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Too-little fuel around the spark plug dampens the combustion that drives the piston downward and may cause a misfire. When the frequency of misfires reaches a certain point, the on-board computer turns on the "service engine" light on the dash. The repair for this type of problem depends on the severity of the deposits.
Common causes of backfires are: Wankel rotary engines are known for leaking oil into the exhaust system which causes backfire. Poor or unregulated engine timing is often a cause of intake backfires, but can also be responsible for exhaust backfires. Backfires and loud explosion-like sounds are common when an antilag system is present and active.
Pressure in cylinder pattern in dependence on ignition timing: (a) - misfire, (b) too soon, (c) optimal, (d) too late. In a spark ignition internal combustion engine, ignition timing is the timing, relative to the current piston position and crankshaft angle, of the release of a spark in the combustion chamber near the end of the compression stroke.
A bad crank position sensor can worsen the way the engine idles, or the acceleration behaviour. If the engine is revved up with a bad or faulty sensor, it may cause misfiring, motor vibration or backfires. Acceleration might be hesitant, and abnormal shaking during engine idle might occur. In the worst case, the car may not start.
This system works very well in getting rid of crankcase vapors which are harmful to the engine. As per the earlier engines, the road draught tube system also created pollution and objectionable odors. [1] The draught tube could become clogged with snow or ice, in which case crankcase pressure would build and cause oil leaks and gasket failure. [2]
In 1991, Mitsubishi developed and began producing the MVV (Mitsubishi Vertical Vortex) lean-burn system first used in Mitsubishi's 1.5 L 4G15 straight-4 single-overhead-cam 1,468-cc engine. The vertical vortex engine has an idle speed of 600 rpm and a compression ratio of 9.4:1 compared with respective figures of 700 rpm and 9.2:1 for the ...
The most common soot-control device is a diesel particulate filter (DPF) installed downstream of the engine in the exhaust system. This captures soot but causes a reduction in fuel efficiency due to the back pressure created. Diesel particulate filters come with their own set of very specific operational and maintenance requirements. Firstly ...
The double exhaust pulse would cause part of the next exhaust pulse in that bank to not exit that cylinder completely and cause either a detonation (because of a lean air-fuel ratio (AFR)), or a misfire due to a rich AFR, depending on how much of the double pulse was left and what the mixture of that pulse was. [5]