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Diesel engine

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</style><div role="note" class="hatnote navigation-not-searchable">For the locomotive, see <a href="Diesel_locomotive" title="Diesel locomotive">Diesel locomotive</a>. For the game engine, see <a href="Diesel_(game_engine)" class="mw-redirect" title="Diesel (game engine)">Diesel (game engine)</a>.</div>

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</style><table class="infobox"><tbody><tr><th colspan="2" class="infobox-above">Diesel engine</th></tr><tr><th scope="row" class="infobox-label">Classification</th><td class="infobox-data"><a href="Internal_combustion_engine" title="Internal combustion engine">Internal combustion engine</a></td></tr><tr><th scope="row" class="infobox-label">Industry</th><td class="infobox-data"><a href="Automotive_industry" title="Automotive industry">Automotive</a></td></tr><tr><th scope="row" class="infobox-label">Application</th><td class="infobox-data"><a href="Energy_transformation" title="Energy transformation">Energy transformation</a></td></tr><tr><th scope="row" class="infobox-label">Inventor</th><td class="infobox-data"><a href="Rudolf_Diesel" title="Rudolf Diesel">Rudolf Diesel</a></td></tr><tr><th scope="row" class="infobox-label">Invented</th><td class="infobox-data">1893 (1893)</td></tr></tbody></table>

The diesel engine, named after the German engineer <a href="Rudolf_Diesel" title="Rudolf Diesel">Rudolf Diesel</a>, is an <a href="Internal_combustion_engine" title="Internal combustion engine">internal combustion engine</a> in which <a href="Combustion" title="Combustion">ignition</a> of <a href="Diesel_fuel" title="Diesel fuel">diesel fuel</a> is caused by the elevated temperature of the air in the cylinder due to <a href="Mechanics" title="Mechanics">mechanical</a> <a href="Compression_(physics)" title="Compression (physics)">compression</a>; thus, the diesel engine is called a compression-ignition engine (or CI engine). This contrasts with engines using <a href="Spark_plug" title="Spark plug">spark plug</a>-ignition of the air-fuel mixture, such as a <a href="Petrol_engine" title="Petrol engine">petrol engine</a> (<a href="Gasoline" title="Gasoline">gasoline</a> engine) or a <a href="Gas_engine" title="Gas engine">gas engine</a> (using a gaseous fuel like <a href="Natural_gas" title="Natural gas">natural gas</a> or <a href="Liquefied_petroleum_gas" title="Liquefied petroleum gas">liquefied petroleum gas</a>).

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<div class="mw-heading mw-heading2"><h2 id="Introduction">Introduction</h2></div>

Diesel engines work by compressing only air, or air combined with residual combustion gases from the exhaust (known as <a href="Exhaust_gas_recirculation" title="Exhaust gas recirculation">exhaust gas recirculation</a>, "EGR"). Air is inducted into the chamber during the intake stroke, and compressed during the compression stroke. This increases air temperature inside the <a href="Cylinder_(engine)" title="Cylinder (engine)">cylinder</a> so that atomised diesel fuel injected into the combustion chamber ignites. The torque a diesel engine produces is controlled by manipulating the <a href="Air%E2%80%93fuel_ratio#Air–fuel_equivalence_ratio_(λ)" title="Air–fuel ratio">air-fuel ratio (λ)</a>; instead of throttling the intake air, the diesel engine relies on altering the amount of fuel that is injected, and thus the air-fuel ratio is usually high.

The diesel engine has the highest <a href="Thermal_efficiency" title="Thermal efficiency">thermal efficiency</a> (see <a href="Engine_efficiency" title="Engine efficiency">engine efficiency</a>) of any practical <a href="Internal_combustion" class="mw-redirect" title="Internal combustion">internal</a> or <a href="External_combustion" class="mw-redirect" title="External combustion">external combustion</a> engine due to its very high <a href="Expansion_ratio" title="Expansion ratio">expansion ratio</a> and inherent <a href="Air%E2%80%93fuel_ratio" title="Air–fuel ratio">lean</a> burn, which enables heat dissipation by excess air. A small efficiency loss is also avoided compared with non-direct-injection gasoline engines, as unburned fuel is not present during valve overlap, and therefore no fuel goes directly from the intake/injection to the exhaust. Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively unimportant) can reach effective efficiencies of up to 55%.<a href="#cite_note-Reif_2014_13-1">[1]</a> The <a href="Combined_cycle_power_plant" title="Combined cycle power plant">combined cycle gas turbine</a> (Brayton and Rankine cycle) is a combustion engine that is more efficient than a diesel engine, but due to its mass and dimensions, is unsuitable for many vehicles, including <a href="Watercraft" title="Watercraft">watercraft</a> and some <a href="Aircraft" title="Aircraft">aircraft</a>. The world's largest diesel engines put in service are 14-cylinder, two-stroke marine diesel engines; they produce a peak power of almost 100 MW each.<a href="#cite_note-Grote_2018_P93-2">[2]</a>

Diesel engines may be designed with either <a href="Two-stroke_engine" title="Two-stroke engine">two-stroke</a> or <a href="Four-stroke" class="mw-redirect" title="Four-stroke">four-stroke</a> <a href="#Combustion_cycle">combustion cycles</a>. They were originally used as a more efficient replacement for stationary <a href="Steam_engine" title="Steam engine">steam engines</a>. Since the 1910s, they have been used in <a href="Submarine" title="Submarine">submarines</a> and ships. Use in <a href="Locomotives" class="mw-redirect" title="Locomotives">locomotives</a>, buses, trucks, <a href="Heavy_equipment" title="Heavy equipment">heavy equipment</a>, agricultural equipment and electricity generation plants followed later. In the 1930s, they slowly began to be used in some <a href="Automobile" class="mw-redirect" title="Automobile">automobiles</a>. Since the <a href="1970s_energy_crisis" title="1970s energy crisis">1970s energy crisis</a>, demand for higher fuel efficiency has resulted in most major automakers, at some point, offering diesel-powered models, even in very small cars.<a href="#cite_note-time_forgot_2021_04_13_autoweek_com-3">[3]</a><a href="#cite_note-critical_evaluation_2013_springeropen_com-4">[4]</a> According to Konrad Reif (2012), the <a href="European_Union" title="European Union">EU</a> average for diesel cars at the time accounted for half of newly registered cars.<a href="#cite_note-Reif_2012_286-5">[5]</a> However, <a href="Air_pollution" title="Air pollution">air pollution</a> and overall emissions are more difficult to control in diesel engines compared to gasoline engines, so the use of diesel engines in the US is now largely relegated to larger on-road and <a href="Off-road_vehicle" title="Off-road vehicle">off-road vehicles</a>.<a href="#cite_note-every_new_diesel_2021_03_06_caranddriver_com-6">[6]</a><a href="#cite_note-the_15_best_2021_04_23_usnews_com-7">[7]</a>

Though aviation has traditionally avoided using diesel engines, aircraft diesel engines have become increasingly available in the 21st century. Since the late 1990s, for various reasons—including diesel's inherent advantages over gasoline engines, but also for recent issues peculiar to aviation—development and production of diesel engines for aircraft has surged, with over 5,000 such engines delivered worldwide between 2002 and 2018, particularly for <a href="Light_aircraft" title="Light aircraft">light airplanes</a> and <a href="Unmanned_aerial_vehicles" class="mw-redirect" title="Unmanned aerial vehicles">unmanned aerial vehicles</a>.<a href="#cite_note-inside_2018_08_01_flyingmag_com-8">[8]</a><a href="#cite_note-diamond_2020_12_30_avweb_com-9">[9]</a>

<div class="mw-heading mw-heading2"><h2 id="History">History</h2></div>

<div class="mw-heading mw-heading3"><h3 id="Diesel's_idea">Diesel's idea</h3></div>

In 1878, <a href="Rudolf_Diesel" title="Rudolf Diesel">Rudolf Diesel</a>, who was a student at the <a href="Technical_University_of_Munich#Foundation_of_"Polytechnische_Schule_München"" title="Technical University of Munich">"Polytechnikum"</a> in <a href="Munich" title="Munich">Munich</a>, attended the lectures of <a href="Carl_von_Linde" title="Carl von Linde">Carl von Linde</a>. Linde explained that steam engines are capable of converting just 6–10% of the heat energy into work, but that the <a href="Carnot_cycle" title="Carnot cycle">Carnot cycle</a> allows conversion of much more of the heat energy into work by means of isothermal change in condition. According to Diesel, this ignited the idea of creating a highly efficient engine that could work on the Carnot cycle.<a href="#cite_note-Diesel_1913_1-11">[11]</a> Diesel was also introduced to a <a href="Fire_piston" title="Fire piston">fire piston</a>, a traditional <a href="Fire_making" title="Fire making">fire starter</a> using rapid <a href="Adiabatic" class="mw-redirect" title="Adiabatic">adiabatic</a> compression principles which Linde had acquired from <a href="Southeast_Asia" title="Southeast Asia">Southeast Asia</a>.<a href="#cite_note-ogata-12">[12]</a> After several years of working on his ideas, Diesel published them in 1893 in the essay <a href="Theory_and_Construction_of_a_Rational_Heat_Motor" title="Theory and Construction of a Rational Heat Motor">Theory and Construction of a Rational Heat Motor</a>.<a href="#cite_note-Diesel_1913_1-11">[11]</a>

<div class="mw-heading mw-heading4"><h4 id="Constant_temperature">Constant temperature</h4></div>

Diesel was heavily criticised for his essay, but only a few found the mistake that he made;<a href="#cite_note-Sittauer_1990_70-13">[13]</a> his rational heat motor was supposed to utilise a constant temperature cycle (with isothermal compression) that would require a much higher level of compression than that needed for compression ignition. Diesel's idea was to compress the air so tightly that the temperature of the air would exceed that of combustion. However, such an engine could never perform any usable work.<a href="#cite_note-Sittauer_1990_71-14">[14]</a><a href="#cite_note-Sass_1962_398-15">[15]</a><a href="#cite_note-Sass_1962_399-16">[16]</a> In his 1892 US patent (granted in 1895) #542846, Diesel describes the compression required for his cycle:<a href="#cite_note-Diesel_1895-17">[17]</a>

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</style><blockquote class="templatequote">pure atmospheric air is compressed, according to curve 1 2, to such a degree that, before ignition or combustion takes place, the highest pressure of the diagram and the highest temperature are obtained-that is to say, the temperature at which the subsequent combustion has to take place, not the burning or igniting point. To make this more clear, let it be assumed that the subsequent combustion shall take place at a temperature of 700°. Then in that case the initial pressure must be sixty-four atmospheres, or for 800° centigrade the pressure must be ninety atmospheres, and so on. Into the air thus compressed is then gradually introduced from the exterior finely divided fuel, which ignites on introduction, since the air is at a temperature far above the igniting-point of the fuel. The characteristic features of the cycle according to my present invention are therefore, increase of pressure and temperature up to the maximum, not by combustion, but prior to combustion by mechanical compression of air, and there upon the subsequent performance of work without increase of pressure and temperature by gradual combustion during a prescribed part of the stroke determined by the cut-oil.</blockquote>

<div class="mw-heading mw-heading4"><h4 id="Constant_pressure">Constant pressure</h4></div>

By June 1893, Diesel had realised his original cycle would not work, and he adopted the constant pressure cycle.<a href="#cite_note-Sass_1962_402-18">[18]</a> Diesel describes the cycle in his 1895 patent application. Notice that there is no longer a mention of compression temperatures exceeding the temperature of combustion. Now it is simply stated that the compression must be sufficient to trigger ignition.<a href="#cite_note-Diesel_1898-19">[19]</a><a href="#cite_note-Diesel_1893-20">[20]</a><a href="#cite_note-e-rara.ch-21">[21]</a>

<blockquote class="templatequote">1. In an internal-combustion engine, the combination of a cylinder and piston constructed and arranged to compress air to a degree producing a temperature above the igniting-point of the fuel, a supply for compressed air or gas; a fuel-supply; a distributing-valve for fuel, a passage from the air supply to the cylinder in communication with the fuel-distributing valve, an inlet to the cylinder in communication with the air-supply and with the fuel-valve, and a cut-oil, substantially as described.</blockquote>

In 1892, Diesel received patents in <a href="German_Empire" title="German Empire">Germany</a>, <a href="Switzerland" title="Switzerland">Switzerland</a>, the <a href="United_Kingdom_of_Great_Britain_and_Ireland" title="United Kingdom of Great Britain and Ireland">United Kingdom</a>, and the <a href="United_States" title="United States">United States</a> for "Method of and Apparatus for Converting Heat into Work".<a href="#cite_note-Diesel_1892-22">[22]</a> In 1894 and 1895, he filed patents and addenda in various countries for his engine; the first patents were issued in <a href="Spain" title="Spain">Spain</a> (No. 16,654),<a href="#cite_note-23">[23]</a> <a href="France" title="France">France</a> (No. 243,531) and <a href="Belgium" title="Belgium">Belgium</a> (No. 113,139) in December 1894, and in <a href="Germany" title="Germany">Germany</a> (No. 86,633) in 1895 and the <a href="United_States" title="United States">United States</a> (No. 608,845) in 1898.<a href="#cite_note-Diesel_1895_2-24">[24]</a>

Diesel was attacked and criticised over several years. Critics claimed that Diesel never invented a new motor and that the invention of the diesel engine is fraud. Otto Köhler and Emil Capitaine were two of the most prominent critics of Diesel's time.<a href="#cite_note-Sass_1962_486-25">[25]</a> Köhler had published an essay in 1887, in which he describes an engine similar to the engine Diesel describes in his 1893 essay. Köhler figured that such an engine could not perform any work.<a href="#cite_note-Sass_1962_399-16">[16]</a><a href="#cite_note-Sass_1962_400-26">[26]</a> Emil Capitaine had built a petroleum engine with glow-tube ignition in the early 1890s;<a href="#cite_note-Sass_1962_412-27">[27]</a> he claimed against his own better judgement that his glow-tube ignition engine worked the same way Diesel's engine did. His claims were unfounded and he lost a patent lawsuit against Diesel.<a href="#cite_note-Sass_1962_487-28">[28]</a> Other engines, such as the <a href="Hot-bulb_engine" title="Hot-bulb engine">Akroyd engine</a> and the <a href="Brayton_engine" class="mw-redirect" title="Brayton engine">Brayton engine</a>, also use an operating cycle that is different from the diesel engine cycle.<a href="#cite_note-Sass_1962_400-26">[26]</a><a href="#cite_note-Sass_1962_414-29">[29]</a> <a href="Friedrich_Sass" title="Friedrich Sass">Friedrich Sass</a> says that the diesel engine is Diesel's "very own work" and that any "Diesel myth" is "<a href="Falsification_of_history" class="mw-redirect" title="Falsification of history">falsification of history</a>".<a href="#cite_note-Sass_1962_518-30">[30]</a>

<div class="mw-heading mw-heading3"><h3 id="The_first_diesel_engine">The first diesel engine</h3></div>

Diesel sought out firms and factories that would build his engine. With the help of <a href="Moritz_Schr%C3%B6ter" title="Moritz Schröter">Moritz Schröter</a> and Max Gutermuth,<a href="#cite_note-Sass_1962_395-34">[34]</a> he succeeded in convincing both <a href="Krupp" title="Krupp">Krupp</a> in Essen and the <a href="MAN_SE" title="MAN SE">Maschinenfabrik Augsburg</a>.<a href="#cite_note-Sittauer_1990_74-35">[35]</a> Contracts were signed in April 1893,<a href="#cite_note-Sass_1962_559-36">[36]</a> and in early summer 1893, Diesel's first prototype engine was built in <a href="Augsburg" title="Augsburg">Augsburg</a>. On 10 August 1893, the first ignition took place, the fuel used was petrol. In winter 1893/1894, Diesel redesigned the existing engine, and by 18 January 1894, his mechanics had converted it into the second prototype.<a href="#cite_note-Diesel_1913_17-37">[37]</a> During January that year, an <a href="Air-blast_injection" title="Air-blast injection">air-blast injection</a> system was added to the engine's cylinder head and tested.<a href="#cite_note-Sass_1962_444-38">[38]</a> <a href="Friedrich_Sass" title="Friedrich Sass">Friedrich Sass</a> argues that, it can be presumed that Diesel copied the concept of air-blast injection from <a href="George_B._Brayton" class="mw-redirect" title="George B. Brayton">George B. Brayton</a>,<a href="#cite_note-Sass_1962_414-29">[29]</a> albeit that Diesel substantially improved the system.<a href="#cite_note-Sass_1962_415-39">[39]</a> On 17 February 1894, the redesigned engine ran for 88 revolutions – one minute;<a href="#cite_note-Diesel_1913_22-10">[10]</a> with this news, Maschinenfabrik Augsburg's stock rose by 30%, indicative of the tremendous anticipated demands for a more efficient engine.<a href="#cite_note-Moon_1974-40">[40]</a> On 26 June 1895, the engine achieved an effective efficiency of 16.6% and had a fuel consumption of 519 g·kW−1·h−1.

