INTRODUCTION TO THE PROJECT
A Company is know by the products it sells but at the same time a company is famous for the kind marketing that it does. Marketing today is very important for all aspect of business. It happens through many forms of communication including things as basic as how your phone is answered, what your marketing collateral looks like – including business cards and letterhead - to the even more crucial direct contract of sales and customer service personnel.
Any marketing program has a better chance of being productive if it is timed, designed and written to solve a problem for potential customers and is carried out in a way that the customer understands and trusts. The pages that follow will present the marketing concept of putting the customer first.
This study of DIESEL ENGINE with special reference to TOYOTA KIRLOSKAR will highlight on the varies aspect of Coffee and the methodologies involved from growth to production.
In the study we would have a look at the different aspect of consumer satisfaction programme and also how consumer reacts to it through the questionnaire.
Marketing involves a range of processes concerned with finding out what consumers want, and then providing it for them. This involves four key elements, which are referred to as the 4Ps. A useful starting point therefore is to carry out market research to find out about customer requirements in relation to the 4Ps.
There are two main types of market research :
Quantitative research involves collecting a lot of information by using techniques such as questionnaires and other forms of survey.
Qualitative research involves working with smaller samples of consumers, often asking them to discuss products and services while researchers take notes about what they have to say. The marketing department will usually combine both formsofresearch.
The marketing department will seek to make sure that the company has a marketing focus in everything that it does. It will work very closely with production to make sure that new and existing product development is tied in closely with the needs and expectations of customers.
Modern market focused organizations will seek to find out what their customers want. For example, Financial service organizations will want to find out about what sort of accounts customers want to open and the standard of service they expect to get. Retailers like Argos and Homebase will seek to find out about customer preferences for store layouts and the range of goods on offer. Airlines will find out about the levels of comfort that customers desire and the special treatment that they prefer to receive.
A useful definition of marketing is the anticipation and identification of customer needs and requirements so as to be able to meet them, make a profit or achieve other key organizational objectives.
There is still a misunderstanding about the word marketing. Many people, including top executives, use it as a sophisticated term for selling. Marketing representative is commonly used in ads to recruit salespeople.
Actually, marketing is a way of managing a business so that each critical business decision is made with full knowledge of the impact it will have on the customer.
Here are some specific ways in which the marketing approach differs from the classic, of sales, approach to managing a business.
1. In the classic approach, engineers and designers create a product, which is then given to salespeople who are told to find customers and sell the product. In the marketing approach,
The first step is to determine what the customer needs or wants. That information is given to designers who develop the product and finally to engineers who produce it. Thus, the sales approach only ends with the customer, while the marketing approach begins and ends with the customer.
2. The second major difference between the sales and marketing approaches is the focus of management. The sales approach almost always focuses on volume while the marketing approach focuses on profit.
In short, under the classic (sales) approach the customer exists for the business, while under the marketing approach the business exists for the customer.
The marketing concept is a management plan that views all marketing components as part of a total system that requires effective planning, organization, leadership and control. It is based on the importance of customers to a firm, and states that
- All company policies and activities should be aimed at satisfying customer needs.
- Profitable sales volume is a better company goal than maximum sales volume.
This publication is devoted to the idea that your marketing results can be improved through a better understanding of your customers. This approach usually is referred to as the marketing concept.
Putting the customer first is probably the most popular phrase used by firms ranging from giant conglomerates to the corner barbershop, but the sloganizing is often just lip service. The business continues to operate under the classic approach “Come buy this great product we have created or this fantastic service we are offering”. The giveaway, of course, is the word we. In other words, most business activities, including advertising, are dedicated to solving the firm’s problems. Success, however, is mire likely if you dedicate your activities exclusively to solving your customer’s problems.
Any marketing program has a better chance of being productive if it is timed, designed and written to solve a problem for customer Understands and trusts. The pages that follow will present the marketing concept of putting the customer first.
Marketing is a very complex subject; it deals with all the steps between determining customer needs and supplying them at a profit. In addition to some introductory material on marketing approaches to budgeting, layout design, headline writing, copywriting and media analysis. You have to spend money on marketing; the purpose of this publication is to help you get the most for your money, or the most bang for the buck.
Kirloskar: Diesel Engine Manufacturers in India
INTRODUCTION TO THE STUDY
Kirloskar pioneered the Engineering industry in India with the introduction of the India’s first Iron Plough in 1988, first Electric Motor, first Pump and first Diesel Engine in 1946. Today Kirloskar offers a wide range of well thought ort Diesel Engines from 3HP to 344HP and from 2400 HP to 7200HP that promise failsafe and long and long life. It is the leading manufacturer of widest variety of Diesel Engines in India.
These Diesel Engines are the leading prime movers for agricultural construction, Industrial and power generation applications. The Diesel Engines are branded as ‘Kirloskar’. The Kirloskar Diesel Engines are manufactured in both air cooled and water cooled versions. The engine mandufacturing facilities are continually upgraded and improved to ensure the requisite quality at competitive cost. The prestigious ISO 9001 certification for quality management systems and ISO 14001 certification for Environmental management Systems are proof of Kirloskars commitment to quality and environment.
Ours is the first engine manufacturing company in India to be awarded the ISO 14001 certification. At Kirloskar we believe that the industry and environment can and must coexist in a mutually beneficial way. Bringing this thought into practice is that what has driven us to manufacture the engines that are not only eco friendly but are also manufactured in an environment friendly way.
We are a 1.20 billion US Dollars engineering conglomerate driving critical industries. We are century old pioneers in our areas of specialization like power, construction and mining, agriculture, industry and transport, oil and gas and environment protection with a range of world-class industrial products and turnkey services.
We are made up of 8 major group companies, each led by the best engineering and managerial talent in India. In addition to engineering, we have interests in civic utility systems and in information Technology and communication.
Our multi-unit, multi-product, multi-location conglomerate is built on the plinths of Experience, Expertise, Quality, Innovation and Values in the business. Our best play is successful work and creation of a new industrial order where we can provide tailor made solutions to the customers.
At Kirloskar, listening to the customer and his needs is a tradition as the group itself. For it is they who drive us further, make us reach higher, and engineer better solutions. In the customer’s often unspoken wish for better implements lies the seed for a new invention, a path – breaking industrial concept.
OBECTIVE OF STUDY
The major objectives of the study have been outlined here:
1) To know the about the Presence of TOYOTA KIRLOSKAR Company.
2) To know about the Consumer opinion towards KIRLOSKAR through a Questionnaire.
3) To know the sales performance of KIRLOSKAR.
4) Strategies of TOYOTA in terms of customer’s likings.
5) Company policy of KIRLOSKAR towards its customers.
6) KIRLOSKAR Financial Results and overall view of sensex.
7) To know about the competitive strategy towards different actions.
8) To know the Different product that TOYOTA KIRLOSKAR provides.
9) Customer groups of TOYOTA KIRLOSKAR.
