportandexhaustport
(b)transferportonly
(c)suctionportandtransferport
(d)transferportandexhaustport
(e)suctionport,exhaustportandtransferport.
233.Forthesamesizeandweight,atwostrokeengineascomparedtofourstrokeenginewillgeneratepower
(a)abouttwice
(b)about0.5times
(c)nearlyequal
(d)about1.7times
(e)about5times.
234.Atwostrokeengineisusuallyidentifiedby
(a)sizeofflywheel
(b)weightofengine
(c)typeoflubricationsystem
(d)absenceofvalves
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(e)locationoffueltank.
235.Ifdieselisfedbymistakeintheoiltankofapetrolengien,thenenginewill
(a)givelotofsmoke
(b)detonate
(c)knock
(d)notrun
(e)runforsometimeandthenstop.
236.Thethermalefficiencyofasemidieselcyclehavingfixedcompressionratioandfixedquantityofheat,withincrease
inpressureratiowill
(a)increase
(b)decrease
(c)remainunaffected
(d)increase/decreasedependinguponenginecapacity
(e)firstincreaseandthendecrease.
245.Thetermalefficiencyofapetrolengineatdesignloadisaround
(a)90%
(b)50%
(c)40%
(d)30%
(e)15%.
246.Inisochronousgoverning,speeddroopis
(a)100%
(b)50%
(c)5%
(c)30%
(e)1%.
247.Methodofgoverningusedinpetrolengineis
(a)quantitygoverning
(b)qualitygoverning
(c)combinedgoverning
(d)partialgoverning
(e)hitandmissgoverning.
248.Pickupfalsestatement
(a)Forpetrolandlargegasengines,quantitygoverningdspreferred
(b)Inquantitygoverning,airfuelratioisalmostconstantandquantityofchargeischangeddependingonload
(c)Inhitandmissgoverning,fuelsupplyiscompletelycutoffduringoneormorenumberofcycles
(d)Inqualitygoverning,quantityoffuelisvariedtosuittheloadandtotalchargeofairisvaried
(e)Forcloseregulationofspeed,combinationofbothqualityandquantitygoverningisused.
249.Methodofgoverningusedindieselengineis
(a)quantitygoverning
(b)qualitygoverning
(c)combinedgoverning
(d)partialgoverning
(e)nitandmissgoverning.
250.Anenginehasanormalspeedof960r.p.m.andnoloadspeedof1000r.p.m.Thespeeddroopofgovernorwillbe
about
(a)2%
(b)4%
(c)8%
(d)4%
(e)1%.
PostedbyNgarajurajuat09:41
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Labels:I.C.EnginesObjectivetypeQuestionsandAnswers
4comments:
DuyLongNguyn 15November2014at03:28
youcangivemetheanswerofIC250TOPEnginesMechanicalEngineeringMultipleChoiceQuestionsandAnswersList
thank.
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PerfectSales 29April2015at00:39
Veryniceinformationprovidesyourblog
injectorpumpsupplierinAgra
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MohanrajEkambaram 16August2015at05:32
whatistheanswerfor231stquestion
Reply
chintusanthu 5September2015at13:08
sir,howcanigetdanswersfrom111toend?
canyoupleasehelpmesir
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