<a href="#cite_note-Tschöke_2018_6-41">[41]</a> However, despite proving the concept, the engine caused problems,<a href="#cite_note-Sass_1962_462-42">[42]</a> and Diesel could not achieve any substantial progress.<a href="#cite_note-Sass_1962_463-43">[43]</a> Therefore, Krupp considered rescinding the contract they had made with Diesel.<a href="#cite_note-Sass_1962_464-44">[44]</a> Diesel was forced to improve the design of his engine and rushed to construct a third prototype engine. Between 8 November and 20 December 1895, the second prototype had successfully covered over 111 hours on the test bench. In the January 1896 report, this was considered a success.<a href="#cite_note-Sass_1962_466-45">[45]</a>

In February 1896, Diesel considered supercharging the third prototype.<a href="#cite_note-Sass_1962_467-46">[46]</a> <a href="Imanuel_Lauster" title="Imanuel Lauster">Imanuel Lauster</a>, who was ordered to draw the third prototype "<a href="Motor_250/400" title="Motor 250/400">Motor 250/400</a>", had finished the drawings by 30 April 1896. During summer that year the engine was built, it was completed on 6 October 1896.<a href="#cite_note-Sass_1962_474-47">[47]</a> Tests were conducted until early 1897.<a href="#cite_note-Sass_1962_475-48">[48]</a> First public tests began on 1 February 1897.<a href="#cite_note-Sass_1962_479-49">[49]</a> <a href="Moritz_Schr%C3%B6ter" title="Moritz Schröter">Moritz Schröter</a>'s test on 17 February 1897 was the main test of Diesel's engine. The engine was rated 13.1 kW with a specific fuel consumption of 324 g·kW−1·h−1,<a href="#cite_note-Sass_1962_480-50">[50]</a> resulting in an effective efficiency of 26.2%.<a href="#cite_note-Tschöke_2018_7-51">[51]</a><a href="#cite_note-Mau_1984_7-52">[52]</a> By 1898, Diesel had become a millionaire.<a href="#cite_note-Sass_1962_484-53">[53]</a>

<div class="mw-heading mw-heading3"><h3 id="Timeline">Timeline</h3></div>

<ul><li>1893: <a href="Rudolf_Diesel" title="Rudolf Diesel">Rudolf Diesel</a>'s essay titled <a href="Theory_and_Construction_of_a_Rational_Heat_Motor" title="Theory and Construction of a Rational Heat Motor">Theory and Construction of a Rational Heat Motor</a> appears.<a href="#cite_note-Diesel_1893_EN-54">[54]</a><a href="#cite_note-Diesel_1893_1-55">[55]</a></li>

<li>1893: February 21, Diesel and the Maschinenfabrik Augsburg sign a contract that allows Diesel to build a prototype engine.<a href="#cite_note-Diesel_1913_6-56">[56]</a></li>

<li>1893: February 23, Diesel obtains a patent (RP 67207) titled "Arbeitsverfahren und Ausführungsart für Verbrennungsmaschinen" (Working Methods and Techniques for Internal Combustion Engines).</li>

<li>1893: April 10, Diesel and Krupp sign a contract that allows Diesel to build a prototype engine.<a href="#cite_note-Diesel_1913_6-56">[56]</a></li>

<li>1893: April 24, both Krupp and the Maschinenfabrik Augsburg decide to collaborate and build just a single prototype in Augsburg.<a href="#cite_note-Diesel_1913_6-56">[56]</a><a href="#cite_note-Sass_1962_559-36">[36]</a></li>

<li>1893: July, the first prototype is completed.<a href="#cite_note-Diesel_1913_8-57">[57]</a></li>

<li>1893: August 10, Diesel injects fuel (petrol) for the first time, resulting in combustion, destroying the <a href="Indicator_diagram" title="Indicator diagram">indicator</a>.<a href="#cite_note-Diesel_1913_13-58">[58]</a></li>

<li>1893: November 30, Diesel applies for a patent (RP 82168) for a modified combustion process. He obtains it on 12 July 1895.<a href="#cite_note-Diesel_1913_21-59">[59]</a><a href="#cite_note-60">[60]</a><a href="#cite_note-Sass_1962_408-61">[61]</a></li>

<li>1894: January 18, after the first prototype was modified to become the second prototype, testing with the second prototype begins.<a href="#cite_note-Diesel_1913_17-37">[37]</a></li>

<li>1894: February 17, The second prototype runs for the first time.<a href="#cite_note-Diesel_1913_22-10">[10]</a></li>

<li>1895: March 30, Diesel applies for a patent (RP 86633) for a starting process with compressed air.<a href="#cite_note-Diesel_1913_38-62">[62]</a></li>

<li>1895: June 26, the second prototype passes brake testing for the first time.<a href="#cite_note-Tschöke_2018_6-41">[41]</a></li>

<li>1895: Diesel applies for a second patent US Patent # 608845<a href="#cite_note-Diesel_1895_EN-63">[63]</a></li>

<li>1895: November 8 – December 20, a series of tests with the second prototype is conducted. In total, 111 operating hours are recorded.<a href="#cite_note-Sass_1962_466-45">[45]</a></li>

<li>1896: April 30, <a href="Imanuel_Lauster" title="Imanuel Lauster">Imanuel Lauster</a> completes the third and final prototype's drawings.<a href="#cite_note-Sass_1962_474-47">[47]</a></li>

<li>1896: October 6, the third and final prototype engine is completed.<a href="#cite_note-Diesel_1913_64-31">[31]</a></li>

<li>1897: February 1, Diesel's prototype engine is running and finally ready for efficiency testing and production.<a href="#cite_note-Sass_1962_479-49">[49]</a></li>

<li>1897: October 9, <a href="Adolphus_Busch" title="Adolphus Busch">Adolphus Busch</a> licenses rights to the diesel engine for the US and Canada.<a href="#cite_note-Sass_1962_484-53">[53]</a><a href="#cite_note-Busch-64">[64]</a></li>

<li>1897: 29 October, Rudolf Diesel obtains a patent (DRP 95680) on supercharging the diesel engine.<a href="#cite_note-Sass_1962_467-46">[46]</a></li>

<li>1898: February 1, the Diesel Motoren-Fabrik Actien-Gesellschaft is registered.<a href="#cite_note-Sass_1962_485-65">[65]</a></li>

<li>1898: March, the first commercial diesel engine, rated 2×30 PS (2×22 kW), is installed in the Kempten plant of the Vereinigte Zündholzfabriken A.G.<a href="#cite_note-Sass_1962_505-66">[66]</a><a href="#cite_note-Sass_1962_506-67">[67]</a></li>

<li>1898: September 17, the Allgemeine Gesellschaft für Dieselmotoren A.-G. is founded.<a href="#cite_note-Sass_1962_493-68">[68]</a></li>

<li>1899: The first two-stroke diesel engine, invented by <a href="Hugo_G%C3%BCldner" title="Hugo Güldner">Hugo Güldner</a>, is built.<a href="#cite_note-Mau_1984_7-52">[52]</a></li></ul>

<ul><li>1901: Imanuel Lauster designs the first <a href="Trunk_piston" class="mw-redirect" title="Trunk piston">trunk piston</a> diesel engine (DM 70).<a href="#cite_note-Sass_1962_524-69">[69]</a></li>

<li>1901: By 1901, <a href="MAN_SE" title="MAN SE">MAN</a> had produced 77 diesel engine cylinders for commercial use.<a href="#cite_note-Sass_1962_523-70">[70]</a></li>

<li>1903: Two first diesel-powered ships are launched, both for river and canal operations: The <a href="Vandal_(tanker)" title="Vandal (tanker)">Vandal</a> <a href="Naphtha" title="Naphtha">naphtha</a> tanker and the Sarmat.<a href="#cite_note-Sass_1962_532-71">[71]</a></li>

<li>1904: The French launch the first diesel <a href="Submarine" title="Submarine">submarine</a>, the <a href="Aigrette-class_submarine" title="Aigrette-class submarine">Aigrette</a>.<a href="#cite_note-Tucker2014-72">[72]</a></li>

<li>1905: January 14: Diesel applies for a patent on unit injection (L20510I/46a).<a href="#cite_note-Sass_1962_501-73">[73]</a></li>

<li>1905: The first diesel engine <a href="Turbocharger" title="Turbocharger">turbochargers</a> and <a href="Intercooler" title="Intercooler">intercoolers</a> are manufactured by Büchi.<a href="#cite_note-Hartman-74">[74]</a></li>

<li>1906: The Diesel Motoren-Fabrik Actien-Gesellschaft is dissolved.<a href="#cite_note-Sass_1962_486-25">[25]</a></li>

<li>1908: Diesel's patents expire.<a href="#cite_note-Sass_1962_530-75">[75]</a></li>

<li>1908: The first lorry (<a href="Truck" title="Truck">truck</a>) with a diesel engine appears.<a href="#cite_note-Reif_O_2014_7-76">[76]</a></li>

<li>1909: March 14, <a href="Prosper_L'Orange" title="Prosper L'Orange">Prosper L'Orange</a> applies for a patent on <a href="Indirect_injection#Precombustion_chamber" title="Indirect injection">precombustion chamber injection</a>.<a href="#cite_note-Sass_1962_610-77">[77]</a> He later builds the first diesel engine with this system.<a href="#cite_note-vFersen_1986_272-78">[78]</a><a href="#cite_note-Merker_2014_382-79">[79]</a></li></ul>

<ul><li>1910: MAN starts making two-stroke diesel engines.<a href="#cite_note-Mau_1984_8-80">[80]</a></li>

<li>1910: November 26, James McKechnie applies for a patent on <a href="Unit_injector" title="Unit injector">unit injection</a>.<a href="#cite_note-Tschöke_2018_10-81">[81]</a> Unlike Diesel, he successfully built working unit injectors.<a href="#cite_note-Sass_1962_501-73">[73]</a><a href="#cite_note-Sass_1962_502-82">[82]</a></li>

<li>1911: November 27, the Allgemeine Gesellschaft für Dieselmotoren A.-G. is dissolved.<a href="#cite_note-Sass_1962_485-65">[65]</a></li>

<li>1911: The Germania shipyard in Kiel builds 850 PS (625 kW) diesel engines for German submarines. These engines are installed in 1914.<a href="#cite_note-Sass_1962_569-83">[83]</a></li>

<li>1912: MAN builds the first double-acting piston two-stroke diesel engine.<a href="#cite_note-Sass_1962_545-84">[84]</a></li>

<li>1912: The first <a href="Locomotive" title="Locomotive">locomotive</a> with a diesel engine is used on the Swiss <a href="Winterthur%E2%80%93Romanshorn_railway" title="Winterthur–Romanshorn railway">Winterthur–Romanshorn railway</a>.<a href="#cite_note-Klooster2009-85">[85]</a></li>

<li>1912: <a href="MS_Selandia" title="MS Selandia">MS Selandia</a> is the first ocean-going ship with diesel engines.<a href="#cite_note-Tschöke_2018_9-86">[86]</a></li>

<li>1913: <a href="New_London_Ship_and_Engine_Company" title="New London Ship and Engine Company">NELSECO</a> diesels are installed on commercial ships and <a href="United_States_Navy" title="United States Navy">US Navy</a> submarines.<a href="#cite_note-RiversHarbors-87">[87]</a></li>

<li>1913: September 29, <a href="Rudolf_Diesel" title="Rudolf Diesel">Rudolf Diesel</a> dies mysteriously while crossing the <a href="English_Channel" title="English Channel">English Channel</a> on <a href="SS_Dresden_(1896)" title="SS Dresden (1896)">SS Dresden</a>.<a href="#cite_note-Solomon-88">[88]</a></li>

<li>1914: MAN builds 900 PS (662 kW) two-stroke engines for Dutch submarines.<a href="#cite_note-Sass_1962_541-89">[89]</a></li>

<li>1919: Prosper L'Orange obtains a patent on a <a href="Indirect_injection#Precombustion_chamber" title="Indirect injection">precombustion chamber</a> insert incorporating a needle <a href="Fuel_injection" title="Fuel injection">injection nozzle</a>.<a href="#cite_note-Pease2003-90">[90]</a><a href="#cite_note-AutomobileQuarterly-91">[91]</a><a href="#cite_note-Merker_2014_382-79">[79]</a> First diesel engine from <a href="Cummins" title="Cummins">Cummins</a>.<a href="#cite_note-Bennett2016-92">[92]</a><a href="#cite_note-DictionaryCH-93">[93]</a></li></ul>

<ul><li>1923: At the Königsberg DLG exhibition, the first agricultural tractor with a diesel engine, the prototype Benz-Sendling S6, is presented.<a href="#cite_note-Agritechnica_2017-94">[94]</a></li>

<li>1923: December 15, the first <a href="Lorry" class="mw-redirect" title="Lorry">lorry</a> with a direct-injected diesel engine is tested by MAN. The same year, Benz builds a lorry with a pre-combustion chamber injected diesel engine.<a href="#cite_note-MAN_1991_XI-95">[95]</a></li>

<li>1923: The first two-stroke diesel engine with counterflow scavenging appears.<a href="#cite_note-Mau_1984_17-96">[96]</a></li>

<li>1924: <a href="Fairbanks-Morse" title="Fairbanks-Morse">Fairbanks-Morse</a> introduces the two-stroke Y-VA (later renamed to Model 32).<a href="#cite_note-Oldmachinepress_2012-97">[97]</a></li>

<li>1925: Sendling starts mass-producing a diesel-powered agricultural tractor.<a href="#cite_note-Sass_1962_644-98">[98]</a></li>

<li>1927: <a href="Robert_Bosch_GmbH" class="mw-redirect" title="Robert Bosch GmbH">Bosch</a> introduces the first inline injection pump for motor vehicle diesel engines.<a href="#cite_note-Reif_2014_31-99">[99]</a></li>

<li>1929: The first passenger car with a diesel engine appears. Its engine is an Otto engine modified to use the diesel principle and Bosch's injection pump. Several other diesel car prototypes follow.<a href="#cite_note-vFersen_1986_274-100">[100]</a></li></ul>

<ul><li>1933: <a href="Junkers_(Aircraft)" class="mw-redirect" title="Junkers (Aircraft)">Junkers Motorenwerke</a> in Germany start production of the most successful mass-produced aviation diesel engine of all time, the <a href="Junkers_Jumo_205" title="Junkers Jumo 205">Jumo 205</a>. By the outbreak of <a href="World_War_II" title="World War II">World War II</a>, over 900 examples are produced. Its rated take-off power is 645 kW.<a href="#cite_note-Reif_2012_103-101">[101]</a></li>

<li>1933: General Motors uses its new roots-blown, unit-injected two-stroke Winton 201A diesel engine to power its automotive assembly exhibit at the Chicago World's Fair (<a href="A_Century_of_Progress" class="mw-redirect" title="A Century of Progress">A Century of Progress</a>).<a href="#cite_note-EuDaly_2016_160-102">[102]</a> The engine is offered in several versions ranging from 600–900 hp (447–671 kW).<a href="#cite_note-Kremser_1942_24-103">[103]</a></li>

<li>1934: The <a href="Budd_Company" title="Budd Company">Budd Company</a> builds the first diesel–electric passenger train in the US, the <a href="Pioneer_Zephyr" title="Pioneer Zephyr">Pioneer Zephyr</a> 9900, using a Winton engine.<a href="#cite_note-EuDaly_2016_160-102">[102]</a></li>

<li>1935: The <a href="Citro%C3%ABn_Rosalie" title="Citroën Rosalie">Citroën Rosalie</a> is fitted with an early <a href="Swirl_chamber_injection" class="mw-redirect" title="Swirl chamber injection">swirl chamber injected</a> diesel engine for testing purposes.<a href="#cite_note-Cole_2014_64-104">[104]</a> <a href="Daimler-Benz" class="mw-redirect" title="Daimler-Benz">Daimler-Benz</a> starts manufacturing the <a href="Mercedes-Benz_OM_138" title="Mercedes-Benz OM 138">Mercedes-Benz OM 138</a>, the first mass-produced diesel engine for passenger cars, and one of the few marketable passenger car diesel engines of its time. It is rated 45 PS (33 kW).<a href="#cite_note-Kremser_1942_125-105">[105]</a></li>

<li>1936: March 4, the airship <a href="LZ_129_Hindenburg" title="LZ 129 Hindenburg">LZ 129 Hindenburg</a>, the biggest aircraft ever made, takes off for the first time. It is powered by four V16 Daimler-Benz LOF 6 diesel engines, rated 1,200 PS (883 kW) each.<a href="#cite_note-Waibel_2016_159-106">[106]</a></li>