10) Geographical regions where TOYOTA KIRLOSKA is distributed.
SCOPE OF THE STUDY
This study sums up some of the descriptive information, as well as information from the historical record, in an attempt to describe TOYOTA, its customers, the brand and their impact on customers.
It reviews the various management practices and the pricing and policies. It also discusses the TOYOTA KIRLOSKAR performance in the stock market and presents the overview of the financial results highlighting the various products that TOYOTA KIRLOSKAR has in the market.
To find out more about all these things, various customers were given the questionnaires and based on their response a detailed summary was derived.
By doing this we got to know what the customers think about the product and what their reaction towards it is.
The scope of the study was limited to Chickmagalur District.
In this study we would highlight the business process of KIRLOSKAR, it History, brand presence along with details like the customer approach.
Newly Introduced
Importance :
Kriloskar GREEN received the Frost & Sullivan, India Genset Industry Excellence Voice of Customer Award – Best Bang foir the Buck, 2007, at the recently held Frost & Sullivan, Voice of Customers – Industry Excellence Awards in the Indian Automation and Gensetsmarket, the first of its kind for the Industry in India. Based on detailed end-user research and customer feedback onvarious parameters, 31 award titles were presented to companies in recognition for their pioneering efforts with regards to their product lines, innovative distribution strategies, customer service and support par excellence, outstanding contribution to the industry or for achieving a competitive or customer-based leading position in the India Gensets and Automation Industry.
On receiving the award Mr. Vijay Varma, Director, Kirloskar Proprietary Limited (owner of the Kirloskar GREEN brand) and Senior Vice President, Kirloskar Oil Engines Ltd., said, “Kriloskar GREEN brand of generating sets were launched in February 2001. From the start, we committed ourselves to Kirloskar’s core value, since 1888 – ensure success of our customers by offering unmatched ‘Value for Money’ through the product life coupled with delightful buying and service experience. On these strengths, by 2006, Kirloskar GREEN became the world’s largest selling brand of diesel generating sets. “According to Mr. Amol Kotwal, Industry Manager, Energy and Power Systems Practice, Frost & Sullivan, “Kirloskar GREEN is today amongst the well entrenched brands in Indian Genset market, Customer assistance to achieve profitability through lower cost of Genset ownership is a true reflection of the competitive commercial terms offered by Kirloskar GREEN. The Voice of Customer Award in Best Bang for the Buck category further recognizes the company’s excellent efforts in creating value for money for its customers”.
The Genset market in India is valued at more than INR 50 Billion. A booming economy and increasing power demand supply deficit actasmajor drivers for this market. The Indian Genset market is uniquely positioned to traverse on this growth trajectory. Frost & Sullivan expects it to grow at a compound annual growth rate (CAGR) of more than 15 percent between 2007 and 2012.
With increasing competition between incumbents and new players, customer feed back and satisfaction assessment (Voice of Customer) provides insights on how companies are placed in this market from an end-user perspective. Customers high degree of preference and satisfaction with a brand reflect the Best Practices followed by companies in setting the benchmark of excellence.
Frost & Sullivan followed a rigorous methodology for selecting the Award recipients. Detailed end-user/customer interviews with key decision makers (drawn from relevant functional departments) from various industry segments were conducted. These interviews were executed across various locations in India using a questionnaire. Respondents assigned ratings on a 7 – point semantic scale reflecting their satisfaction on various attributes within a given criterion.
Weightages were assigned to different criteria based on their perceived importance. Winners within a category were selected using powerful statistical analysis to compare the aggregated scores on attributes ad rank assigned to different brands for relative positions.
About Forst & Sullivan Frost & Sullivan, the Growth Consulting Company, partners with clients to accelerate their growth. The company’s Growth Partnership Services, Growth Consulting and Career Best Practices empower clients to create a growth focused culture that generates, evaluates and implements effective growth strategies. Frost & Sullivan employs over 45 years of experience in partnering with Global 1000 companies, emerging businesses and the investment community from more than 30 offices on six continents. For more information about Frost Sullivan’s Growth Partnerships, visit
http://www.frost.com About Kirloskar GREEN, Power Ideas Kirloskar GREEN diesel generating sets meet customers requirements in wide range of 3 to 6600 KVA. The generating sets are sold by over 150 Kirloskar GREEN Diesel Generating Set Dealers across India, and are serviced by over 200 Kirloskar Service Dealers.
Over 100 Service Dealers offer round the clock service, 365 days. In 2007, over 100,000 Kirloskar GREEN diesel generating sets were delivered to users in India and 30 other countries. While Kirloskar and Kirloskar GREEN are brands owned by Kirloskar Proprietary Limited, Pune INDIA, the generating set business is conducted by Kirloskar Oil Engines Ltd. Pune INDIA.
Kirloskar Oil Engines Ltd. is leading manufacturer of diesel engines in India with annual production of 164,500 engines in 2006. Kirloskar Oil Engines Ltd. offer generating sets with multiple fuel options such as high speed diesel, natural gas, bio diesels and straight vegetable oils.
Quality :
Ravi Kirloskar Quality Prize For Business Excellence
Quality is a compelling reality, that’s uppermost in our mind, translating into constant updating of technology, processes, machinery and resources. Our continuous quest for quality leads us to the pursuit of zero defect products through self assessment, right from the suppliers to the shop floor. Which is why, all Kirloskar businesses are ISO 9001 certified. Every stage of the processes, from R & D to design and manufacture and from people to the machines, is monitored.
At Kirloskar, listening to the customers and their needs is a tradition as old as the group itself. For it is they who drive us further, make us reach higher, and engineer better solutions. In the customer’s often unspoken wish for better implements lies the seed for a new invention, a path-breaking industrial concept.
HISTORY
The Kirloskar story unfolds
It has now been more than a century since the Kirloskar story started. We started with an aim of becoming the pioneers in fields in which our country needed innovation. In the 100 years and more that we have been in existence as a family and as an pecializati, we’ve been seminal to Indian agricultural and industrial development. We gave India its first iron plough, pump and engine; inventions that were born from the need of the hour and went on to become signs of the time. That is why our group history can in many ways be considered a history of the Economic and industrial revolution in India.
It has now been more than a century since the Kirloskar story started. We started with an aim of becoming the pioneers in fields in which our country needed innovation. In the 100years and more that we have been in existence as a family and as an pecializati, we’ve been seminal to Indian agricultural and industrial development. We gave India its first iron plough, pump and engine; inventions that were devised from the need of the hour and went on to become signs of the time. Which is why our group history can in many ways can be considered a history of he economic and industrial revolution in India.
The founder and the first factory village
The Kirloskar story starts with Laxman Rao Kirloskar, the founder. A man who believed that an understanding of one’s environment and reality was essential to the manufacture of path-breaking industrial implements. From this stead fast belief was born the iron plough, the first Kirloskar product. Orininally intended as an essential aid to agriculture, the plough soon became an icon of reform and revolution.