<li>1936: Manufacture of the first mass-produced passenger car with a diesel engine (<a href="Mercedes-Benz_260_D" title="Mercedes-Benz 260 D">Mercedes-Benz 260 D</a>) begins.<a href="#cite_note-vFersen_1986_274-100">[100]</a></li>

<li>1937: <a href="Konstantin_Chelpan" title="Konstantin Chelpan">Konstantin Fyodorovich Chelpan</a> develops the <a href="Kharkiv_model_V-2" title="Kharkiv model V-2">V-2</a> diesel engine, later used in the Soviet <a href="T-34" title="T-34">T-34</a> tanks, widely regarded as the best tank chassis of World War II.<a href="#cite_note-Tucker-Jones_2015_36-107">[107]</a></li>

<li>1938: <a href="General_Motors" title="General Motors">General Motors</a> forms the GM Diesel Division, later to become <a href="Detroit_Diesel" title="Detroit Diesel">Detroit Diesel</a>, and introduces the <a href="Series_71" class="mw-redirect" title="Series 71">Series 71</a> <a href="Straight_engine" title="Straight engine">inline</a> high-speed medium-horsepower <a href="Two-stroke_diesel_engine" title="Two-stroke diesel engine">two-stroke</a> engine, suitable for road vehicles and marine use.<a href="#cite_note-FleetOwner_1964_107-108">[108]</a></li></ul>

<ul><li>1946: <a href="Clessie_Cummins" title="Clessie Cummins">Clessie Cummins</a> obtains a patent on a fuel feeding and injection apparatus for oil-burning engines that incorporates separate components for generating injection pressure and injection timing.<a href="#cite_note-Cummins_1946-109">[109]</a></li>

<li>1946: <a href="Kl%C3%B6ckner-Humboldt-Deutz" class="mw-redirect" title="Klöckner-Humboldt-Deutz">Klöckner-Humboldt-Deutz</a> (KHD) introduces an air-cooled mass-production diesel engine to the market.<a href="#cite_note-Flatz_1946-110">[110]</a></li></ul>

<ul><li>1950s: <a href="Kl%C3%B6ckner-Humboldt-Deutz" class="mw-redirect" title="Klöckner-Humboldt-Deutz">KHD</a> becomes the air-cooled diesel engine global market leader.<a href="#cite_note-Tschöke_2018_666-111">[111]</a></li>

<li>1951: J. Siegfried Meurer obtains a patent on the <a href="M-System" title="M-System">M-System</a>, a design that incorporates a central sphere combustion chamber in the piston (DBP 865683).<a href="#cite_note-MAN_465-112">[112]</a></li>

<li>1953: First mass-produced <a href="Indirect_injection#Swirl_chamber" title="Indirect injection">swirl chamber injected</a> passenger car diesel engine (Borgward/Fiat).<a href="#cite_note-Tschöke_2018_10-81">[81]</a></li>

<li>1954: Daimler-Benz introduces the Mercedes-Benz OM 312 A, a 4.6 litre straight-6 series-production industrial diesel engine with a turbocharger, rated 115 PS (85 kW). It proves to be unreliable.<a href="#cite_note-Daimler_2009_2-113">[113]</a></li>

<li>1954: <a href="Volvo" title="Volvo">Volvo</a> produces a small batch series of 200 units of a turbocharged version of the TD 96 engine. This 9.6 litre engine is rated 136 kW (185 PS).<a href="#cite_note-vFersen_1987_156-114">[114]</a></li>

<li>1955: Turbocharging for MAN two-stroke marine diesel engines becomes standard.<a href="#cite_note-Mau_1984_17-96">[96]</a></li>

<li>1959: The <a href="Peugeot_403" title="Peugeot 403">Peugeot 403</a> becomes the first mass-produced passenger sedan/saloon manufactured outside <a href="West_Germany" title="West Germany">West Germany</a> to be offered with a diesel engine option.<a href="#cite_note-Peugeot403gazole-115">[115]</a></li></ul>

<ul><li>1964: Summer, Daimler-Benz switches from <a href="Indirect_injection#Precombustion_chamber" title="Indirect injection">precombustion chamber injection</a> to helix-controlled direct injection.<a href="#cite_note-Daimler_2009-117">[117]</a><a href="#cite_note-MAN_465-112">[112]</a></li>

<li>1962–65: A <a href="Compression_release_engine_brake" title="Compression release engine brake">diesel compression braking system</a>, eventually to be manufactured by the <a href="Jacobs_Vehicle_Systems" title="Jacobs Vehicle Systems">Jacobs Manufacturing Company</a> and nicknamed the "Jake Brake", is invented and patented by Clessie Cummins.<a href="#cite_note-Cummins_1965-118">[118]</a></li></ul>

<ul><li>1972: KHD introduces the AD-System, Allstoff-Direkteinspritzung, (anyfuel direct-injection), for its diesel engines. AD-diesels can operate on virtually any kind of liquid fuel, but they are fitted with an auxiliary spark plug that fires if the ignition quality of the fuel is too low.<a href="#cite_note-vBasshuysen_2017_24-119">[119]</a></li>

<li>1976: Development of the <a href="Common_rail" title="Common rail">common rail</a> injection begins at the ETH Zürich.<a href="#cite_note-vBasshuysen_2017_141-120">[120]</a></li>

<li>1976: The <a href="Volkswagen_Golf_Mk1#Golf_Diesel" title="Volkswagen Golf Mk1">Volkswagen Golf</a> becomes the first compact passenger sedan/saloon to be offered with a diesel engine option.<a href="#cite_note-GoDilautSpiegel401976-121">[121]</a><a href="#cite_note-GoDivolgensGA-122">[122]</a></li>

<li>1978: Daimler-Benz produces the first passenger car diesel engine with a turbocharger (<a href="Mercedes-Benz_OM617_engine" title="Mercedes-Benz OM617 engine">Mercedes-Benz OM617 engine</a>).<a href="#cite_note-Merker_2014_179-123">[123]</a></li>

<li>1979: First prototype of a low-speed two-stroke crosshead engine with common rail injection.<a href="#cite_note-Merker_2014_276-124">[124]</a></li></ul>

<ul><li>1981/82: Uniflow scavenging for two-stroke marine diesel engines becomes standard.<a href="#cite_note-Mau_1984_16-125">[125]</a></li>

<li>1982: August, Toyota introduces a microprocessor-controlled <a href="Engine_control_unit" title="Engine control unit">engine control unit</a> (ECU) for Diesel engines to the Japanese market.<a href="#cite_note-Kawai_Miyagi_Nakano_Kondo_1985_pp._289–293-126">[126]</a></li>

<li>1985: December, road testing of a common rail injection system for lorries using a modified 6VD 12,5/12 GRF-E engine in an <a href="IFA_W50" class="mw-redirect" title="IFA W50">IFA W50</a> takes place.<a href="#cite_note-Diehl_2013_100-127">[127]</a></li>

<li>1987: Daimler-Benz introduces the electronically controlled injection pump for lorry diesel engines.<a href="#cite_note-Tschöke_2018_10-81">[81]</a></li>

<li>1988: The <a href="Fiat_Croma" title="Fiat Croma">Fiat Croma</a> becomes the first mass-produced passenger car in the world to have a <a href="#Direct_injection">direct injected</a> diesel engine.<a href="#cite_note-Tschöke_2018_10-81">[81]</a></li>

<li>1989: The <a href="Audi_100" title="Audi 100">Audi 100</a> is the first passenger car in the world with a turbocharged, intercooled, direct-injected, and electronically controlled diesel engine.<a href="#cite_note-Tschöke_2018_10-81">[81]</a> It has a <a href="BMEP" class="mw-redirect" title="BMEP">BMEP</a> of 1.35 MPa and a <a href="Brake-specific_fuel_consumption" title="Brake-specific fuel consumption">BSFC</a> of 198 g/(kW·h).<a href="#cite_note-Stock_Bauder_1990_p._87-128">[128]</a></li></ul>

<ul><li>1992: 1 July, the <a href="Euro_1" class="mw-redirect" title="Euro 1">Euro 1</a> emission standard comes into effect.<a href="#cite_note-Reif_2014_182-129">[129]</a></li>

<li>1993: First passenger car diesel engine with four valves per cylinder, the Mercedes-Benz OM 604.<a href="#cite_note-Merker_2014_179-123">[123]</a></li>

<li>1994: Unit injector system by Bosch for lorry diesel engines.<a href="#cite_note-Reif_2012_271-130">[130]</a></li>

<li>1996: First diesel engine with direct injection and four valves per cylinder, used in the <a href="Opel_Vectra" title="Opel Vectra">Opel Vectra</a>.<a href="#cite_note-Zhao_2009_8-131">[131]</a><a href="#cite_note-Tschöke_2018_10-81">[81]</a></li>

<li>1996: First radial piston distributor injection pump by Bosch.<a href="#cite_note-Reif_2012_271-130">[130]</a></li>

<li>1997: First mass-produced <a href="Common_rail" title="Common rail">common rail</a> diesel engine for a passenger car, the Fiat 1.9 JTD.<a href="#cite_note-Tschöke_2018_10-81">[81]</a><a href="#cite_note-Merker_2014_179-123">[123]</a></li>

<li>1998: BMW wins the <a href="24_Hours_N%C3%BCrburgring" class="mw-redirect" title="24 Hours Nürburgring">24 Hours Nürburgring</a> race with a modified <a href="BMW_E36" class="mw-redirect" title="BMW E36">BMW E36</a>. The car, called 320d, is powered by a 2-litre, straight-four diesel engine with direct injection and a helix-controlled distributor injection pump (Bosch VP 44), producing 180 kW (240 hp). The fuel consumption is 23 L/100 km, only half the fuel consumption of a similar Otto-powered car.<a href="#cite_note-Reif_2012_223-132">[132]</a></li>

<li>1998: <a href="Volkswagen" title="Volkswagen">Volkswagen</a> introduces the <a href="List_of_Volkswagen_Group_diesel_engines#EA188" title="List of Volkswagen Group diesel engines">VW EA188 Pumpe-Düse engine</a> (1.9 TDI), with Bosch-developed electronically controlled <a href="Unit_injector" title="Unit injector">unit injectors</a>.<a href="#cite_note-Merker_2014_179-123">[123]</a></li>

<li>1999: Daimler-Chrysler presents the first <a href="Common_rail" title="Common rail">common rail</a> three-cylinder diesel engine used in a passenger car (the <a href="Smart_City_Coup%C3%A9" class="mw-redirect" title="Smart City Coupé">Smart City Coupé</a>).<a href="#cite_note-Tschöke_2018_10-81">[81]</a></li></ul>

<ul><li>2000: Peugeot introduces the diesel particulate filter for passenger cars.<a href="#cite_note-Tschöke_2018_10-81">[81]</a><a href="#cite_note-Merker_2014_179-123">[123]</a></li>

<li>2002: <a href="Piezoelectric" class="mw-redirect" title="Piezoelectric">Piezoelectric</a> injector technology by Siemens.<a href="#cite_note-Egger_2002-133">[133]</a></li>

<li>2003: Piezoelectric injector technology by Bosch,<a href="#cite_note-Speck_2005-134">[134]</a> and Delphi.<a href="#cite_note-TheEngineer_2003-135">[135]</a></li>

<li>2004: BMW introduces dual-stage turbocharging with the <a href="BMW_M57" title="BMW M57">BMW M57</a> engine.<a href="#cite_note-Merker_2014_179-123">[123]</a></li>

<li>2006: The world's most powerful diesel engine, the <a href="W%C3%A4rtsil%C3%A4-Sulzer_RTA96-C" title="Wärtsilä-Sulzer RTA96-C">Wärtsilä-Sulzer RTA96-C</a>, is produced. It is rated 80,080 kW.<a href="#cite_note-Tschöke_2018_1110-136">[136]</a></li>

<li>2006: <a href="Audi_R10_TDI" title="Audi R10 TDI">Audi R10 TDI</a>, equipped with a 5.5-litre V12-TDI engine, rated 476 kW (638 hp), wins the <a href="2006_24_Hours_of_Le_Mans" title="2006 24 Hours of Le Mans">2006 24 Hours of Le Mans</a>.<a href="#cite_note-Tschöke_2018_10-81">[81]</a></li>

<li>2006: Daimler-Chrysler launches the first series-production passenger car engine with <a href="Selective_catalytic_reduction" title="Selective catalytic reduction">selective catalytic reduction</a> exhaust gas treatment, the <a href="Mercedes-Benz_OM642_engine" title="Mercedes-Benz OM642 engine">Mercedes-Benz OM 642</a>. It is fully complying with the Tier2Bin8 emission standard.<a href="#cite_note-Merker_2014_179-123">[123]</a></li>

<li>2008: Volkswagen introduces the <a href="NOx_adsorber" title="NOx adsorber">LNT catalyst</a> for passenger car diesel engines with the <a href="List_of_Volkswagen_Group_diesel_engines#EA189" title="List of Volkswagen Group diesel engines">VW 2.0 TDI engine</a>.<a href="#cite_note-Merker_2014_179-123">[123]</a></li>

<li>2008: Volkswagen starts series production of the biggest passenger car diesel engine, the Audi 6-litre V12 TDI.<a href="#cite_note-Merker_2014_179-123">[123]</a></li>

<li>2008: <a href="Subaru" title="Subaru">Subaru</a> introduces the first <a href="Horizontally_opposed" class="mw-redirect" title="Horizontally opposed">horizontally opposed</a> diesel engine to be fitted to a passenger car. It is a 2-litre common rail engine, rated 110 kW.<a href="#cite_note-Zhao_2009_45-137">[137]</a></li></ul>

<ul><li>2010: <a href="Mitsubishi_Motors" title="Mitsubishi Motors">Mitsubishi</a> developed and started mass production of its <a href="Mitsubishi_4N1_engine" title="Mitsubishi 4N1 engine">4N13</a> 1.8 L DOHC I4, the world's first passenger car diesel engine that features a <a href="Variable_valve_timing" title="Variable valve timing">variable valve timing</a> system.<a href="#cite_note-Long_2013-138">[138]</a></li>

<li>2012: BMW introduces dual-stage turbocharging with three turbochargers for the <a href="BMW_N57" title="BMW N57">BMW N57</a> engine.<a href="#cite_note-Merker_2014_179-123">[123]</a></li>

<li>2015: <a href="Common_rail" title="Common rail">Common rail</a> systems working with pressures of 2,500 bar launched.<a href="#cite_note-Tschöke_2018_10-81">[81]</a></li>

<li>2015: In the <a href="Volkswagen_emissions_scandal" title="Volkswagen emissions scandal">Volkswagen emissions scandal</a>, the <a href="United_States_Environmental_Protection_Agency" title="United States Environmental Protection Agency">US EPA</a> issued a notice of violation of the <a href="Clean_Air_Act_(United_States)" title="Clean Air Act (United States)">Clean Air Act</a> to <a href="Volkswagen_Group" title="Volkswagen Group">Volkswagen Group</a> after it was found that Volkswagen had intentionally programmed <a href="Turbocharged_direct_injection" class="mw-redirect" title="Turbocharged direct injection">turbocharged direct injection</a> (TDI) diesel engines to activate certain <a href="Exhaust_gas" title="Exhaust gas">emissions</a> controls only during laboratory <a href="Emissions_testing" class="mw-redirect" title="Emissions testing">emissions testing</a>.<a href="#cite_note-Jordans_2015-139">[139]</a><a href="#cite_note-EPA_2015-140">[140]</a><a href="#cite_note-NPR_2015-141">[141]</a><a href="#cite_note-Spiegel_2015-142">[142]</a></li></ul>

<div class="mw-heading mw-heading2"><h2 id="Operating_principle">Operating principle</h2></div>

<div class="mw-heading mw-heading3"><h3 id="Overview">Overview</h3></div>

The characteristics of a diesel engine are<a href="#cite_note-Pischinger_2016_348-143">[143]</a>

<ul><li>Use of <a href="Compression_ignition" class="mw-redirect" title="Compression ignition">compression ignition</a>, instead of an ignition apparatus such as a <a href="Spark-ignition_engine" title="Spark-ignition engine">spark plug</a>.</li>

<li>Internal mixture formation. In diesel engines, the mixture of air and fuel is only formed inside the combustion chamber.</li>

<li>Quality torque control. The amount of torque a diesel engine produces is not controlled by throttling the intake air (unlike a traditional spark-ignition petrol engine, where the airflow is reduced in order to regulate the torque output), instead, the volume of air entering the engine is maximised at all times, and the torque output is regulated solely by controlling the amount of injected fuel.</li>

<li>High <a href="Air%E2%80%93fuel_ratio#Air–fuel_equivalence_ratio_(λ)" title="Air–fuel ratio">air-fuel ratio</a>. Diesel engines run at global air-fuel ratios significantly leaner than the <a href="Stoichiometry#Stoichiometric_ratio" title="Stoichiometry">stoichiometric ratio</a>.</li>

<li><a href="Diffusion_flame" title="Diffusion flame">Diffusion flame</a>: At combustion, oxygen first has to diffuse into the flame, rather than having oxygen and fuel already mixed before combustion, which would result in a <a href="Premixed_flame" title="Premixed flame">premixed flame</a>.</li>

<li><a href="Heterogeneous" class="mw-redirect" title="Heterogeneous">Heterogeneous</a> air-fuel mixture: In diesel engines, there is no even dispersion of fuel and air inside the cylinder. That is because the combustion process begins at the end of the injection phase, before a homogeneous mixture of air and fuel can be formed.</li>

<li>Preference for the fuel to have a high ignition performance (<a href="Cetane_number" title="Cetane number">Cetane number</a>), rather than a high knocking resistance (<a href="Octane_rating" title="Octane rating">octane rating</a>) that is preferred for petrol engines.</li></ul>

<div class="mw-heading mw-heading3"><h3 id="Thermodynamic_cycle">Thermodynamic cycle</h3></div>

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<div role="note" class="hatnote navigation-not-searchable">See also: <a href="Diesel_cycle" title="Diesel cycle">Diesel cycle</a> and <a href="Reciprocating_internal_combustion_engine" class="mw-redirect" title="Reciprocating internal combustion engine">Reciprocating internal combustion engine</a></div>

The diesel internal combustion engine differs from the gasoline powered <a href="Otto_cycle" title="Otto cycle">Otto cycle</a> by using highly compressed hot air to ignite the fuel rather than using a spark plug (compression ignition rather than spark ignition).