A highlight of the early history of the group is Kirloskarvadi, India’s first industrial township. A model factory – village created by Laxman Rao and his band of dedicated workers.
In January 1910, when the Kirloskar were being ousted from Belgaum to make room for a new suburb, they found themselves in dire need of a place to live and work. Sensing this need, the Raja of the princely state of Aundh, who admired and respected Laxman Rao Kirloskar, offered the latter all the land he needed in Aundh state.
Two months later, Laxman Rao Kirloskar set foot on 32 acres of barren land strewn with cacti and infested with cobras. Driven by his faith in human ability, Laxman Rao banded together 25 workers and their families and succeeded in transforming the barren expanse into his dream village. Ramuanna, Laxman Rao’s brother, planned and administered the township, Shamburao Jambhekar doubled as Engineer and all – round healing man, K.K.Kulkarni, an unsuccessful student, became a manager, treasurer and odd jobs man, Mangesh Rao Rege was the clerk and chief accountant, Anantrao Phalnikar, a school drop-out flowered into an imaginative engineer. Such was our founder’s faith in the human being that, Tukaram Ramoshi and Priya Mang, both convicted dacoits, became the trusted guards of Kirloskarvadi!
The first Kirloskar Group Company
Kirloskar Brothers Limited (KBL) – the first Kirloskar venture at Kirloskarvadi was to become the base for all of the Kirloskar Group’s subsequent enterprises. It began as the only Indian company with its own standard products – the fodder cutter and the iron plough, which competed with the British products.
KBL also manufactured groundnut shellers, sugarcane crushers and pumps, which were to usher in a new economic order in the Indian Industry. To power these machines, diesel engines, coal gas generators and electric motors were developed at Kirloskarvadi.
In a display of great versatility, KBL then shifted its focus to fluid handling and control. As India’s largest manufacturer of pumps and valves, and also the group’s flagship company, KBL lends its strength and expertise to every new venture of the Kirloskar Group.
Playing a Part in the War
The intensified boycott of the British goods and the approaching World War threatened to stop imports of machine tools into India. The Kirloskar, with characteristic foresight began making machine tools. This paradigm shift of sorts, from farm implements to machine tools, created a new company – The Mysore Kirloskar Limited. This company, situated in Harihar, benefited greatly from the patronage of yet another Raja – the Maharaja of Mysore. In the first month of production, Mysore Kirloskar sold all of manufactured seven lathes.
The new generation – Innovation, creation, tradition
From colonialism to independence
An important change, for the country, and for one of its premier industrial houses, the Kirloskar Group. The altered political climate of the 1940s heralded the end of the princely patronage for enterprise. The policy shifts and changes in authority were the order of the day. This marked a turning point for the group.
Shantanurao Kirloskar, the eldest son of the founder peciali to Pune to initiate a new aspect of the group’s activites – diesel engines. His experience of trying to secure the land for his factory in Pune was quite different from his father’s in Kirloskarvadi. There was no benevolent ruler here to bestow acres gratis. Shantanurao had to face the tangle of red tape and public resistance to acquisition of land for industrial purposes.
Finally, after arguing that factories have a longer life than human beings Shantanurao Kirloskar won a place for Kirloskar Oil Engines Ltd. (KOEL), twelve months after signing an agreement of collaboration with Associated British Oil Engines Export Ltd. Of UK.
This collaboration, incidentally, was the first of its kind between an Indian and a foreign company, and signified a bridging of the technological gap between east and west.
The KOEL factory was incorporated in 1946, and soon after that gave India her first vertical high – speed engine. Brijlal Sarda, who reported its satisfactory running for over 4 decades, bought this first engine!
To electric motors and pneumatics
The making of the electrical motor. This was the second of Laxmanrao Kirloskar’s long cherished dreams, the first being the making of an engine. This task was brought to completion by Ravi Kirloskar, his youngest son, in 1946. Way back then, the authorities whom Ravi Kirloskar had approached for land were astonished by the request for 25 acres. Today, Kirloskar Electri Company Limited (KECL) has four plants occupying several times that acreage.
KECL’s logo in the 40’s
The setting up of KECL and other Kirloskar companies saw a major role being played by Nanasaheb Gurjar, a lawyer who made industry his sole area of operation. Though the development of air compressors was an established activity at Kirloskarvadi, a full – fledged plant to manufacture the same was set up at Pune in 1958, under the eventual management of Shreekant Kirloskar, Shantanurao’s youngest son. In collaboration with Broom and Wade of England, Kirloskar Pneumatic Company Limited began the manufacture of air compressors and pneumatic tools.
Today, its turnkey expertise is sought in almost every major industrial project in India. Collaboration with Twin Disc Inc. of the USA has taken the company into torque invertors, marine gear boxes and rail traction transmissions.
A New Direction – services
The phenomenal success of the Kirloskar name prompted entrepreneurs and businessmen of the time to approach the group for guidance and expertise. This gave birth to the concept of pecializa engineering consultancy and a new company – Kirloskar Consultants Limited (KCL) in 1963. Marking an extension of the group’s repertoire from manufacturing to services, KCL, in its 25 years of operation, has contributed to critical areas such as defense, irrigation, roads and environment.
This paradigm shift saw the setting up of yet another service company – Pune Industrial Hotels Limited in 1964, the Kirloskar Group’s first foray into hospitality. This company set up Hotel Blue Diamond in Pune and began to manage Hotel Pearl in Kolhapur. The Baker’s Basket confectionery chain and the Hotel and Catering Consultancy Services (HOCON) were also set up.
The dawn of a new millennium
To meet the changing demands of a global business environment and emerging Economic trends, the Kirloskar Group has refocused and restructured its direction by concentrating on its core segment of agriculture, water supply, power, and air conditioning. By consciously opting out of hospitality, advertising and unreal services, the Group has channeled its potential in these core sectors.
The Group aims at unlocking the strength and value in the Kirloskar brand and distribution to enhance returns for its stakeholders. It has identified and is implementing processes that would bring greater customer focus and competitiveness.
Today, the Kirloskar Group is a conglomerate with interests across a diverse range of industries. It is still spurred by the simple yet profound ethic born with Laxmanrao Kirloskar that where there is will there are many ways.
Landmarks in the Kirloskar Saga
1888
Our Kirloskar Brothers established.
1901
India’s first fodder – cutter made.
1904
First six ploughs made.
1924
Export of ploughs to Britain begins.
1927
Kirloskar becomes the first manufacturer of India’s first HP electric motor.
1940
India’s first vertical diesel engine manufactured.
1941
The Mysore Kirloskar Limited established.
1946
Kirloskar Oil Engines and Kirloskar Electric established.
1949
India’s first 5 HP Petter type AV1 Engine manufactured.
1950
Manufacture of bi-metal thin-walled bearings started.
1953
Kirloskar manufactures India’s first transformer.
1958
First alternator made and Kirloskar Pneumatic Company established.
1962
Hotel Blue Diamond started, Diversification in Hospitality Industry.
1964
First DC motor made ; Kirloskar Consultants and Kirloskar Systems incorporated.
1966
FH Schule purchased in Germany.
1973
First overseas office established in Malaysia.
1975
Bearing plant started in Ahmedngar.
1976
Kirloskar Kenya set up in Nairobi.
1982
First pie stick engine manufactured.
1984
Thyristor converter made ; Kirloskar Ebara JV established for specialization in Pumps.
1988
Kirloskar Group Completes a 100 years in operation ; the Centenary year.
1991
Kirsons Trading Pvt. Ltd. Singapore established.
1992
Kirloskar Ferrous Industries Ltd. Established.
1993
All major companies in the group receive ISO 9001 Certification.
1996
India’s first Concrete Volute Pump installed in Dahanu ; KOEL and KEC celebrate Golden Jubilee Merger of Kirloskar Oil Engines Limited, with Prashant Khosla Pneumatic Limited on March 1, 1996.
1997
Agreement to dissolve the partnership between Kirloskar Oil Engines Limited and Cummins Engine Inc. USA dated March 8, 1997 Manufacturing of Anti – Corrosion Coatings at Kirloskar Brothers Limited, Kirloskarvadi.
1. Kirloskar Filters Limited merged with Kirloskar Oil Engines Limited and later demerged to form a joint venture company.
2. Joint Venture between Kirloskar Oil Engines Limited and KNECHT Filterwerke GmbH, Germany, to manufacture automotive and industrial filters.
3. Joint Venture between Kirloskar Oil Engines Limited and Briggs & Stratton Corporation, USA, for the manufacture and sale of stationary non – vehicular, petrol and kerosene gensets and Pumpsets.
1998
1. With the stepping down of Mr. Vijay Kirloskar as Chairman and Director as on 23rd July 1998, the following took over as Chairman and Managing Directors of the respective companies:
Mr. Atul C. Kirloskar, Kirloskar Oil Engines Limited. Mr. Sanjay C. Kirloskar, Kirloskar Brothers Limited. Mr. Rahul C. Kirloskar, Kirloskar Pneumatic Company Limited.
2. Mr. Gautam Kulkarni co-poted as an additional director on the Board of Kirloskar Oil Engines Limited, and the directors appointed him as the Joint Managing Director with effect from 20th August 1998, for a period of five years.
3. Joint Venture between Kirloskar Oil Engines Limited and Denso Corporation, Japan, for the manufacture of car air conditioners and aluminum radiators for Automotive applications.
1999
1. Hotel Blue Diamond, Pune and Hotel City Inn, Baramati, undertakings of Poona Industrial Hotel Ltd. Were sold to Taj Group of Hotels.
2. Shivaji Works Ltd., merged with Kirloskar Oil Engines Limited.
3. Kirloskar Oil Engines Limited gets ISO 14001 certification for Environment Management Systems from TUV.
4. Collaboration Agreement of Kirloskar Brothers Limited with Ebara Corporation – Japan for Hydro Turbines.
5. ISO 14001 Certifications for major plants of Kirloskar Brothers Limited and Kirloskar Oil Engines Limited.
6. All India trophy of largest exporter of pumps for 11th successive year from EEPC.
2000
Mr. Vijay Kirloskar and six companies under him separate from the Kirloskar group of Companies.
Launch of Kirloskar Green Power Ideas by KOEL at New Delhi on 26th Feb 2000.
2001
KBL gets order to supply concrete volute pumps worth 78 Million US Dollors to world’s largest hydro – electric project : Sardar Sarovar Narmada Valley Project.
Toyota Corp. Japan forms a joint venture with Kirloskars to manufacture multi-utility vehicle QUALIS.
2002
Agreement to dissolve the partnership between Kirloskar Oil Engines Limited and Briggs & Stratton Corporation, USA.
Agreement to dissolve the partnership between Kirloskar Oil Engines Limited and KNECHT Filterwerke GmbH, Germany.
Toyota- Kirloskar introduces its latest offering in India the luxury sedan CAMRY.
The Kirloskar Group of Companies :
We are made up of 8 major group companies, who are players in major sectors like manufacturing, oil and gas, power, construction and mining, agriculture, industry and transport each led by the best engineering and managerial talent in India. In addition to engineering, we also have interests in civic utility systems and in information Technology and communication. These 8 companies form the core of Kirloskar group. Each company is a renowned name in its own area of operation and is respected world wide for its services and products. For us manufacturing is just not limited to our factory premises and our products. It is also about world class service.
• Kirloskar Brothers Limited. (KBL)
• Kirloskar Ferrous Industries Limited. (KFIL)
• Kirloskar Middle East FZE. (KMEF)
• Kirloskar Oil Engines Limited. (KOEL)
• Kirloskar Pneumatic Company Limted. (KPCL)
• Kirloskar Proprietary Limited. (KPL)
We are also proud partners in joint ventures with companies like Ebara Corporation, Toyota Motor Corporation, the renowned auto manufacturer.
• Kirloskar Ebara Pumps Limited. (KEPL)
We take equal pride in shaping capable managers and dedicated human beings at Kirloskar Institute of Advanced Management Studies. It is our education center for imparting knowledge to the managers of tomorrow.
• Kirloskar Institute of Advanced Management Studies. (KIAMS)
Kirloskar Brothers Limited
Kirloskar Brothers Limited (KBL), incorporated in 1920 is the acknowledged leader in fluid handling and largest manufacturer and exporter and exporter of pumps in India.