In the diesel engine, only air is initially introduced into the combustion chamber. The air is then compressed with a compression ratio typically between 15:1 and 23:1. This high compression causes the temperature of the air to rise. At about the top of the compression stroke, fuel is injected directly into the compressed air in the combustion chamber. This may be into a (typically <a href="Toroid" title="Toroid">toroidal</a>) void in the top of the piston or a pre-chamber depending upon the design of the engine. The fuel injector ensures that the fuel is broken down into small droplets, and that the fuel is distributed evenly. The heat of the compressed air vaporises fuel from the surface of the droplets. The vapour is then ignited by the heat from the compressed air in the combustion chamber, the droplets continue to vaporise from their surfaces and burn, getting smaller, until all the fuel in the droplets has been burnt. Combustion occurs at a substantially constant pressure during the initial part of the power stroke. The start of vaporisation causes a delay before ignition and the characteristic diesel knocking sound as the vapour reaches ignition temperature and causes an abrupt increase in pressure above the piston (not shown on the P-V indicator diagram). When combustion is complete the combustion gases expand as the piston descends further; the high pressure in the cylinder drives the piston downward, supplying power to the <a href="Crankshaft" title="Crankshaft">crankshaft</a>.

As well as the high level of compression allowing combustion to take place without a separate ignition system, a high <a href="Compression_ratio" title="Compression ratio">compression ratio</a> greatly increases the engine's efficiency. Increasing the compression ratio in a spark-ignition engine where fuel and air are mixed before entry to the cylinder is limited by the need to prevent <a href="Pre-ignition#Pre-ignition" title="Pre-ignition">pre-ignition</a>, which would cause engine damage. Since only air is compressed in a diesel engine, and fuel is not introduced into the cylinder until shortly before top dead centre (<a href="Top_Dead_Center" class="mw-redirect" title="Top Dead Center">TDC</a>), premature detonation is not a problem and compression ratios are much higher.

The <a href="Pressure%E2%80%93volume_diagram" title="Pressure–volume diagram">pressure–volume diagram</a> (pV) diagram is a simplified and idealised representation of the events involved in a diesel engine cycle, arranged to illustrate the similarity with a <a href="Carnot_cycle" title="Carnot cycle">Carnot cycle</a>. Starting at 1, the piston is at bottom dead centre and both valves are closed at the start of the compression stroke; the cylinder contains air at atmospheric pressure. Between 1 and 2 the air is compressed adiabatically – that is without heat transfer to or from the environment – by the rising piston. (This is only approximately true since there will be some heat exchange with the <a href="Cylinder_(engine)" title="Cylinder (engine)">cylinder walls</a>.) During this compression, the volume is reduced, the pressure and temperature both rise. At or slightly before 2 (TDC) fuel is injected and burns in the compressed hot air. Chemical energy is released and this constitutes an injection of thermal energy (heat) into the compressed gas. Combustion and heating occur between 2 and 3. In this interval the pressure remains constant since the piston descends, and the volume increases; the temperature rises as a consequence of the energy of combustion. At 3 fuel injection and combustion are complete, and the cylinder contains gas at a higher temperature than at 2. Between 3 and 4 this hot gas expands, again approximately adiabatically. Work is done on the system to which the engine is connected. During this expansion phase the volume of the gas rises, and its temperature and pressure both fall. At 4 the exhaust valve opens, and the pressure falls abruptly to atmospheric (approximately). This is unresisted expansion and no useful work is done by it. Ideally the adiabatic expansion should continue, extending the line 3–4 to the right until the pressure falls to that of the surrounding air, but the loss of efficiency caused by this unresisted expansion is justified by the practical difficulties involved in recovering it (the engine would have to be much larger). After the opening of the exhaust valve, the exhaust stroke follows, but this (and the following induction stroke) are not shown on the diagram. If shown, they would be represented by a low-pressure loop at the bottom of the diagram. At 1 it is assumed that the exhaust and induction strokes have been completed, and the cylinder is again filled with air. The piston-cylinder system absorbs energy between 1 and 2 – this is the work needed to compress the air in the cylinder, and is provided by mechanical kinetic energy stored in the flywheel of the engine. Work output is done by the piston-cylinder combination between 2 and 4. The difference between these two increments of work is the indicated work output per cycle, and is represented by the area enclosed by the pV loop. The adiabatic expansion is in a higher pressure range than that of the compression because the gas in the cylinder is hotter during expansion than during compression. It is for this reason that the loop has a finite area, and the net output of work during a cycle is positive.<a href="#cite_note-Reif_2014_18-144">[144]</a>

<div class="mw-heading mw-heading3"><h3 id="Efficiency">Efficiency</h3></div>

The <a href="Fuel_efficiency" title="Fuel efficiency">fuel efficiency</a> of diesel engines is better than most other types of combustion engines,<a href="#cite_note-Dubbel_1981_712-145">[145]</a><a href="#cite_note-Reif_2014_10-146">[146]</a> due to their high compression ratio, high <a href="Air-fuel_ratio" class="mw-redirect" title="Air-fuel ratio">air–fuel equivalence ratio (λ)</a>,<a href="#cite_note-Pischinger_Kell_Sams_p._137–138-147">[147]</a> and the lack of intake air restrictions (i.e. throttle valves). Theoretically, the highest possible efficiency for a diesel engine is 75%.<a href="#cite_note-Hemmerlein_1991-148">[148]</a> However, in practice the efficiency is much lower, with efficiencies of up to 43% for passenger car engines,<a href="#cite_note-vB_2017_755-149">[149]</a> up to 45% for large truck and bus engines, and up to 55% for large two-stroke marine engines.<a href="#cite_note-Reif_2014_13-1">[1]</a><a href="#cite_note-EPA_2004-150">[150]</a> The average efficiency over a motor vehicle driving cycle is lower than the diesel engine's peak efficiency (for example, a 37% average efficiency for an engine with a peak efficiency of 44%).<a href="#cite_note-Soimar_2000-151">[151]</a> That is because the fuel efficiency of a diesel engine drops at lower loads, however, it does not drop quite as fast as the Otto (spark ignition) engine's.<a href="#cite_note-Karle_p._53-152">[152]</a>

<div class="mw-heading mw-heading3"><h3 id="Emissions">Emissions</h3></div>

<div role="note" class="hatnote navigation-not-searchable">See also: <a href="Diesel_exhaust" title="Diesel exhaust">Diesel exhaust</a></div>

Diesel engines are combustion engines and, therefore, emit combustion products in their <a href="Exhaust_gas" title="Exhaust gas">exhaust gas</a>. Due to incomplete combustion,<a href="#cite_note-List_1939_1-153">[153]</a> diesel engine exhaust gases include <a href="Carbon_monoxide" title="Carbon monoxide">carbon monoxide</a>, <a href="Hydrocarbons" class="mw-redirect" title="Hydrocarbons">hydrocarbons</a>, <a href="Particulates" class="mw-redirect" title="Particulates">particulate matter</a>, and <a href="Nitrogen_oxides" class="mw-redirect" title="Nitrogen oxides">nitrogen oxides</a> pollutants. About 90 per cent of the pollutants can be removed from the exhaust gas using exhaust gas treatment technology.<a href="#cite_note-Dubbel_2018_1191-154">[154]</a><a href="#cite_note-Reif_p._329-155">[155]</a> Road vehicle diesel engines have no <a href="Sulfur_dioxide" title="Sulfur dioxide">sulfur dioxide</a> emissions, because motor vehicle diesel fuel has been sulfur-free since 2003.<a href="#cite_note-Reif_p._331-156">[156]</a> Helmut Tschöke argues that particulate matter emitted from motor vehicles has negative impacts on human health.<a href="#cite_note-Tschöke_Mollenhauer_Maier_p._813-157">[157]</a>

The particulate matter in diesel exhaust emissions is sometimes classified as a <a href="Carcinogen" title="Carcinogen">carcinogen</a> or "probable carcinogen" and is known to increase the risk of heart and respiratory diseases.<a href="#cite_note-158">[158]</a>

<div class="mw-heading mw-heading3"><h3 id="Electrical_system">Electrical system</h3></div>

In principle, a diesel engine does not require any sort of electrical system. However, most modern diesel engines are equipped with an electrical fuel pump, and an electronic engine control unit.

However, there is no high-voltage electrical ignition system present in a diesel engine. This eliminates a source of <a href="Electromagnetic_interference" title="Electromagnetic interference">radio frequency emissions</a> (which can interfere with navigation and communication equipment), which is why only diesel-powered vehicles are allowed in some parts of the American <a href="National_Radio_Quiet_Zone" class="mw-redirect" title="National Radio Quiet Zone">National Radio Quiet Zone</a>.<a href="#cite_note-NRAO-159">[159]</a>

<div class="mw-heading mw-heading3"><h3 id="Torque_control">Torque control</h3></div>

To control the torque output at any given time (i.e. when the driver of a car adjusts the <a href="Accelerator_pedal" class="mw-redirect" title="Accelerator pedal">accelerator pedal</a>), a <a href="Governor_(device)" title="Governor (device)">governor</a> adjusts the amount of fuel injected into the engine. Mechanical governors have been used in the past, however electronic governors are more common on modern engines. Mechanical governors are usually driven by the engine's <a href="Serpentine_belt" title="Serpentine belt">accessory belt</a> or a gear-drive system<a href="#cite_note-buckman-160">[160]</a><a href="#cite_note-Rochester-161">[161]</a> and use a combination of springs and weights to control fuel delivery relative to both load and speed.<a href="#cite_note-buckman-160">[160]</a> Electronically governed engines use an <a href="Electronic_control_unit" title="Electronic control unit">electronic control unit</a> (ECU) or electronic control module (ECM) to control the fuel delivery. The ECM/ECU uses various sensors (such as engine speed signal, intake manifold pressure and fuel temperature) to determine the amount of fuel injected into the engine.

Due to the amount of air being constant (for a given RPM) while the amount of fuel varies, very high ("lean") air-fuel ratios are used in situations where minimal torque output is required. This differs from a petrol engine, where a <a href="Throttle" title="Throttle">throttle</a> is used to also reduce the amount of intake air as part of regulating the engine's torque output. Controlling the timing of the start of injection of fuel into the cylinder is similar to controlling the ignition timing in a petrol engine. It is therefore a key factor in controlling the power output, fuel consumption and exhaust emissions.

<div class="mw-heading mw-heading2"><h2 id="Classification">Classification</h2></div>

There are several different ways of categorising diesel engines, as outlined in the following sections.

<div class="mw-heading mw-heading3"><h3 id="RPM_operating_range">RPM operating range</h3></div>

Günter Mau categorises diesel engines by their rotational speeds into three groups:<a href="#cite_note-Mau_1984_15-162">[162]</a>

<ul><li>High-speed engines (> 1,000 rpm),</li>

<li>Medium-speed engines (300–1,000 rpm), and</li>

<li>Slow-speed engines (< 300 rpm).</li></ul>

<dl><dt>High-speed diesel engines</dt></dl>

High-speed engines are used to power <a href="Truck" title="Truck">trucks</a> (lorries), <a href="Bus" title="Bus">buses</a>, <a href="Tractor" title="Tractor">tractors</a>, <a href="Automobile" class="mw-redirect" title="Automobile">cars</a>, <a href="Yacht" title="Yacht">yachts</a>, <a href="Gas_compressor" class="mw-redirect" title="Gas compressor">compressors</a>, <a href="Pump" title="Pump">pumps</a> and small <a href="Electrical_generator" class="mw-redirect" title="Electrical generator">electrical generators</a>.<a href="#cite_note-Reif_2014_11-163">[163]</a> As of 2018, most high-speed engines have <a href="Direct_fuel_injection" class="mw-redirect" title="Direct fuel injection">direct injection</a>. Many modern engines, particularly in on-highway applications, have <a href="Common_rail" title="Common rail">common rail</a> <a href="Direct_fuel_injection" class="mw-redirect" title="Direct fuel injection">direct injection</a>.<a href="#cite_note-Tschöke_2018_295-164">[164]</a> On bigger ships, high-speed diesel engines are often used for powering electric generators.<a href="#cite_note-Mau_1984_42-165">[165]</a> The highest power output of high-speed diesel engines is approximately 5 MW.<a href="#cite_note-Mau_1984_43-166">[166]</a>

<dl><dt>Medium-speed diesel engines</dt></dl>

Medium-speed engines are used in large electrical generators, railway <a href="Diesel_locomotive" title="Diesel locomotive">diesel locomotives</a>, ship propulsion and mechanical drive applications such as large compressors or pumps. Medium speed diesel engines operate on either diesel fuel or heavy fuel oil by direct injection in the same manner as low-speed engines. Usually, they are four-stroke engines with trunk pistons;<a href="#cite_note-Mau_1984_33-167">[167]</a> a notable exception being the <a href="EMD_567" title="EMD 567">EMD 567</a>, <a href="EMD_645" title="EMD 645">645</a>, and <a href="EMD_710" title="EMD 710">710</a> engines, which are all two-stroke.<a href="#cite_note-168">[168]</a>

The power output of medium-speed diesel engines can be as high as 21,870 kW,<a href="#cite_note-Mau_1984_136-169">[169]</a> with the effective efficiency being around 47-48% (1982).<a href="#cite_note-Mau_1984_121-170">[170]</a> Most larger medium-speed engines are started with compressed air direct on pistons, using an air distributor, as opposed to a pneumatic starting motor acting on the flywheel, which tends to be used for smaller engines.<a href="#cite_note-Merker_2014_280-171">[171]</a>

Medium-speed engines intended for marine applications are usually used to power (<a href="Roll-on/roll-off" title="Roll-on/roll-off">ro-ro</a>) ferries, passenger ships or small freight ships. Using medium-speed engines reduces the cost of smaller ships and increases their transport capacity. In addition to that, a single ship can use two smaller engines instead of one big engine, which increases the ship's safety.<a href="#cite_note-Mau_1984_33-167">[167]</a>

<dl><dt>Low-speed diesel engines</dt></dl>

Low-speed diesel engines are usually very large in size and mostly used to power <a href="Ship" title="Ship">ships</a>. There are two different types of low-speed engines that are commonly used: Two-stroke engines with a crosshead, and four-stroke engines with a regular trunk-piston. Two-stroke engines have a limited rotational frequency and their charge exchange is more difficult, which means that they are usually bigger than four-stroke engines and used to directly power a ship's propeller.