Capital Structure
Period Instrument Authorized Issued - P A I D U P -
From To Capital (cr) Capital (cr) Shares (nos) Face value Capital
2006 2007 Equity Share 110 19.65 97086190 2 19.42
2005 2006 Equity Share 22 19.65 97086500 2 19.42
2004 2005 Equity Share 22 19.65 19417238 10 19.42
2003 2004 Equity Share 22 19.65 19417238 10 19.42
2002 2003 Equity Share 22 19.4 19163548 10 19.16
2001 2002 Equity Share 22 19.4 19163548 10 19.16
2000 2001 Equity Share 22 19.4 19163548 10 19.16
1997 1999 Equity Share 22 19.25 19016362 10 19.02
1996 1997 Equity Share 22 17.22 17216644 10 17.22
1995 1996 Equity Share 22 0.58 584250 10 0.58
1994 1995 Equity Share 4.5 0.11 109170 10 0.11
1993 1994 Equity Share 4.5 2.18 2183200 10 2.18
BSE : 500243 NSE : KIRLOSKAR Reuters: KROL.BO KROL . NS
Cash Flow ----------------- in Rs. Cr. ---------------
Mar’03 Mar’04 Mar’05 Mar’06 Mar’07
12 mths 12 mths 12 mths 12 mths 12
mths
Net
Tax Profit Before
38.30
105.60
201.28
245.97
239.50
Net
Operating Cash From
77.75
73.03
62.31
108.32
137.70
Activities
Net
Cash
(used in)/from
12.64
-34.07
-78.64
-68.99
-100.59
Investing Activities
Net Cash (used
in)/from Financing
-86.96
-32.37
-2.71
-28.39
-13.39
Activities
Net
(decrease)/increase
in
3.43
6.60
-19.04
10.95
23.71
Cash and Cash
Equivalents
Opening Cash &
Cash Equivalents
15.71
19.14
25.73
6.69
17.59
Closing Cash &
Cash Equivalents
19.14
25.73
6.69
17.64
41.30
BSE : 500243 NSE : KIRLOS SOIL Reuters : KROL.BO KROL.NS
Comparison with other Engines
Market Cap
BSE – All Groups 01 Feb 17:31
Company Name Last Price % Chg 52 wk 52 wk Market
High Low Cap
Cummins 342.35 1.20 462.80 256.00 6,778.53
Kirloskar Oil 126.00 0.64 200.00 100.10 2,446.57
Greaves Cotton 317.70 0.08 466.00 276.00 1,551.69
Swaraj Engines 301.00 3.81 380.00 139.00 373.84
Price
List of Companies within the industry selected, traded as on 01 Feb 17:31
Company Name Open High Low Last Prv Change %
Name Price Close Chg
Cummins 325.00 348.00 314.50 342.35 338.30 4.05 1.20
Creaves
Cotton 318.55 324.35 312.55 317.70 317.45 0.25 0.08
Kirloskar 132.00 132.00 122.00 126.00 125.20 0.80 0.64
Swaraj
Engines 280.10 301.00 280.10 301.00 289.95 11.05 3.81
Net Sales
BSE – All Groups 01 Feb 17:31
Company Name Last Price Change % Change Net Sales
(Rs. cr)
Kirloskar Oil 126.00 0.80 0.64 1,918.72
Cummins 342.35 4.05 1.20 1,875.57
Greaves Cotton 317.70 0.25 0.08 1,063.39
Swaraj Engines 301.00 11.05 3.81 129.32
Net Profit
Company Name Last Price Change % Change Net Profit
(Rs. cr)
Cummins 342.35 4.05 1.20 242.05
Kirloskar Oil 126.00 0.80 0.64 178.41
Greaves 317.70 0.25 0.08 122.32
Cotton
Swaraj 301.00 11.05 3.81 14.86
Engines
Chapter – 2
COMPANY PROFILE
Engine
An Engine is something that produces some form of output from a given input. Military engines included siege engines, large catapults, trebuchets, battering rams, etc., so the first engineers were military engineers. Later came civil engineers, who designed and built roads, bridges, docks and buildings.
An engine whose purpose is to produce kinetic energy output from a fuel source is called a prime mover; alternatively, a motor is a device which produces kinetic energy from a preprocessed “fuel” (such as electricity, a flow of hydraulic fluid or compressed air).
A car has a starter motor, a windscreen wiper motor, windscreen washer motor, a fuel pump motor and motors to adjust the wing mirrors from within the car and a (motorized) radio antenna – but the power plant that propels the car is an engine. Again an aircraft will have many motors installed for operation of its many auxiliary operations and services, but aircraft are propelled by engines, in this case, jet engines.
Usage of the term
Originally an engine was any sort of mechanical device that converted some form of force into mechanical or motion force. Military devices such as catapults are referred to as siege engines. The term “gin” as in cotton gin is recognized as a short form of the Old French word engine, in turn from the Latin ingenium, related to ingenious. Most devices used in the industrial revolution were referred to as an engine, and this is where the steam engine gained its name.
In more modern usage, the term is used to describe devices that perform mechanical work, follow – ons to the original steam engine. In most cases the work is supplied by exerting a torque, which is used to operate other machinery, generate electricity, pump water or compress gas. In the context of propulsion systems, an air breathing engine is one that uses atmospheric air to oxidize the fuel carried, rather than carrying an oxidizer, as in a rocket.
The term has more recently become popular in computer science in terms like “search engine”, “3-D graphics game engine”, “rendering engine” and “text – to – speech engine”, even though these “engines” are no mechanical and cause no mechanical action (this usage may have been inspired by the “difference engine”, an early mechanical computing device).
Antiquity
Simple machines, such as club and oar (examples of the lever), are prehistoric. More complex engines using human power, animal power, water power, wind power and even steam power date back to antiquity. Human power was focused by the use of simple engines, such as the capstan, windlass or treadmill, and with ropes, pulleys, and block and tackle arrangements, this power was transmitted and multiplied. These were used in cranes and aboard ships in Ancient Greece, and in mines, water pumps and siege engines in Ancient Rome. The writers of those times, including Vitruvius, Frontinus and Pliny the Elder, treat these engines as commonplace, so their invention may be far more ancient. By the 1st century AD, various breeds of cattle and horses were used in mills, using machines similar to those powered by humans in earlier times.
According to Strabo, a water powered mill was built in Kaberia in the kingdom of Mithridates in the 1st century BC. Use of water wheels in mills spread throughout the Roman Empire over the next few centuries. Some were quite complex, with aqueducts, dams, and sluices to maintain and channel the water, and systems of gears, or toothed-wheels made of wood with metal, used to regulate the speed of rotation. In a poem by Ausonius in the 4th centuary, he mentions a stone – cutting saw powered by water. Hero of Alexandria demonstrated both wind and steam powered machines in the 1st century, although it is not known if these were put to any use.
Medieval
During the Muslim Agricultural Revolution from the 7th to 13th centuries, Muslim engineers developed numerous innovative industrial uses of hydropower, early industrial uses of tidal power, wind power, and fossil fuels such as petroleum, and the earliest large factory complexes (tiraz in Arabic). [1] The industrial uses of watermills in the Islamic world date back to the 7th century, while horizontal – wheeled and vertical – wheeled water mills were both in widespread use since at least the 9th century. A variety of industrial mills were invented in the Islamic world, including fulling mills, gristmills, hullers, paper mills, sawmills, ship mills, stamp mills, steel mills, sugar refineries, tide mills, and windmills. By the 11th century, every province throughout the Islamic world had these industrial mills in operation, from the Middle East and Central Asia to al Andalus and North Africa. [2]
Muslim engineers also invented crankshafts and water turbines, employed gears in mills and water-raising machines, and pioneered the use of dams as a source of water power to provide additional power to watermills and water-raising machines.[3] Such advances made it possible for many industrial tasks that were previously driven by manual labour in ancient times to be mechanized and driven by machinery to some extent in the medieval Islamic world. The transfer of these technologies to medieval Europe later laid the foundations for the industrial Revolution in 18th century Europe. [2]
In 1206, al-Jazari invented the crankshaft and connecting rod, and employed them in a crank – connecting rod system for two of his water – raising machines. His invention of the crankshaft is considered one of the most important mechanical inventions after the wheel, as it transforms continuous rotary motion into a linear reciprocating motion, and is central to modern machinery such as the steam engine and the internal combustion engine. [4][5] In 1551, Taqi al-Din invented a practical steam turbine as a prime mover for rotating a spit. A similar steam turbine later appeared in Europe a century later, which eventually led to the steam engine and Industrial Revolution in 18th centuary Europe.
Modern
Samuel Morland allegedly used gunpowder to drive water pumps in the 17th century. For more conventional, reciprocating internal combustion engines. The fundamental theory for two – stroke engines was established by Sadi Carnot, France, 1824, whilst the American Samuel Morey received a patent on April 1, 1826. Sir Dugald Clark (1854 – 1932) designed the first two – stroke engine in 1878 and patented it in England in 1881. Automotive production has used a range of energy – conversion systems. These include electric, steam, solar, turbine, rotary, and piston – type internal combustion engines. The petrol internal combustion engine, operating on a four – stroke Otto cycle, has been the most successful for automobiles, while diesel engines are used for trucks and buses. Karl Benz was one of the leaders in the development of new engines. In 1878 he began to work on new designs. He concentrated his efforts on creating a reliable gas two – stroke engine that was more powerful, based on Nikolaus Otto’s design of the four-stroke engine. Karl Benz showed his real genius, however, through his successive inventions registered while designing what would become the production standard for his two – stroke engine. Benz finished his engine on New Year’s Eve and was granted a patent for it in 1879.
In 1896, Karl Benz was granted a patent for his design of the first engine with horizontally – opposed pistons. Many BMW motorcycles use this engine type. His design created an engine in which the corresponding pistons move in horizontal cylinders and reach top dead centre simultaneously, thus automatically balancing each other with respect to their individual momentums. Engines of this design are often referred to as flat engines because of their shape and lower profile. They must have an even number of cylinders and six, four or two cylinder flat engines have all been common. The most well-known engine of this type is probably the Volkswagen beetle engine. Engines of this type continue to be a common design principle for high performance aero engines (for propeller driven aircraft) and, engines used by automobile producers such as Porsche and Subaru.
Continuance of the use of the internal combustion engine for automobiles is partly due to the improvement of engine control systems (onboard computers providing engine management processes, and electronically controlled fuel injection). Forced air induction by turbo charging and supercharging have increased power outputs and efficiencies available. Similar changes have been applied to smaller diesel engines giving them almost the same power characteristics as petrol engines. This is especially evident with the popularity of smaller diesel engine propelled cars in Europe. Larger diesel engines are still often used in trucks and heavy machinery. They do not burn as clean as gasoline engines, however they have far more torque. The internal combustion engine was originally selected for the automobile due to its flexibility over a wide range of speeds. Also, the power developed for a given weight engine was reasonable; it could be produced by economical mass-production methods; and it used a readily available, moderately priced fuel – petrol.
There has been a growing emphasis on the pollution producing features of automotive power systems. This has created new interest in alternate power sources and internal combustion engine refinements. Although a few limited – production battery – powered electric vehicles have appeared, they have not proved to be competitive owing to costs and operating characteristics. In the twenty –first century the diesel engine has been increasing in popularity with automobile owners. However, the gasoline engine, with its new emission control devices to improve emission performance, has not yet been significantly challenged.
The first half of the twentieth century saw a trend to increasing engine power, particularly in the American models. Design changes incorporated all known methods of raising engine capacity, including increasing the pressure in the cylinders to improve efficiency, increasing the size of the engine, and increasing the speed at which power is generated. The higher forces and pressures created by these changes created engine vibration and size problems that led to stiffer, more compact engines with V and opposed cylinder layouts replacing longer straight - line arrangements. In passenger cars, V-8 layouts were adopted for all piston displacements greater than 250 cubic inches (4 litres).
The design principles favoured in Europe, because of economic and other restraints, leant toward smaller cars and corresponding design principles that concentrated on increasing the combustion efficiency of smaller engines. This produced more economical engines with earlier four - cylinder designs rated at 40 horsepower (30 KW), compared with six-cylinder designs rated as low as 80 horsepower (60 KW), compared with the large volume V-8 American engines with power ratings in the range from 250 to 350 hp (190 to 260 KW).
Earlier automobile engine development produced a much larger range of engines than is in common use today. Engines have ranged from 1 to 12 cylinder designs with corresponding differences in overall size, weight, piston displacement, and cylinder bores. Four cylinders and power ratings from 19 to 120 hp (14 to 90 KW) were followed in a majority of the models. Several three – cylinder, two – stroke – cycle models were built while most engines had straight or in – line cylinders. There were several V-type models and horizontally opposed two – and four – cylinder makes too. Overhead camshafts were frequently employed. The smaller engines were commonly air – cooled and located at the rear of the vehicle; compression ratios were relatively low. The 1970s and 80s saw an increased interest in improved fuel economy which brought in a return to smaller V-6 and four – cylinder layouts, with as many as five valves per cylinder to improve efficiency.
The largest internal combustion engine ever built is the Wartsila – Sulzer RTA 96-C, a 14-cylinder, 2-stroke turbocharged diesel engine that was designed to power the Emma Maersk, the largest container ship in the world. This engine weighs 2300 tonnes, and when running at 102 RPM produces 109,000 php (80, 080 KW) consuming some 13.7 tonnes of fuel each hour.
Air – breathing engines
Air – breathing engines use atmospheric air to oxidize the fuel carried, rather than carrying an oxidizer, as in a rocket. Theoretically, this should result in a better specific impulse than for rocket engines. Air – breathing engines include :
• Internal combustion engine
• Jet engine
• Ramjet
• Scramjet
• Pulse detonation engine
• Pulse jet
• Liquid air cycle engine / SABRE
Diesel engine
A Diesel engine is an internal combustion engine which operates using the Diesel cycle. Invented in 1892 by German engineer Rudolf Diesel, it was based on the hot bulb engine design and patent on February 23, 1893.
A Diesel engine uses compression ignition, a process by which fuel is injected after the air is compressed in the combustion chamber causing the fuel to self ignite. By contrast, a gasoline engine utilizes the Otto cycle, in which fuel and air are mixed before entering the combustion chamber and then ignited by a spark plug.