Four-stroke engines on ships are usually used to power an electric generator. An electric motor powers the propeller.<a href="#cite_note-Mau_1984_15-162">[162]</a> Both types are usually very <a href="Stroke_ratio#Undersquare_or_long-stroke_engine" title="Stroke ratio">undersquare</a>, meaning the bore is smaller than the stroke.<a href="#cite_note-Mau_1984_129-172">[172]</a> Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively unimportant) often have an effective efficiency of up to 55%.<a href="#cite_note-Reif_2014_13-1">[1]</a> Like medium-speed engines, low-speed engines are started with compressed air, and they use heavy oil as their primary fuel.<a href="#cite_note-Merker_2014_280-171">[171]</a>

<div class="mw-heading mw-heading3"><h3 id="Combustion_cycle">Combustion cycle</h3></div>

<a href="Four-stroke_engine" title="Four-stroke engine">Four-stroke engines</a> use the combustion cycle described earlier. Most smaller diesels, for vehicular use, for instance, typically use the four-stroke cycle. This is due to several factors, such as the two-stroke design's narrow powerband which is not particularly suitable for automotive use and the necessity for complicated and expensive built-in lubrication systems and scavenging measures.<a href="#cite_note-enginebuilder-173">[173]</a> The cost effectiveness (and proportion of added weight) of these technologies has less of an impact on larger, more expensive engines, while engines intended for shipping or stationary use can be run at a single speed for long periods.<a href="#cite_note-enginebuilder-173">[173]</a>

<a href="Two-stroke_diesel_engine" title="Two-stroke diesel engine">Two-stroke engines</a> use a combustion cycle which is completed in two strokes instead of four strokes. Filling the cylinder with air and compressing it takes place in one stroke, and the power and exhaust strokes are combined. The compression in a two-stroke diesel engine is similar to the compression that takes place in a four-stroke diesel engine: As the piston passes through bottom centre and starts upward, compression commences, culminating in fuel injection and ignition. Instead of a full set of valves, two-stroke diesel engines have simple intake ports, and exhaust ports (or exhaust valves). When the piston approaches bottom dead centre, both the intake and the exhaust ports are "open", which means that there is atmospheric pressure inside the cylinder. Therefore, some sort of pump is required to blow the air into the cylinder and the combustion gasses into the exhaust. This process is called scavenging. The pressure required is approximately 10-30 kPa.<a href="#cite_note-Mau_1984_50-174">[174]</a>

Due to the lack of discrete exhaust and intake strokes, all two-stroke diesel engines use a <a href="Scavenge_blower" class="mw-redirect" title="Scavenge blower">scavenge blower</a> or some form of compressor to charge the cylinders with air and assist in scavenging.<a href="#cite_note-Mau_1984_50-174">[174]</a> Roots-type superchargers were used for ship engines until the mid-1950s, however since 1955 they have been widely replaced by turbochargers.<a href="#cite_note-Mau_1984_23-175">[175]</a> Usually, a two-stroke ship diesel engine has a single-stage turbocharger with a turbine that has an axial inflow and a radial outflow.<a href="#cite_note-Mau_1984_pp53-176">[176]</a>

<div class="mw-heading mw-heading4"><h4 id="Scavenging_in_two-stroke_engines">Scavenging in two-stroke engines</h4></div>

In general, there are three types of scavenging possible:

<ul><li>Uniflow scavenging</li>

<li>Crossflow scavenging</li>

<li><a href="Schnuerle_porting" title="Schnuerle porting">Reverse flow scavenging</a></li></ul>

Crossflow scavenging is incomplete and limits the stroke, yet some manufacturers used it.<a href="#cite_note-Mau_1984_148-177">[177]</a> Reverse flow scavenging is a very simple way of scavenging, and it was popular amongst manufacturers until the early 1980s. Uniflow scavenging is more complicated to make but allows the highest fuel efficiency; since the early 1980s, manufacturers such as MAN and Sulzer have switched to this system.<a href="#cite_note-Mau_1984_16-125">[125]</a> It is standard for modern marine two-stroke diesel engines.<a href="#cite_note-Grote_2018_P93-2">[2]</a>

<div role="note" class="hatnote navigation-not-searchable">Main article: <a href="Bi-fuel_vehicle#Diesel_conversions" title="Bi-fuel vehicle">Bi-fuel vehicle § Diesel conversions</a></div>

So-called dual-fuel diesel engines or gas diesel engines burn two different types of fuel simultaneously, for instance, a gaseous fuel and diesel engine fuel. The diesel engine fuel auto-ignites due to compression ignition, and then ignites the gaseous fuel. Such engines do not require any type of spark ignition and operate similar to regular diesel engines.<a href="#cite_note-Karim_2015_2-178">[178]</a><a href="#cite_note-179">[179]</a>

<div class="mw-heading mw-heading2"><h2 id="Fuel_injection">Fuel injection</h2></div>

The fuel is injected at high pressure into either the <a href="Combustion_chamber" title="Combustion chamber">combustion chamber</a>, "swirl chamber" or "pre-chamber,"<a href="#cite_note-Pischinger_2016_348-143">[143]</a> unlike petrol engines where the fuel is often added in the <a href="Manifold_injection" title="Manifold injection">inlet manifold</a> or <a href="Carburetor" title="Carburetor">carburetor</a>. Engines where the fuel is injected into the main combustion chamber are called <a href="Direct_fuel_injection" class="mw-redirect" title="Direct fuel injection">direct injection</a> (DI) engines, while those which use a swirl chamber or pre-chamber are called <a href="Indirect_fuel_injection" class="mw-redirect" title="Indirect fuel injection">indirect injection</a> (IDI) engines.<a href="#cite_note-Reif_2014_28-180">[180]</a>

<div class="mw-heading mw-heading3"><h3 id="Direct_injection">Direct injection</h3></div>

<div role="note" class="hatnote navigation-not-searchable">Main article: <a href="Direct_fuel_injection" class="mw-redirect" title="Direct fuel injection">Direct fuel injection</a></div>

Most direct injection diesel engines have a combustion cup in the top of the piston where the fuel is sprayed. Many different methods of injection can be used. Usually, an engine with helix-controlled mechanic direct injection has either an inline or a distributor injection pump.<a href="#cite_note-buckman-160">[160]</a> For each engine cylinder, the corresponding plunger in the fuel pump measures out the correct amount of fuel and determines the timing of each injection. These engines use <a href="Fuel_injection" title="Fuel injection">injectors</a> that are very precise spring-loaded valves that open and close at a specific fuel pressure. Separate high-pressure fuel lines connect the fuel pump with each cylinder. Fuel volume for each single combustion is controlled by a slanted <a href="Groove_(engineering)" title="Groove (engineering)">groove</a> in the plunger which rotates only a few degrees releasing the pressure and is controlled by a mechanical governor, consisting of weights rotating at engine speed constrained by springs and a lever. The injectors are held open by the fuel pressure. On high-speed engines the plunger pumps are together in one unit.<a href="#cite_note-Firstdiesel_2009-181">[181]</a> The length of fuel lines from the pump to each injector is normally the same for each cylinder in order to obtain the same pressure delay. Direct injected diesel engines usually use orifice-type fuel injectors.<a href="#cite_note-Reif_2014_140-182">[182]</a>

Electronic control of the fuel injection transformed the direct injection engine by allowing much greater control over the combustion.<a href="#cite_note-Dieselpower_2007-183">[183]</a>

<dl><dt>Common rail</dt></dl>

<a href="Common_rail" title="Common rail">Common rail</a> (CR) direct injection systems do not have the fuel metering, pressure-raising and delivery functions in a single unit, as in the case of a Bosch distributor-type pump, for example. A high-pressure pump supplies the CR. The requirements of each cylinder injector are supplied from this common high pressure reservoir of fuel. An Electronic Diesel Control (EDC) controls both rail pressure and injections depending on engine operating conditions. The injectors of older CR systems have <a href="Solenoid" title="Solenoid">solenoid</a>-driven plungers for lifting the injection needle, whilst newer CR injectors use plungers driven by <a href="Piezoelectricity" title="Piezoelectricity">piezoelectric</a> actuators that have less moving mass and therefore allow even more injections in a very short period of time.<a href="#cite_note-Reif_2014_70-184">[184]</a> Early common rail system were controlled by mechanical means.

The injection pressure of modern CR systems ranges from 140 MPa to 270 MPa.<a href="#cite_note-Tschöke_2018_310-185">[185]</a>

<div class="mw-heading mw-heading3"><h3 id="Indirect_injection">Indirect injection</h3></div>

<div role="note" class="hatnote navigation-not-searchable">Main article: <a href="Indirect_injection" title="Indirect injection">Indirect injection</a></div>

An indirect diesel injection system (IDI) engine delivers fuel into a small chamber called a swirl chamber, precombustion chamber, pre chamber or ante-chamber, which is connected to the cylinder by a narrow air passage. Generally the goal of the pre chamber is to create increased <a href="Turbulence" title="Turbulence">turbulence</a> for better air / fuel mixing. This system also allows for a smoother, quieter running engine, and because fuel mixing is assisted by turbulence, <a href="Injector" title="Injector">injector</a> pressures can be lower. Most IDI systems use a single orifice injector. The pre-chamber has the disadvantage of lowering efficiency due to increased heat loss to the engine's cooling system, restricting the combustion burn, thus reducing the efficiency by 5–10%. IDI engines are also more difficult to start and usually require the use of glow plugs. IDI engines may be cheaper to build but generally require a higher compression ratio than the DI counterpart. IDI also makes it easier to produce smooth, quieter running engines with a simple mechanical injection system since exact injection timing is not as critical. Most modern automotive engines are DI which have the benefits of greater efficiency and easier starting; however, IDI engines can still be found in the many ATV and small diesel applications.<a href="#cite_note-Dieselhub-186">[186]</a> Indirect injected diesel engines use pintle-type fuel injectors.<a href="#cite_note-Reif_2014_140-182">[182]</a>

<div class="mw-heading mw-heading3"><h3 id="Air-blast_injection">Air-blast injection</h3></div>

<div role="note" class="hatnote navigation-not-searchable">Main article: <a href="Air-blast_injection" title="Air-blast injection">Air-blast injection</a></div>

Early diesel engines injected fuel with the assistance of compressed air, which atomised the fuel and forced it into the engine through a nozzle (a similar principle to an aerosol spray). The nozzle opening was closed by a <a href="Needle_valve" title="Needle valve">pin valve</a> actuated by the <a href="Camshaft" title="Camshaft">camshaft</a>. Although the engine was also required to drive an air compressor used for air-blast injection, the efficiency was nonetheless better than other combustion engines of the time.<a href="#cite_note-Mau_1984_7-52">[52]</a> However the system was heavy and it was slow to react to changing torque demands, making it unsuitable for road vehicles.<a href="#cite_note-Merker_2014_381-187">[187]</a>

<div class="mw-heading mw-heading3"><h3 id="Unit_injectors">Unit injectors</h3></div>

<div role="note" class="hatnote navigation-not-searchable">Main article: <a href="Unit_Injector" class="mw-redirect" title="Unit Injector">Unit Injector</a></div>

A unit injector system, also known as "Pumpe-Düse" (pump-nozzle in German) combines the injector and fuel pump into a single component, which is positioned above each cylinder. This eliminates the high-pressure fuel lines and achieves a more consistent injection. Under full load, the injection pressure can reach up to 220 MPa.<a href="#cite_note-Reif_Springer_Fachmedien_Wiesbaden_p._393-188">[188]</a> Unit injectors are operated by a <a href="Cam_(mechanism)" title="Cam (mechanism)">cam</a> and the quantity of fuel injected is controlled either mechanically (by a rack or lever) or electronically.

Due to increased performance requirements, unit injectors have been largely replaced by <a href="Common_rail" title="Common rail">common rail</a> injection systems.<a href="#cite_note-Tschöke_2018_295-164">[164]</a>

<div class="mw-heading mw-heading2"><h2 id="Diesel_engine_particularities">Diesel engine particularities</h2></div>

The average diesel engine has a poorer power-to-mass ratio than an equivalent petrol engine. The lower engine speeds (RPM) of typical diesel engines results in a lower <a href="Power_(physics)" title="Power (physics)">power</a> output.<a href="#cite_note-Braess_2012_225-189">[189]</a> Also, the mass of a diesel engine is typically higher, since the higher operating pressure inside the combustion chamber increases the internal forces, which requires stronger (and therefore heavier) parts to withstand these forces.<a href="#cite_note-Schreiner_2014_22-190">[190]</a>

<div class="mw-heading mw-heading3"><h3 id="Noise_("diesel_clatter")">Noise ("diesel clatter")</h3></div>

The distinctive noise of a diesel engine, particularly at idling speeds, is sometimes called "diesel clatter". This noise is largely caused by the sudden ignition of the diesel fuel when injected into the combustion chamber, which causes a pressure wave that sounds like knocking.

Engine designers can reduce diesel clatter through: indirect injection; pilot or pre-injection;<a href="#cite_note-Böge_2017_1150-191">[191]</a> injection timing; injection rate; compression ratio; turbo boost; and <a href="Exhaust_gas_recirculation" title="Exhaust gas recirculation">exhaust gas recirculation</a> (EGR).<a href="#cite_note-EngTips-192">[192]</a> Common rail diesel injection systems permit multiple injection events as an aid to noise reduction. Through measures such as these, diesel clatter noise is greatly reduced in modern engines. Diesel fuels with a higher <a href="Cetane_number" title="Cetane number">cetane rating</a> are more likely to ignite and hence reduce diesel clatter.<a href="#cite_note-Comb_in_IC-193">[193]</a>

<div class="mw-heading mw-heading3"><h3 id="Cold_weather_starting">Cold weather starting</h3></div>

In warmer climates, diesel engines do not require any starting aid (aside from the <a href="Starter_(engine)" title="Starter (engine)">starter motor</a>). However, many diesel engines include some form of preheating for the combustion chamber, to assist starting in cold conditions. Engines with a displacement of less than 1 litre per cylinder usually have <a href="Glow_plug_(diesel_engine)" class="mw-redirect" title="Glow plug (diesel engine)">glowplugs</a>, whilst larger heavy-duty engines have <a href="Flame-start_system" title="Flame-start system">flame-start systems</a>.<a href="#cite_note-Reif_2014_136-194">[194]</a> The minimum starting temperature that allows starting without pre-heating is 40 °C (104 °F) for precombustion chamber engines, 20 °C (68 °F) for swirl chamber engines, and 0 °C (32 °F) for direct injected engines.

In the past, a wider variety of cold-start methods were used. Some engines, such as <a href="Detroit_Diesel" title="Detroit Diesel">Detroit Diesel</a> engines used a system to introduce small amounts of <a href="Diethyl_ether" title="Diethyl ether">ether</a> into the inlet manifold to start combustion.<a href="#cite_note-FreeLib_1995-195">[195]</a> Instead of glowplugs, some diesel engines are equipped with starting aid systems that change valve timing. The simplest way this can be done is with a decompression lever. Activating the decompression lever locks the outlet valves in a slight down position, resulting in the engine not having any compression and thus allowing for turning the crankshaft over with significantly less resistance. When the crankshaft reaches a higher speed, flipping the decompression lever back into its normal position will abruptly re-activate the outlet valves, resulting in compression − the flywheel's <a href="Mass_moment_of_inertia" class="mw-redirect" title="Mass moment of inertia">mass moment of inertia</a> then starts the engine.<a href="#cite_note-Hawks_73-196">[196]</a> Other diesel engines, such as the precombustion chamber engine XII Jv 170/240 made by Ganz & Co., have a valve timing changing system that is operated by adjusting the inlet valve camshaft, moving it into a slight "late" position. This will make the inlet valves open with a delay, forcing the inlet air to heat up when entering the combustion chamber.<a href="#cite_note-Kremser_1942_190-197">[197]</a>

<div class="mw-heading mw-heading3"><h3 id="Supercharging_&_turbocharging">Supercharging & turbocharging</h3></div>

<div role="note" class="hatnote navigation-not-searchable">See also: <a href="Turbo-diesel" title="Turbo-diesel">Turbo-diesel</a></div>

<a href="Forced_induction" title="Forced induction">Forced induction</a>, especially turbocharging is commonly used on diesel engines because it greatly increases efficiency and torque output.<a href="#cite_note-Reif_2014_41-198">[198]</a> Diesel engines are well suited for forced induction setups due to their operating principle which is characterised by wide ignition limits<a href="#cite_note-Pischinger_2016_348-143">[143]</a> and the absence of fuel during the compression stroke. Therefore, knocking, pre-ignition or detonation cannot occur, and a lean mixture caused by excess supercharging air inside the combustion chamber does not negatively affect combustion.<a href="#cite_note-Reif_2017_16-199">[199]</a>

<div class="mw-heading mw-heading2"><h2 id="Major_manufacturers">Major manufacturers</h2></div>

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</style>Germany)</li>

<li><a href="MAN_Diesel" title="MAN Diesel">MAN</a> – (Germany)</li>

<li><a href="W%C3%A4rtsil%C3%A4" title="Wärtsilä">Wärtsilä</a> – (Finland)</li>

<li><a href="Rolls-Royce_Power_Systems" title="Rolls-Royce Power Systems">Rolls-Royce Power Systems</a> – (Germany)</li>