Patent controversy
It is possible that Rudolf Diesel was not the first to invent the diesel engine. His patent (No. 7241) was filed in 1892. [1] However, Herbert Akroyd Stuart and Charles Richard Binney had already obtained a patent (No. 7146) in 1890 entitled : “Improvements in Engines Operated by the Explosion of Mixtures of Combustible Vapour or Gas and Air” which described the world’s frist compression – ignition engine. [2] Akroyd-Stuart constructed the first compression – ignition oil engine in Bletchley, England in 1891 and leased the rights to Richard Hornsby & Songs, who by July 1892, five years before Diesel’s prototype, had a diesel engine working for Newport Sanitary Authority. By 1896, diesel tractors and locomotives were being built in some quantity in Grantham. Importantly, Diesel’s airblast injection system did not become part of subsequent “diesel” engines. From around 1910, manufacturers building diesel engines under patent from MAN began building engines with ‘solid’ injection systems, where fuel is delivered to the cylinder by a high pressure jerk-pump rather than compressed air. This system was invented by Herbert Akroyd Stuart and used on Ruston-built oil engines. MAN continued to build engines to Diesel’s original design into the 1920s. By this time Robert Bosch had developed the spring – loaded fuel injector, which provided greater accuracy than the simple nozzle of earlier systems. All mechanical – injection diesel engines built from the 1920s onwards used some form of jerk-pump and spring – nozzle injection. No engine has been built to Diesel’s original design since the 1930s.
Early history timeline
• 1862: Nicholas Immel develops his coal gas engine, similar to a modern gasoline engine.
• 1891: Herbert Akroyd Stuart, of Bletchley perfects his oil engine, and leases rights to Hornsby of England to build engines. They build the first cold start, compression ignition engines.
• 1892: Hornsby engine No. 101 is built and installed in a water works. It was in the MAN truck museum in Stockport, and is now in the Anson Engine Museum in Poynton. T.H.Barton at Hornsbys builds an experimental version where the vaporizer was replaced with a cylinder head and the pressure increased. Automatic ignition was achieved through compression alone (the first time this had happended), and the engine ran for six hours. Diesel would achieve much the same thing five years later, claiming the achievement for himself.
• 1892 : Rudolf Diesel develops the principles of his proposed Carnot heat engine type motor which would burn powdered coal dust. He is employed by refrigeration genius card von Linde, then Munich iron manufacturer MAN AG, and later by the Sulzer engine company of Switzerland. He borrows ideas from them and leaves a legacy with all firms.
• 1892: John Froelich builds his first oil engine powered farm tractor.
• 1893: August 10th – Diesel builds a working version of his ideas.
• 1894: Witte, Reid, and Fairbanks start building oil engines with a variety of ignition systems.
• 1896 : Hornsby builds diesel tractors and railway engines.
• 1897 : Winton produces and drives the first US built gas automobile; he later builds diesel plants. On February 17th, Diesel builds his first working prototype, which narrowly avoids a catastrophic explosion in Augsburg. The engine was not really ready for market until 1908, thanks to other people’s improvements.
• 1897 : Mirrlees, Watson & Yaryan build the first British diesel engine under license from Rudolf Diesel. This is now displayed in the Anson Engine Museum at Poynton, Cheshire U.K.
• 1898 : Busch installs a Rudolf Diesel type engine in his brewery in St. Louis. It is the first in the United States. Rudolf Diesel perfects his compression start engine, patents, and licenses it. This engine, pictured above, is in a German museum. Burmeister & Wain (B & W) of Copenhagen, Denmark buy rights to build diesel engines.
• 1899 : Diesel licenses his engine to builders Krupp and Sulzer, who become famous builders.
• 1902 : F. Rundlof invents the two – stroke crankcase, scavenged hot bulb engine.
• 1902 : A company named Forest City started manufacturing diesel generators.
• 1903 : Ship Gjoa transits the ice-filled Northwest Passage, aided with a Dan kerosene engine.
• 1904 : French build the first diesel submarine, the Z.
• 1908 : Bolinder – Munktell starts building two stroke hot-bulb engines.
• 1912 : First diesel ship MS Selandia is built. SS Fram, polar explorer Amundsen’s flagship, is converted to a AB Atlas diesel.
• 1913 : Fairbanks Morse starts building its Y model semi diesel engine. US Navy submarines use NELSECO units. Rudolf Diesel died mysteriously when he took a ship (SS Dresden) to cross the English Channel.
• 1914 : German U-Boats are powered by MAN diesels. War service proves engine’s reliability.
• 1920s : Fishing fleets convert to oil engines. Atlas Imperial of Oakland, Union, and Lister diesels appear.
• 1922 : Mack Boring & Parts Company is established.
• 1924 : First diesel trucks appear.
• 1928 : Canadian National Railway employs a diesel shunter in their yards.
• 1930 : Edward McGovern Sr., founder of Mack Boring & parts company, opens the first diesel – only engine institute in North America.
• 1930s : Clessie Cummins starts with Dutch diesel engines, and then builds his own into trucks and a Duesenberg luxury car at the Daytona speedway.
• 1930s : Caterpillar starts building diesels for their tractors.
• 1933 : Citroen introduced the Rosalie, a passenger car with the world’s first commercially available diesel engine developed with Harry Rcicardo.
• 1934 : General Motors starts a GM diesel research facility. It builds diesel railroad engines-The Pionee Zephyr-and goes on to found the General Motors Electro-Motive Division, which becomes important building engines for landing craft and tanks in the Second World War. GM then applies this knowledge to market control with its famous Green Leakers for buses and railroad engines.
• 1936 : Merceds – Benz builds the 260D diesel car. AT & SF inaugurates the diesel train Super Chief.
• 1936 : Airship Hindenburg is powered by diesel engines.
How diesel engines work
In mechanical terms, the internal construction of a diesel engine is similar to its gasoline counterpart-components such as pistons, connecting rods and a crankshaft are present in both. Like a gasoline engine, a diesel engine may operate on a four – stroke cycle (similar to the gasoline unit’s Otto cycle), or a two-stroke cycle, albeit with significant dissimilarity to the gasoline equivalent. In both cases, the principal differences lie in the handling of air and fuel, and the method of ignition.
A diesel engine relies upon compression ignition to burn its fuel, instead of the spark plug used in a gasoline engine. If air is compressed to a high degree, its temperature will increase to a point where fuel will burn upon contact. This principle is used in both four-stroke and two-stroke diesel engines to produce power.
Unlike a gasoline engine, which draws an air/fuel mixture into the cylinder during the intake stroke, the diesel aspirates air alone. Following intake, the cylinder is sealed and the air charge is highly compressed to heat it to the temperature required for ignition. Whereas a gasoline engine’s compression ratio is rarely greater than 11:1 to avoid damaging preignition, a diesel’s compression ratio is usually between 16:1 and 25:1 this extremely high level of compression causes the air temperature to increase to 700 to 900 degrees Celsius (1300 to 1650 degrees Fahrenheit). If a piece of steel were to be heated to that level it would glow cherry red.
As the piston approaches top dead center (TDC), fuel oil is injected into the cylinder at high pressure, causing the fuel charge to be atomized. Owing to the high air temperature in the cylinder, ignition instantly occurs, causing a rapid and considerable increase in cylinder temperature and pressure (generating the characteristic Diesel “knock”). The piston is driven downward with great force, pushing on the connecting rod and turning the crankshaft.