<li><a href="Siemens" title="Siemens">Siemens</a> – (Germany)</li>

<li><a href="Kolomna_Locomotive_Works" title="Kolomna Locomotive Works">Kolomna</a> KDZ <a href="Transmashholding" title="Transmashholding">TMH</a> <a href="Bryansk_Machine-Building_Plant" title="Bryansk Machine-Building Plant">BMZ</a> and <a href="Ural_Diesel_Engine_Plant" title="Ural Diesel Engine Plant">UDMZ</a> – (Russia)</li>

<li><a href="General_Electric" title="General Electric">General Electric</a> <a href="GE_Transportation" title="GE Transportation">GE Transportation</a> – (United States)</li>

<li><a href="Volvo_Penta" title="Volvo Penta">Volvo Penta</a> – (Sweden)</li>

<li><a href="Sulzer_(manufacturer)" title="Sulzer (manufacturer)">Sulzer</a> – (Switzerland)</li>

<li><a href="Doosan_Heavy_Industries_%26_Construction" class="mw-redirect" title="Doosan Heavy Industries & Construction">Doosan</a> – (South Korea) Doosan infracore, Doosan Marine</li>

<li><a href="Yaroslavl_Motor_Plant" title="Yaroslavl Motor Plant">YaMZ</a> – (Russia) <a href="AvtoVAZ" title="AvtoVAZ">VAZ</a>, KMZ - RD Nevsky, <a href="Sinara_Transport_Machines" title="Sinara Transport Machines">STM</a> <a href="GAZ" title="GAZ">GAZ</a> <a href="Voronezh_Mechanical_Plant" title="Voronezh Mechanical Plant">VMZ</a> VMZ</li>

<li><a href="Mitsubishi_Heavy_Industries" title="Mitsubishi Heavy Industries">Mitsubishi</a> – (Japan), Mitsui Mazda IHI Kawasaki Honda Suzuki Subaru Isuzu Nissan plus others</li>

<li><a href="Caterpillar_Energy_Solutions" title="Caterpillar Energy Solutions">Caterpillar</a> – (Germany)</li>

<li><a href="Cummins" title="Cummins">Cummins</a> – (United States)</li>

<li>AO Zvezda and <a href="Zvezda_M503" title="Zvezda M503">Zvezda Energetika</a></li>

<li><a href="Bergen_Engines" title="Bergen Engines">Bergen Engines</a> – (Norway)</li>

<li>MaK Deutz AG MWM</li>

<li><a href="BMW" title="BMW">BMW</a> – (Germany)</li>

<li><a href="Volkswagen" title="Volkswagen">VW</a> – (Germany)</li>

<li><a href="MAPNA" class="mw-redirect" title="MAPNA">MAPNA</a> – (Iran)</li>

<li><a href="BHEL" class="mw-redirect" title="BHEL">BHEL</a> – (India)</li>

<li><a href="Steyr_Motors_GmbH" title="Steyr Motors GmbH">Steyr Motors GmbH</a> – (Austria)</li>

<li><a href="Iran_Khodro_Diesel" title="Iran Khodro Diesel">Iran Khodro Diesel</a> – (Iran)</li>

<li><a href="Isotta_Fraschini" title="Isotta Fraschini">Isotta Fraschini</a> – (Italy)</li>

<li><a href="Electro-Motive_Diesel" title="Electro-Motive Diesel">EMD</a> – (United States)</li>

<li><a href="Fairbanks-Morse" title="Fairbanks-Morse">Fairbanks Morse</a> – (United States)</li>

<li>Shanxi</li>

<li><a href="Henan_Diesel_Engine_Industry_Company" title="Henan Diesel Engine Industry Company">Henan Diesel</a> – (China)</li>

<li><a href="Shaanxi_Diesel_Engine_Heavy_Industry" title="Shaanxi Diesel Engine Heavy Industry">SDM</a> – (China)</li></ul>

</div>

<div class="mw-heading mw-heading2"><h2 id="Fuel_and_fluid_characteristics">Fuel and fluid characteristics</h2></div>

<div role="note" class="hatnote navigation-not-searchable">Main article: <a href="Diesel_fuel" title="Diesel fuel">Diesel fuel</a></div>

Diesel engines can combust a huge variety of fuels, including several fuel oils that have advantages over fuels such as petrol. These advantages include:

<ul><li>Low fuel costs, as fuel oils are relatively cheap</li>

<li>Good lubrication properties</li>

<li>High energy density</li>

<li>Low risk of catching fire, as they do not form a flammable vapour</li>

<li><a href="Biodiesel" title="Biodiesel">Biodiesel</a> is an easily synthesised, non-petroleum-based fuel (through <a href="Transesterification" title="Transesterification">transesterification</a>) which can run directly in many diesel engines, while gasoline engines either need adaptation to run <a href="Synthetic_fuel" title="Synthetic fuel">synthetic fuels</a> or else use them as an additive to gasoline (e.g., <a href="Ethanol" title="Ethanol">ethanol</a> added to <a href="Gasohol" class="mw-redirect" title="Gasohol">gasohol</a>).</li></ul>

In diesel engines, a mechanical injector system atomizes the fuel directly into the combustion chamber (as opposed to a <a href="Aspirator_(pump)" class="mw-redirect" title="Aspirator (pump)">Venturi jet</a> in a carburetor, or a <a href="Fuel_injection" title="Fuel injection">fuel injector</a> in a manifold injection system atomizing fuel into the intake manifold or intake runners as in a petrol engine). Because only air is inducted into the cylinder in a diesel engine, the compression ratio can be much higher as there is no risk of pre-ignition provided the injection process is accurately timed.<a href="#cite_note-Reif_2017_16-199">[199]</a> This means that cylinder temperatures are much higher in a diesel engine than a petrol engine, allowing less volatile fuels to be used.

Therefore, diesel engines can operate on a huge variety of different fuels. In general, fuel for diesel engines should have a proper <a href="Viscosity" title="Viscosity">viscosity</a>, so that the <a href="Injection_pump" title="Injection pump">injection pump</a> can pump the fuel to the injection nozzles without causing damage to itself or corrosion of the fuel line. At injection, the fuel should form a good fuel spray, and it should not have a coking effect upon the injection nozzles. To ensure proper engine starting and smooth operation, the fuel should be willing to ignite and hence not cause a high ignition delay, (this means that the fuel should have a high <a href="Cetane_number" title="Cetane number">cetane number</a>). Diesel fuel should also have a high <a href="Lower_heating_value" class="mw-redirect" title="Lower heating value">lower heating value</a>.<a href="#cite_note-vPhilippovich_1939_41-200">[200]</a>

Inline mechanical injector pumps generally tolerate poor-quality or bio-fuels better than distributor-type pumps. Also, indirect injection engines generally run more satisfactorily on fuels with a high ignition delay (for instance, petrol) than direct injection engines.<a href="#cite_note-vPhilippovich_1939_45-201">[201]</a> This is partly because an indirect injection engine has a much greater 'swirl' effect, improving vaporisation and combustion of fuel, and because (in the case of vegetable oil-type fuels) <a href="Lipid" title="Lipid">lipid</a> depositions can condense on the cylinder walls of a direct-injection engine if combustion temperatures are too low (such as starting the engine from cold). Direct-injected engines with an <a href="M-System" title="M-System">MAN centre sphere combustion chamber</a> rely on fuel condensing on the combustion chamber walls. The fuel starts vaporising only after ignition sets in, and it burns relatively smoothly. Therefore, such engines also tolerate fuels with poor ignition delay characteristics, and, in general, they can operate on petrol rated 86 <a href="Octane_rating#Research_Octane_Number_(RON)" title="Octane rating">RON</a>.<a href="#cite_note-MAN_438-202">[202]</a>

<div class="mw-heading mw-heading3"><h3 id="Fuel_types">Fuel types</h3></div>

In his 1893 work <a href="Theory_and_Construction_of_a_Rational_Heat_Motor" title="Theory and Construction of a Rational Heat Motor">Theory and Construction of a Rational Heat Motor</a>, Rudolf Diesel considers using <a href="Coal_dust" title="Coal dust">coal dust</a> as fuel for the diesel engine. However, Diesel just considered using coal dust (as well as liquid fuels and gas); his actual engine was designed to operate on <a href="Petroleum" title="Petroleum">petroleum</a>, which was soon replaced with regular <a href="Petrol" class="mw-redirect" title="Petrol">petrol</a> and kerosene for further testing purposes, as petroleum proved to be too viscous.<a href="#cite_note-Diesel_1913_107-203">[203]</a> In addition to kerosene and petrol, Diesel's engine could also operate on <a href="Ligroin" title="Ligroin">ligroin</a>.<a href="#cite_note-Diesel_1913_110-204">[204]</a>

Before diesel engine fuel was standardised, fuels such as <a href="Petrol" class="mw-redirect" title="Petrol">petrol</a>, <a href="Kerosene" title="Kerosene">kerosene</a>, <a href="Gas_oil" class="mw-redirect" title="Gas oil">gas oil</a>, <a href="Vegetable_oil" title="Vegetable oil">vegetable oil</a> and <a href="Lubricant#Mineral_oil" title="Lubricant">mineral oil</a>, as well as mixtures of these fuels, were used.<a href="#cite_note-MAN_436-205">[205]</a> Typical fuels specifically intended to be used for diesel engines were <a href="Petroleum_distillate" class="mw-redirect" title="Petroleum distillate">petroleum distillates</a> and <a href="Creosote" title="Creosote">coal-tar distillates</a> such as the following; these fuels have specific lower heating values of:

<ul><li>Diesel oil: 10,200 kcal·kg−1 (42.7 MJ·kg−1) up to 10,250 kcal·kg−1 (42.9 MJ·kg−1)</li>

<li>Heating oil: 10,000 kcal·kg−1 (41.8 MJ·kg−1) up to 10,200 kcal·kg−1 (42.7 MJ·kg−1)</li>

<li>Coal-tar <a href="Creosote" title="Creosote">creosote</a>: 9,150 kcal·kg−1 (38.3 MJ·kg−1) up to 9,250 kcal·kg−1 (38.7 MJ·kg−1)</li>

<li><a href="Kerosene" title="Kerosene">Kerosene</a>: up to 10,400 kcal·kg−1 (43.5 MJ·kg−1)</li></ul>

Source:<a href="#cite_note-vPhilippovich_1939_43-206">[206]</a>

The first diesel fuel standards were the DIN 51601, VTL 9140-001, and NATO F 54, which appeared after World War II.<a href="#cite_note-MAN_436-205">[205]</a> The modern European <a href="EN_590" title="EN 590">EN 590</a> <a href="Diesel_fuel" title="Diesel fuel">diesel fuel</a> standard was established in May 1993; the modern version of the NATO F 54 standard is mostly identical with it. The DIN 51628 biodiesel standard was rendered obsolete by the 2009 version of the EN 590; FAME biodiesel conforms to the <a href="EN_14214" title="EN 14214">EN 14214</a> standard. Watercraft diesel engines usually operate on diesel engine fuel that conforms to the <a href="ISO_8217" class="mw-redirect" title="ISO 8217">ISO 8217</a> standard (<a href="Bunker_C" class="mw-redirect" title="Bunker C">Bunker C</a>). Also, some diesel engines can operate on <a href="Fuel_gas" title="Fuel gas">gasses</a> (such as <a href="LNG" class="mw-redirect" title="LNG">LNG</a>).<a href="#cite_note-Schwarz_2012_102-207">[207]</a>

<div class="mw-heading mw-heading3"><h3 id="Modern_diesel_fuel_properties">Modern diesel fuel properties</h3></div>

<caption>Modern diesel fuel properties<a href="#cite_note-Reif_2014_53-208">[208]</a>

</caption>

<td>

</td>

<th>EN 590 (as of 2009)

</th>

<th>EN 14214 (as of 2010)

</th></tr>

<tr>

<th>Ignition performance

</th>

</td>

<td>≥ 51 CN

</td></tr>

<tr>

<th>Density at 15 °C

</th>

<td>820...845 kg·m−3

</td>

<td>860...900 kg·m−3

</td></tr>

<tr>

<th>Sulfur content

</th>

<td>≤10 mg·kg−1

</td>

<td>≤10 mg·kg−1

</td></tr>

<tr>

<th>Water content

</th>

<td>≤200 mg·kg−1

</td>

<td>≤500 mg·kg−1

</td></tr>

<tr>

<th>Lubricity

</th>

<td>460 μm

</td>

<td>460 μm

</td></tr>

<tr>

<th>Viscosity at 40 °C

</th>

<td>2.0...4.5 mm2·s−1

</td>

<td>3.5...5.0 mm2·s−1

</td></tr>

<tr>

<th><a href="Fatty_acid_methyl_ester" title="Fatty acid methyl ester">FAME</a> content

</th>

<td>≤7.0%

</td>

<td>≥96.5%

</td></tr>

<tr>

<th>Molar H/C ratio

</th>

<td>–

</td>

<td>1.69

</td></tr>

<tr>

<th>Lower heating value

</th>

<td>–

</td>

<td>37.1 MJ·kg−1

</td></tr></tbody></table>

<div class="mw-heading mw-heading3"><h3 id="Gelling">Gelling</h3></div>

DIN 51601 diesel fuel was prone to waxing or gelling in cold weather; both are terms for the solidification of diesel oil into a partially crystalline state. The crystals build up in the fuel system (especially in fuel filters), eventually starving the engine of fuel and causing it to stop running.<a href="#cite_note-vB_2017_1018-209">[209]</a> Low-output electric heaters in <a href="Fuel_tank" title="Fuel tank">fuel tanks</a> and around fuel lines were used to solve this problem. Also, most engines have a spill return system, by which any excess fuel from the injector pump and injectors is returned to the fuel tank. Once the engine has warmed, returning warm fuel prevents waxing in the tank. Before direct injection diesel engines, some manufacturers, such as BMW, recommended mixing up to 30% petrol in with the diesel by fuelling diesel cars with petrol to prevent the fuel from gelling when the temperatures dropped below −15 °C.<a href="#cite_note-BMW_1985-210">[210]</a>

<div class="mw-heading mw-heading2"><h2 id="Safety">Safety</h2></div>

<div class="mw-heading mw-heading3"><h3 id="Fuel_flammability">Fuel flammability</h3></div>

Diesel fuel is less <a href="Flammability" class="mw-redirect" title="Flammability">flammable</a> than petrol, because its flash point is 55 °C,<a href="#cite_note-vB_2017_1018-209">[209]</a><a href="#cite_note-vPhilippovich_1939_42-211">[211]</a> leading to a lower risk of fire caused by fuel in a vehicle equipped with a diesel engine.

Diesel fuel can create an explosive air/vapour mix under the right conditions. However, compared with petrol, it is less prone due to its lower <a href="Vapor_pressure" title="Vapor pressure">vapour pressure</a>, which is an indication of evaporation rate. The Material Safety Data Sheet<a href="#cite_note-Ultra_low_sulfur_diesel-212">[212]</a> for ultra-low sulfur diesel fuel indicates a vapour explosion hazard for diesel fuel indoors, outdoors, or in sewers.

<div class="mw-heading mw-heading3"><h3 id="Cancer">Cancer</h3></div>

<a href="Diesel_exhaust" title="Diesel exhaust">Diesel exhaust</a> has been classified as an <a href="List_of_IARC_Group_1_carcinogens" class="mw-redirect" title="List of IARC Group 1 carcinogens">IARC Group 1 carcinogen</a>. It causes <a href="Lung_cancer" title="Lung cancer">lung cancer</a> and is associated with an increased risk for <a href="Bladder_cancer" title="Bladder cancer">bladder cancer</a>.<a href="#cite_note-PRDEE-213">[213]</a>

<div class="mw-heading mw-heading3"><h3 id="Engine_runaway_(uncontrollable_overspeeding)">Engine runaway (uncontrollable overspeeding)</h3></div>

See <a href="Diesel_engine_runaway" title="Diesel engine runaway">diesel engine runaway</a>.

<div class="mw-heading mw-heading2"><h2 id="Applications">Applications</h2></div>

The characteristics of diesel have different advantages for different applications.