When the piston nears bottom dead center the spent combustion gases are expelled from the cylinder to prepare for the next cycle. In any cases, the exhaust gases will be used to drive a turbocharger, which will increase the volume of the intake air charge, resulting in cleaner combustion and greater efficiency.
The above sequence generally describes how a diesel operates. However, there are striking differences between the four – stroke and two –stroke versions:
Fuel Injection in Diesel Engines
Earl fuel injection systems
The modern diesel engine is a combination of two inventors’ creations. In all major aspects, it holds true to Rudolf Diesel’s original design, that of igniting fuel by compression at an extremely high pressure within the cylinder. However, nearly all present – day diesel engines use the so – called solid injection system invented by Herbert Akroyd Stuart for his hot bulb enine (a compression – ignition engine that precedes the diesel engine and operates slightly differently). Solid injection raises the fuel to extreme pressures by mechanical pumps and delivers it to the combustion chamber by pressure – activated injectors in an almost solid – state jet.
Diesel’s original engine injected fuel with the assistance of compressed air, which atomized the fuel and forced it into the engine through a nozzle (a similar principle to an aerosol spray). This is called an air-blast injection. The size of the gas compressor needed to power such a system made early diesel engines very heavy and large for their power outputs, and the need to drive a compressor lowered power outputs, and the need to drive a compressor lowered power output even more. Early marine diesels often had smaller auxiliary engines whose sole purpose was to drive the compressors to supply air to the main engine’s injector system. Such a system was too bulky and inefficient to be used for road- going automotive vehicles.
Solid injection systems are lighter, simpler, and allow for much higher speed, an so are universally used for automotive diesel engines. Air-blast systems provide very efficient combustion under low-speed, high-load conditions, especially when running on poor-quality fuels, so some large marine engines use this injection method. Air-blast injection also raises the fuel temperature during the injection process, so is sometimes known as hot-fuel injection. In contrast, solid injection is sometimes called cold-fuel injection.
The vast majority of diesel engines in service today use solid injection and the information below relates to that system. In the diesel engine, only air is introduced into the combustion chamber. The air is then compressed to about 600 pounds per square inch (psi), compared to about 200 psi in the gasoline engine. This high compression heats the air to about 1000 degrees Fahrenheit. At this moment, fuel is injected directly into the compressed air.
The fuel is ignited by the heat, causing a rapid expansion of gases that drive the piston downward, supplying power to the crankshaft. In Diesel’s manuals, he described the supply of compressed gas into the cylinder to promote the final burn. It is now possible to fumigate the air intake with a small quantity of LPG/CNG. The now air-gas mixture is compressed as above, and when the diesel ignites, the small quantity of gas ignites as well, causing a more rapid and more complete burn of the diesel. Most diesel engines waste between 30 and 15% of the diesel fuel, so by burning the near total amount of diesel consumed on each stroke, the mechanical effect is to improve the torque curve by as much as 28%. The net outcome of applying gas into diesel is improved fuel economy via better torque at the driving wheels resulting in fewer gear changes, and greatly reduced exhaust emissions.
Advantages of the diesel engine are numerous. It burns considerably less fuel than a gasoline engine performing the same work. It has no ignition system to attend to. It can deliver much more of its rated horsepower on a continuous basis than can a gasoline engine. The life of a diesel engine is generally longer than a gasoline engine. Although diesel fuel will burn in open air, it will not explode unless compressed.
Some disadvantages to diesel engines are that they are very heavy for the horsepower they produce due to the required heavy design, and their initial cost is much higher than a comparable gasoline engine.
Mechanical and electronic injection :
Older engines make use of a mechanical fuel pump and valve assembly that is driven by the engine crankshaft, usually from the timing belt or chain. These engines use simple injectors that are basically very precise spring-loaded valves that open and close at a specific fuel pressure.
The pump assembly consists of a pump that pressurizes the fuel and a disc-shaped valve that rotates at half crankshaft speed. The valve has a single aperture to he pressurized fuel on one side, and one aperture for each injector on the other. As the engine turns, the valve discs will line up and deliver a burst of pressurized fuel to the injector at the cylinder about to enter its power stroke.
The injector valve is forced open by the fuel pressure, and the diesel is injected until the valve rotates out of alignment and the fuel pressure to that injector is cut off. Engine speed is controlled by a third disc, which rotates only a few degrees and is controlled by the throttle lever. This disc alters the width of the aperture through which the fuel passes, and therefore how long the injectors are held open before the fuel supply is cut, which controls the amount of fuel injected.
This contrasts with the more modern method of having a separate fuel pump which supplies fuel pump which supplies fuel constantly at high pressure to each injector. Each injector has a solenoid, is operated by an electronic control unit, which enables more accurate control of injector opening times that depend on other control conditions, such as engine speed and loading, resulting in better engine performance and fuel economy. This design is also mechanically simpler than the combined pump and valve design, making it generally more reliable, and less noisy, than its mechanical counterpart.
Both mechanical and electronic injection systems can be used in either direct or indirect injection configurations.
Older diesel engines with mechanical injection pumps could be inadvertently run in reverse, albeit very inefficiently, as witnessed by massive amounts of soot being ejected from the air intake. This was often a consequence of push starting a vehicle using the wrong gear.
Indirect injection
Indirect injection
An indirect injection diesel engine delivers fuel into a chamber off the combustion chamber, called a prechamber or ante-chamber, where combustion begins and then spreads into the main combustion chamber, assisted by turbulence created in the chamber. This system allows for a smoother, quieter running engine, and because combustion is assisted by turbulence, injector pressures can be lower, which in the days of mechanical injection systems allowed high-speed running suitable for road vehicles (typically up to speeds of around 4,000 RPM). The prechamber had the disadvantage of increasing heat loss to the engine’s cooling system, introducing pumping losses in the narrow throat connecting it to the main cylinder, and restricting the combustion burn.
Which reduced the efficiently by between 5% - 10% in comparison to a direct injection engine, and nearly all require some form of cold start device such as glow plugs. Indirect injection engines were used widely in small – capacity, high speed diesel engines in automotive, marine and construction uses from the 1950s, until direct injection technology advanced in the 1980s.
Indirect injection engines are cheaper to build and it is easier to produce smooth, quiet – running vehicles with a simple mechanical system, so such engines are still often used in applications that carry less stringent emissions controls than highway vehicles, such as small marine engines, generators, tractors, and pumps. With electronic injection systems, indirect injection engines are still used in some road – going vehicles, but most prefer the greater efficiency of direct injection.
During the development of the high – speed diesel engine in the 1930s, various engine manufacturers developed their own type of pre-combustion chamber. Some, such as Mercedes – Benz, had complex internal designs. Others, such as Lanova, used a mechanical system to adjust the shape of the chamber for starting and running conditions.
However, the most commonly used design turned out to be the “Comet” series of swirl chambers developed by Sir Harry Ricardo, using a