<div class="mw-heading mw-heading3"><h3 id="Passenger_cars">Passenger cars</h3></div>

<div role="note" class="hatnote navigation-not-searchable">See also: <a href="History_of_the_diesel_car" title="History of the diesel car">History of the diesel car</a></div>

Diesel engines have long been popular in bigger cars and have been used in smaller cars such as <a href="Supermini" class="mw-redirect" title="Supermini">superminis</a> in Europe since the 1980s. They were popular in larger cars earlier, as the weight and cost penalties were less noticeable.<a href="#cite_note-AG125-214">[214]</a> Smooth operation as well as high low-end torque are deemed important for passenger cars and small commercial vehicles. The introduction of electronically controlled fuel injection significantly improved the smooth torque generation, and starting in the early 1990s, car manufacturers began offering their high-end luxury vehicles with diesel engines. Passenger car diesel engines usually have between three and twelve cylinders, and a displacement ranging from 0.8 to 6.0 litres. Modern powerplants are usually turbocharged and have direct injection.<a href="#cite_note-Reif_2014_11-163">[163]</a>

Diesel engines do not suffer from intake-air throttling, resulting in very low fuel consumption especially at low partial load<a href="#cite_note-Reif_2014_23-215">[215]</a> (for instance: driving at city speeds). One fifth of all passenger cars worldwide have diesel engines, with many of them being in Europe, where approximately 47% of all passenger cars are diesel-powered.<a href="#cite_note-Tschöke_2018_1000-216">[216]</a> <a href="Daimler-Benz" class="mw-redirect" title="Daimler-Benz">Daimler-Benz</a> in conjunction with <a href="Robert_Bosch_GmbH" class="mw-redirect" title="Robert Bosch GmbH">Robert Bosch GmbH</a> produced diesel-powered passenger cars starting in 1936.<a href="#cite_note-Tschöke_2018_10-81">[81]</a> The popularity of diesel-powered passenger cars in markets such as India, South Korea and Japan is increasing (as of 2018).<a href="#cite_note-Tschöke_2018_981-217">[217]</a>

<div class="mw-heading mw-heading3"><h3 id="Commercial_vehicles_and_lorries">Commercial vehicles and lorries</h3></div>

</div><div class="thumbcaption">Lifespan of Mercedes-Benz diesel engines<a href="#cite_note-Merker_2014_264-218">[218]</a></div></div></div>

In 1893, Rudolf Diesel suggested that the diesel engine could possibly power "wagons" (lorries).<a href="#cite_note-Diesel_1893_91-219">[219]</a> The first lorries with diesel engines were brought to market in 1924.<a href="#cite_note-Tschöke_2018_10-81">[81]</a>

Modern diesel engines for lorries have to be both extremely reliable and very fuel efficient. Common-rail direct injection, turbocharging and four valves per cylinder are standard. Displacements range from 4.5 to 15.5 litres, with <a href="Power-to-weight_ratio" title="Power-to-weight ratio">power-to-mass ratios</a> of 2.5–3.5 kg·kW−1 for heavy duty and 2.0–3.0 kg·kW−1 for medium duty engines. <a href="V_engine" title="V engine">V6 and V8 engines</a> used to be common, due to the relatively low engine mass the V configuration provides. Recently, the V configuration has been abandoned in favour of straight engines. These engines are usually straight-6 for heavy and medium duties and straight-4 for medium duty. Their <a href="Undersquare" class="mw-redirect" title="Undersquare">undersquare</a> design causes lower overall piston speeds which results in increased lifespan of up to 1,200,000 kilometres (750,000 mi).<a href="#cite_note-Merker_2014_48-220">[220]</a> Compared with 1970s diesel engines, the expected lifespan of modern lorry diesel engines has more than doubled.<a href="#cite_note-Merker_2014_264-218">[218]</a>

<div class="mw-heading mw-heading3"><h3 id="Railroad_rolling_stock">Railroad rolling stock</h3></div>

Diesel engines for locomotives are built for continuous operation between refuelings and may need to be designed to use poor quality fuel in some circumstances.<a href="#cite_note-Reif_2014_12-221">[221]</a> Some locomotives use two-stroke diesel engines.<a href="#cite_note-Merker_2014_284-222">[222]</a> Diesel engines have replaced <a href="Steam_locomotive" title="Steam locomotive">steam engines</a> on all non-electrified railroads in the world. The first <a href="Diesel_locomotive" title="Diesel locomotive">diesel locomotives</a> appeared in 1913,<a href="#cite_note-Tschöke_2018_10-81">[81]</a> and <a href="Diesel_multiple_units" class="mw-redirect" title="Diesel multiple units">diesel multiple units</a> soon after. Nearly all modern diesel locomotives are more correctly known as <a href="Diesel%E2%80%93electric_locomotive" class="mw-redirect" title="Diesel–electric locomotive">diesel–electric locomotives</a> because they use an electric transmission: the diesel engine drives an electric generator which powers electric traction motors.<a href="#cite_note-vB_2017_1289-223">[223]</a> While <a href="Electric_locomotive" title="Electric locomotive">electric locomotives</a> have replaced the diesel locomotive for passenger services in many areas diesel traction is widely used for cargo-hauling <a href="Freight_train" title="Freight train">freight trains</a> and on tracks where electrification is not economically viable.

In the 1940s, road vehicle diesel engines with power outputs of 150–200 metric horsepower (110–150 kW; 150–200 hp) were considered reasonable for DMUs. Commonly, regular truck powerplants were used. The height of these engines had to be less than 1 metre (3 ft 3 in) to allow underfloor installation. Usually, the engine was mated with a pneumatically operated mechanical gearbox, due to the low size, mass, and production costs of this design. Some DMUs used hydraulic torque converters instead. Diesel–electric transmission was not suitable for such small engines.<a href="#cite_note-Kremser_1942_22-224">[224]</a> In the 1930s, the <a href="Deutsche_Reichsbahn" title="Deutsche Reichsbahn">Deutsche Reichsbahn</a> standardised its first DMU engine. It was a 30.3 litres (1,850 cu in), 12-cylinder boxer unit, producing 275 metric horsepower (202 kW; 271 hp). Several German manufacturers produced engines according to this standard.<a href="#cite_note-Kremser_1942_23-225">[225]</a>

<div class="mw-heading mw-heading3"><h3 id="Watercraft">Watercraft</h3></div>

The requirements for marine diesel engines vary, depending on the application. For military use and medium-size boats, medium-speed four-stroke diesel engines are most suitable. These engines usually have up to 24 cylinders and come with power outputs in the one-digit Megawatt region.<a href="#cite_note-Reif_2014_12-221">[221]</a> Small boats may use lorry diesel engines. Large ships use extremely efficient, low-speed two-stroke diesel engines. They can reach efficiencies of up to 55%. Unlike most regular diesel engines, two-stroke watercraft engines use highly viscous <a href="Fuel_oil" title="Fuel oil">fuel oil</a>.<a href="#cite_note-Reif_2014_13-1">[1]</a> Submarines are usually diesel–electric.<a href="#cite_note-vB_2017_1289-223">[223]</a>

The first diesel engines for ships were made by A. B. Diesels Motorer Stockholm in 1903. These engines were three-cylinder units of 120 PS (88 kW) and four-cylinder units of 180 PS (132 kW) and used for Russian ships. In World War I, especially submarine diesel engine development advanced quickly. By the end of the War, double acting piston two-stroke engines with up to 12,200 PS (9 MW) had been made for marine use.<a href="#cite_note-Mau_1984_9_11-226">[226]</a>

<div class="mw-heading mw-heading3"><h3 id="Aviation">Aviation</h3></div>

<div role="note" class="hatnote navigation-not-searchable">Main article: <a href="Aircraft_diesel_engine" title="Aircraft diesel engine">Aircraft diesel engine</a></div>

<div class="mw-heading mw-heading4"><h4 id="Early">Early</h4></div>

Diesel engines had been used in aircraft before World War II, for instance, in the rigid airship <a href="LZ_129_Hindenburg" title="LZ 129 Hindenburg">LZ 129 Hindenburg</a>, which was powered by four <a href="Daimler-Benz_DB_602" title="Daimler-Benz DB 602">Daimler-Benz DB 602</a> diesel engines,<a href="#cite_note-227">[227]</a> or in several Junkers aircraft, which had <a href="Junkers_Jumo_205" title="Junkers Jumo 205">Jumo 205</a> engines installed.<a href="#cite_note-Reif_2012_103-101">[101]</a>

In 1929, in the United States, the <a href="Packard_Motor_Company" class="mw-redirect" title="Packard Motor Company">Packard Motor Company</a> developed America's first aircraft diesel engine, the <a href="Packard_DR-980" title="Packard DR-980">Packard DR-980</a>—an air-cooled, 9-cylinder <a href="Radial_engine" title="Radial engine">radial engine</a>. They installed it in various aircraft of the era—some of which were used in record-breaking distance or endurance flights,<a href="#cite_note-flies_700_miles_1929_05_15_nytimes_com-228">[228]</a><a href="#cite_note-packard_2019_05_24_dieselworldmag_com-229">[229]</a><a href="#cite_note-packard_diesel_buhl_earlyaviators_com-230">[230]</a><a href="#cite_note-enginehistory-231">[231]</a> and in the first successful demonstration of ground-to-air radiophone communications (voice radio having been previously unintelligible in aircraft equipped with spark-ignition engines, due to <a href="Electromagnetic_interference" title="Electromagnetic interference">electromagnetic interference</a>).<a href="#cite_note-packard_2019_05_24_dieselworldmag_com-229">[229]</a><a href="#cite_note-packard_diesel_buhl_earlyaviators_com-230">[230]</a> Additional advantages cited, at the time, included a lower risk of post-crash fire, and superior performance at high altitudes.<a href="#cite_note-packard_2019_05_24_dieselworldmag_com-229">[229]</a>

On March 6, 1930, the engine received an <a href="Type_Certificate" class="mw-redirect" title="Type Certificate">Approved Type Certificate</a>—first ever for an aircraft diesel engine—from the <a href="U.S._Department_of_Commerce" class="mw-redirect" title="U.S. Department of Commerce">U.S. Department of Commerce</a>.<a href="#cite_note-diesel_aviation_engines_1940_enginehistory_org-232">[232]</a> However, noxious exhaust fumes, cold-start and vibration problems, engine structural failures, the death of its developer, and the industrial economic contraction of the <a href="Great_Depression" title="Great Depression">Great Depression</a>, combined to kill the program.<a href="#cite_note-packard_2019_05_24_dieselworldmag_com-229">[229]</a>

<div class="mw-heading mw-heading4"><h4 id="Modern">Modern</h4></div>

From then, until the late 1970s, there had not been many applications of the diesel engine in aircraft. In 1978, <a href="Piper_Cherokee" class="mw-redirect" title="Piper Cherokee">Piper Cherokee</a> co-designer Karl H. Bergey argued that "the likelihood of a general aviation diesel in the near future is remote."<a href="#cite_note-233">[233]</a>

However, with the <a href="1970s_energy_crisis" title="1970s energy crisis">1970s energy crisis</a> and <a href="Environmental_movement" title="Environmental movement">environmental movement</a>, and resulting pressures for greater fuel economy, reduced carbon and lead in the atmosphere, and other issues, there was a resurgence of interest in diesel engines for aircraft. High-compression piston aircraft engines that run on aviation gasoline ("<a href="Avgas" title="Avgas">avgas</a>") generally require the addition of toxic <a href="Tetraethyl_lead" class="mw-redirect" title="Tetraethyl lead">Tetraethyl lead</a> to avgas, to avoid engine <a href="Engine_knocking" title="Engine knocking">pre-ignition and detonation</a>; but diesel engines do not require leaded fuel. Also, <a href="Biodiesel" title="Biodiesel">biodiesel</a> can, theoretically, provide a net reduction in atmospheric carbon compared to avgas. For these reasons, the <a href="General_aviation" title="General aviation">general aviation</a> community has begun to fear the possible banning or discontinuance of leaded avgas.<a href="#cite_note-inside_2018_08_01_flyingmag_com-8">[8]</a><a href="#cite_note-congressman_2012_10_24_generalaviationnews-234">[234]</a><a href="#cite_note-hanke_2006_07_21_g_a_news-235">[235]</a><a href="#cite_note-biodiesel_basics_2003_energy_gov-236">[236]</a>

Additionally, avgas is a specialty fuel in very low (and declining) demand, compared to other fuels, and its makers are susceptible to costly aviation-crash lawsuits, reducing refiners' interest in producing it. Outside the United States, avgas has already become increasingly difficult to find at airports (and generally), than less-expensive, diesel-compatible fuels like Jet-A and other <a href="Jet_fuel" title="Jet fuel">jet fuels</a>.<a href="#cite_note-inside_2018_08_01_flyingmag_com-8">[8]</a><a href="#cite_note-congressman_2012_10_24_generalaviationnews-234">[234]</a><a href="#cite_note-hanke_2006_07_21_g_a_news-235">[235]</a><a href="#cite_note-biodiesel_basics_2003_energy_gov-236">[236]</a>

By the late 1990s / early 2000s, diesel engines were beginning to appear in light aircraft. Most notably, <a href="Thielert" class="mw-redirect" title="Thielert">Frank Thielert and his Austrian engine enterprise</a>, began developing diesel engines to replace the 100 horsepower (75 kW) - 350 horsepower (260 kW) gasoline/piston engines in common light aircraft use.<a href="#cite_note-powerplant_ch7_phak_faa_gov-237">[237]</a> First successful application of the Theilerts to production aircraft was in the <a href="Diamond_DA42_Twin_Star" title="Diamond DA42 Twin Star">Diamond DA42 Twin Star</a> light twin, which exhibited exceptional fuel efficiency surpassing anything in its class,<a href="#cite_note-inside_2018_08_01_flyingmag_com-8">[8]</a><a href="#cite_note-diamond_2020_12_30_avweb_com-9">[9]</a><a href="#cite_note-diamond_da42_2004_05_12_flightglobal_com-238">[238]</a> and its single-seat predecessor, the <a href="Diamond_DA40_Diamond_Star" title="Diamond DA40 Diamond Star">Diamond DA40 Diamond Star</a>.<a href="#cite_note-inside_2018_08_01_flyingmag_com-8">[8]</a><a href="#cite_note-diamond_2020_12_30_avweb_com-9">[9]</a><a href="#cite_note-powerplant_ch7_phak_faa_gov-237">[237]</a>

In subsequent years, several other companies have developed aircraft diesel engines, or have begun to<a href="#cite_note-powerplant_ch7_phak_faa_gov-237">[237]</a>—most notably <a href="Continental_Aerospace_Technologies" title="Continental Aerospace Technologies">Continental Aerospace Technologies</a> which, by 2018, was reporting it had sold over 5,000 such engines worldwide.<a href="#cite_note-inside_2018_08_01_flyingmag_com-8">[8]</a><a href="#cite_note-diamond_2020_12_30_avweb_com-9">[9]</a><a href="#cite_note-certified_jet_a_engines_continental_aero-239">[239]</a>

The United States' <a href="Federal_Aviation_Administration" title="Federal Aviation Administration">Federal Aviation Administration</a> has reported that "by 2007, various jet-fueled piston aircraft had logged well over 600,000 hours of service".<a href="#cite_note-powerplant_ch7_phak_faa_gov-237">[237]</a> In early 2019, <a href="Aircraft_Owners_and_Pilots_Association" title="Aircraft Owners and Pilots Association">AOPA</a> reported that a diesel engine model for general aviation aircraft is "approaching the finish line."<a href="#cite_note-eps_update_2019_01_23_aopa_org-240">[240]</a> By late 2022, Continental was reporting that its "Jet-A" fueled engines had exceeded "2,000... in operation today," with over "9 million hours," and were being "specified by major OEMs" for <a href="Cessna_Aircraft" class="mw-redirect" title="Cessna Aircraft">Cessna</a>, <a href="Piper_Aircraft" title="Piper Aircraft">Piper</a>, <a href="Diamond_Aircraft" class="mw-redirect" title="Diamond Aircraft">Diamond</a>, <a href="Mooney_Aircraft" class="mw-redirect" title="Mooney Aircraft">Mooney</a>, <a href="Tecnam_Aircraft" class="mw-redirect" title="Tecnam Aircraft">Tecnam</a>, <a href="Glasair" class="mw-redirect" title="Glasair">Glasair</a> and <a href="Avions_Pierre_Robin" class="mw-redirect" title="Avions Pierre Robin">Robin</a> aircraft.<a href="#cite_note-certified_jet_a_engines_continental_aero-239">[239]</a>

In recent years (2016), diesel engines have also found use in unmanned aircraft (UAV), due to their reliability, durability, and low fuel consumption.<a href="#cite_note-knock_criteria_2017_meininger_doi_org-241">[241]</a><a href="#cite_note-Arnews2005-242">[242]</a><a href="#cite_note-defenseupdate2006-243">[243]</a>

<div class="mw-heading mw-heading3"><h3 id="Non-road_diesel_engines">Non-road diesel engines</h3></div>

<a href="Non-road_engine" title="Non-road engine">Non-road diesel engines</a> are commonly used for <a href="Construction_equipment" class="mw-redirect" title="Construction equipment">construction equipment</a> and <a href="Agricultural_machinery" title="Agricultural machinery">agricultural machinery</a>. Fuel efficiency, reliability and ease of maintenance are very important for such engines, whilst high power output and quiet operation are negligible. Therefore, mechanically controlled fuel injection and air-cooling are still very common. The common power outputs of non-road diesel engines vary a lot, with the smallest units starting at 3 kW, and the most powerful engines being heavy duty lorry engines.<a href="#cite_note-Reif_2014_12-221">[221]</a>

<div class="mw-heading mw-heading3"><h3 id="Stationary_diesel_engines">Stationary diesel engines</h3></div>

Stationary diesel engines are commonly used for electricity generation, but also for powering refrigerator compressors, or other types of compressors or pumps. Usually, these engines either run continuously with partial load, or intermittently with full load. Stationary diesel engines powering electric generators that put out an alternating current, usually operate with alternating load, but fixed rotational frequency. This is due to the mains' fixed frequency of either 50 Hz (Europe), or 60 Hz (United States). The engine's crankshaft rotational frequency is chosen so that the mains' frequency is a multiple of it. For practical reasons, this results in crankshaft rotational frequencies of either 25 Hz (1500 per minute) or 30 Hz (1800 per minute).<a href="#cite_note-Tschöke_2018_1066-244">[244]</a>

<div class="mw-heading mw-heading3"><h3 id="Diesel_engines_with_a_flexible_crankshaft">Diesel engines with a flexible crankshaft</h3></div>

Diesel engines with a flexible crankshaft refer to internal combustion engines where the crankshaft exhibits a degree of elasticity due to operational stresses, manufacturing tolerances, and material properties. Unlike a perfectly rigid crankshaft, a flexible one undergoes dynamic deformations due to cyclic combustion forces, inertial loads, and lubrication effects, which can lead to eccentric motion and vibrational displacement. This flexibility can impact engine performance by influencing bearing loads, lubrication film distribution, and mechanical wear, potentially reducing efficiency and lifespan. Advanced modeling techniques, such as Finite Element Analysis (FEA) and Multi-Body Dynamics (MBD), are used to predict and mitigate these effects, enabling better engine design, improved fuel efficiency, and enhanced durability. The flexibility of a crankshaft decreases the mass flow rate of air that goes into cylinders, resulting in an unfavorable higher rate of exhaust emissions like CO.<a href="#cite_note-245">[245]</a>

<div class="mw-heading mw-heading2"><h2 id="Low_heat_rejection_engines">Low heat rejection engines</h2></div>

A special class of prototype internal combustion <a href="Piston_engine" class="mw-redirect" title="Piston engine">piston engines</a> has been developed over several decades with the goal of improving efficiency by reducing heat loss.<a href="#cite_note-Papers_on_adiabatic_engines-246">[246]</a> These engines are variously called adiabatic engines; due to better approximation of adiabatic expansion; low heat rejection engines, or high temperature engines.<a href="#cite_note-Schwarz_1993-247">[247]</a> They are generally piston engines with combustion chamber parts lined with ceramic thermal barrier coatings.<a href="#cite_note-BRYZIK_1993-248">[248]</a> Some make use of pistons and other parts made of titanium which has a low thermal conductivity<a href="#cite_note-Danielson_1993-249">[249]</a> and density. Some designs are able to eliminate the use of a cooling system and associated parasitic losses altogether.<a href="#cite_note-Nanlin_1993-250">[250]</a> Developing lubricants able to withstand the higher temperatures involved has been a major barrier to commercialization.<a href="#cite_note-Kamo_1995-251">[251]</a>

<div class="mw-heading mw-heading2"><h2 id="Future_developments">Future developments</h2></div>

In mid-2010s literature, main development goals for future diesel engines are described as improvements of exhaust emissions, reduction of fuel consumption, and increase of lifespan (2014).<a href="#cite_note-Merker_2014_58-252">[252]</a><a href="#cite_note-Reif_2014_11-163">[163]</a> It is said that the diesel engine, especially the diesel engine for commercial vehicles, will remain the most important vehicle powerplant until the mid-2030s. Editors assume that the complexity of the diesel engine will increase further (2014).<a href="#cite_note-Merker_2014_273-253">[253]</a> Some editors expect a future convergency of diesel and <a href="Otto_engine" title="Otto engine">Otto engines'</a> operating principles due to Otto engine development steps made towards <a href="Homogeneous_charge_compression_ignition" title="Homogeneous charge compression ignition">homogeneous charge compression ignition</a> (2017).<a href="#cite_note-Stan_2017_252-254">[254]</a>

<ul><li><a href="Aircraft_diesel_engine" title="Aircraft diesel engine">Aircraft diesel engine</a></li>

<li><a href="Diesel_locomotive" title="Diesel locomotive">Diesel locomotive</a></li>

<li><a href="Diesel_automobile_racing" title="Diesel automobile racing">Diesel automobile racing</a></li>

<li><a href="Diesel%E2%80%93electric_transmission" class="mw-redirect" title="Diesel–electric transmission">Diesel–electric transmission</a></li>

<li><a href="Diesel_cycle" title="Diesel cycle">Diesel cycle</a></li>

<li><a href="Diesel_exhaust" title="Diesel exhaust">Diesel exhaust</a></li>

<li><a href="DieselHouse" title="DieselHouse">DieselHouse</a></li>

<li><a href="Diesel_generator" title="Diesel generator">Diesel generator</a></li>

<li><a href="Dieselisation" title="Dieselisation">Dieselisation</a></li>

<li><a href="History_of_the_internal_combustion_engine" title="History of the internal combustion engine">History of the internal combustion engine</a></li>

<li><a href="Indirect_injection" title="Indirect injection">Indirect injection</a></li>

<li><a href="Partially_premixed_combustion" title="Partially premixed combustion">Partially premixed combustion</a></li>

<li><a href="Reactivity_controlled_compression_ignition" title="Reactivity controlled compression ignition">Reactivity controlled compression ignition</a></li></ul>

</div>

<div class="mw-heading mw-heading2"><h2 id="References">References</h2></div>

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</style><a href="ISBN_(identifier)" class="mw-redirect" title="ISBN (identifier)">ISBN</a> <bdi>978-3-658-06554-6</bdi>. p. 13

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<li id="cite_note-Grote_2018_P93-2">^ <a href="#cite_ref-Grote_2018_P93_2-0">a</a> <a href="#cite_ref-Grote_2018_P93_2-1">b</a> Karl-Heinrich Grote, Beate Bender, Dietmar Göhlich (ed.): Dubbel – Taschenbuch für den Maschinenbau, 25th edition, Springer, Heidelberg 2018, <a href="ISBN_(identifier)" class="mw-redirect" title="ISBN (identifier)">ISBN</a> <bdi>978-3-662-54804-2</bdi>, 1205 pp. (P93)

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</style><a rel="nofollow" class="external text" href="https://worldwide.espacenet.com/textdoc?DB=EPODOC&IDX=ES16654">ES 16654</a>  "Perfeccionamientos en los motores de combustión interior."

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<li id="cite_note-BRYZIK_1993-248"><a href="#cite_ref-BRYZIK_1993_248-0">^</a> <cite id="CITEREFBryzikSchwarzKamoWoods1993" class="citation book cs1">Bryzik, Walter; Schwarz, Ernest; Kamo, Roy; Woods, Melvin (March 1, 1993). <a rel="nofollow" class="external text" href="http://papers.sae.org/931021/">"Low Heat Rejection From High Output Ceramic Coated Diesel Engine and Its Impact on Future Design"</a>. SAE Technical Paper Series. Vol. 1. <a href="Doi_(identifier)" class="mw-redirect" title="Doi (identifier)">doi</a>:<a rel="nofollow" class="external text" href="https://doi.org/10.4271%2F931021">10.4271/931021</a> – via papers.sae.org.</cite>

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<li id="cite_note-Danielson_1993-249"><a href="#cite_ref-Danielson_1993_249-0">^</a> <cite id="CITEREFDanielsonTurnerElwartBryzik1993" class="citation book cs1">Danielson, Eugene; Turner, David; Elwart, Joseph; Bryzik, Walter (March 1, 1993). <a rel="nofollow" class="external text" href="http://papers.sae.org/930985/">"Thermomechanical Stress Analysis of Novel Low Heat Rejection Cylinder Head Designs"</a>. SAE Technical Paper Series. Vol. 1. <a href="Doi_(identifier)" class="mw-redirect" title="Doi (identifier)">doi</a>:<a rel="nofollow" class="external text" href="https://doi.org/10.4271%2F930985">10.4271/930985</a> – via papers.sae.org.</cite>

</li>

<li id="cite_note-Nanlin_1993-250"><a href="#cite_ref-Nanlin_1993_250-0">^</a> <cite id="CITEREFNanlinShengyuanJingtuJinwen1993" class="citation book cs1">Nanlin, Zhang; Shengyuan, Zhong; Jingtu, Feng; Jinwen, Cai; Qinan, Pu; Yuan, Fan (March 1, 1993). <a rel="nofollow" class="external text" href="http://papers.sae.org/930984/">"Development of Model 6105 Adiabatic Engine"</a>. SAE Technical Paper Series. Vol. 1. <a href="Doi_(identifier)" class="mw-redirect" title="Doi (identifier)">doi</a>:<a rel="nofollow" class="external text" href="https://doi.org/10.4271%2F930984">10.4271/930984</a> – via papers.sae.org.</cite>

</li>

<li id="cite_note-Kamo_1995-251"><a href="#cite_ref-Kamo_1995_251-0">^</a> <cite id="CITEREFKamoKleymanBryzikSchwarz1995" class="citation book cs1">Kamo, Lloyd; Kleyman, Ardy; Bryzik, Walter; Schwarz, Ernest (February 1, 1995). <a rel="nofollow" class="external text" href="http://papers.sae.org/950979/">"Recent Development of Tribological Coatings for High Temperature Engines"</a>. SAE Technical Paper Series. Vol. 1. <a href="Doi_(identifier)" class="mw-redirect" title="Doi (identifier)">doi</a>:<a rel="nofollow" class="external text" href="https://doi.org/10.4271%2F950979">10.4271/950979</a> – via papers.sae.org.</cite>

</li>

<li id="cite_note-Merker_2014_58-252"><a href="#cite_ref-Merker_2014_58_252-0">^</a> Günter P. Merker, Rüdiger Teichmann (ed.): Grundlagen Verbrennungsmotoren – Funktionsweise · Simulation · Messtechnik, 7th edition, Springer, Wiesbaden 2014, <a href="ISBN_(identifier)" class="mw-redirect" title="ISBN (identifier)">ISBN</a> <bdi>978-3-658-03194-7</bdi>, p. 58

</li>

<li id="cite_note-Merker_2014_273-253"><a href="#cite_ref-Merker_2014_273_253-0">^</a> Günter P. Merker, Rüdiger Teichmann (ed.): Grundlagen Verbrennungsmotoren – Funktionsweise · Simulation · Messtechnik, 7th edition, Springer, Wiesbaden 2014, <a href="ISBN_(identifier)" class="mw-redirect" title="ISBN (identifier)">ISBN</a> <bdi>978-3-658-03194-7</bdi>, p. 273

</li>

<li id="cite_note-Stan_2017_252-254"><a href="#cite_ref-Stan_2017_252_254-0">^</a> Cornel Stan: Thermodynamik des Kraftfahrzeugs: Grundlagen und Anwendungen – mit Prozesssimulationen, Springer, Berlin/Heidelberg 2017, <a href="ISBN_(identifier)" class="mw-redirect" title="ISBN (identifier)">ISBN</a> <bdi>978-3-662-53722-0</bdi>. p. 252

</li>

</ol></div>

<div class="mw-heading mw-heading2"><h2 id="External_links">External links</h2></div>

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<div class="side-box-text plainlist">Wikimedia Commons has media related to <a href="https://commons.wikimedia.org/wiki/Category:Diesel_engines" class="extiw external" title="commons:Category:Diesel engines">Diesel engines</a>.</div></div>

</div>

<div class="side-box-text plainlist">Wikimedia Commons has media related to <a href="https://commons.wikimedia.org/wiki/Rudolf_Diesel" class="extiw external" title="commons:Rudolf Diesel">Rudolf Diesel</a>.</div></div>

</div>

<div class="side-box-text plainlist"><a href="Wikisource" title="Wikisource">Wikisource</a> has the text of the 1921 <a href="Collier's_Encyclopedia" title="Collier's Encyclopedia">Collier's Encyclopedia</a> article <a href="https://en.wikisource.org/wiki/Collier%27s_New_Encyclopedia_(1921)/Diesel_Engine" class="extiw external" title="s:Collier's New Encyclopedia (1921)/Diesel Engine">Diesel Engine</a>.</div></div>

</div>

<ul><li><cite class="citation web cs1"><a rel="nofollow" class="external text" href="https://web.archive.org/web/20200224174227/https://dieselinformation.aecc.eu/">"Diesel Information Hub"</a>. Association for Emissions Control by Catalyst. Archived from <a rel="nofollow" class="external text" href="https://dieselinformation.aecc.eu/">the original</a> on February 24, 2020. Retrieved July 25, 2018.</cite></li>

<li>The short film <a rel="nofollow" class="external text" href="https://archive.org/details/0613_Diesel_Story_The_06_30_42_18">The Diesel Story (1952)</a> is available for free viewing and download at the <a href="Internet_Archive" title="Internet Archive">Internet Archive</a>.</li>

<li><a rel="nofollow" class="external text" href="https://www.youtube.com/watch?v=DDLJgUaBpmM"> "Introduction to Two Stroke Marine Diesel Engine"</a> on <a href="YouTube_video_(identifier)" class="mw-redirect" title="YouTube video (identifier)">YouTube</a></li>

<li><a rel="nofollow" class="external text" href="https://www.youtube.com/watch?v=wCA5pInfPpM"> "The Engine That Powers the World" BBC Documentary</a> on <a href="YouTube_video_(identifier)" class="mw-redirect" title="YouTube video (identifier)">YouTube</a></li></ul>

<div class="mw-heading mw-heading3"><h3 id="Patents">Patents</h3></div>

<ul><li><a rel="nofollow" class="external text" href="http://pdfpiw.uspto.gov/.piw?docid=00542846&SectionNum=2&IDKey=1BB1E16A8D0F&HomeUrl=http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO1%2526Sect2=HITOFF%2526d=PALL%2526p=1%2526u=%25252Fnetahtml%25252FPTO%25252Fsrchnum.htm%2526r=1%2526f=G%2526l=50%2526s1=0542846.PN.%2526OS=PN/0542846%2526RS=PN/0542846">Method of and Apparatus for Converting Heat into Work. # 542846 filed 1892</a> <a rel="nofollow" class="external text" href="https://web.archive.org/web/20210426124258/http://pdfpiw.uspto.gov/.piw?docid=00542846&SectionNum=2&IDKey=1BB1E16A8D0F&HomeUrl=http%3A%2F%2Fpatft.uspto.gov%2Fnetacgi%2Fnph-Parser%3FSect1%3DPTO1%2526Sect2%3DHITOFF%2526d%3DPALL%2526p%3D1%2526u%3D%25252Fnetahtml%25252FPTO%25252Fsrchnum.htm%2526r%3D1%2526f%3DG%2526l%3D50%2526s1%3D0542846.PN.%2526OS%3DPN%2F0542846%2526RS%3DPN%2F0542846">Archived</a> April 26, 2021, at the <a href="Wayback_Machine" title="Wayback Machine">Wayback Machine</a></li>

<li><a rel="nofollow" class="external text" href="http://pdfpiw.uspto.gov/.piw?Docid=00608845&homeurl=http%3A%2F%2Fpatft.uspto.gov%2Fnetacgi%2Fnph-Parser%3FSect1%3DPTO1%2526Sect2%3DHITOFF%2526d%3DPALL%2526p%3D1%2526u%3D%25252Fnetahtml%25252FPTO%25252Fsrchnum.htm%2526r%3D1%2526f%3DG%2526l%3D50%2526s1%3D0608845.PN.%2526OS%3DPN%2F0608845%2526RS%3DPN%2F0608845&PageNum=&Rtype=&SectionNum=&idkey=NONE&Input=View+first+page">Internal Combustion Engine #608845 filed 1895</a></li></ul>

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</style><div id="Heat_engines39" style="font-size:114%;margin:0 4em"><a href="Heat_engine" title="Heat engine">Heat engines</a></div></th></tr><tr><td colspan="2" class="navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Carnot_heat_engine" title="Carnot heat engine">Carnot engine</a></li>

<li><a href="Fluidyne_engine" title="Fluidyne engine">Fluidyne</a></li>

<li><a href="Gas_turbine" title="Gas turbine">Gas turbine</a></li>

<li><a href="Minto_wheel" title="Minto wheel">Minto wheel</a></li>

<li><a href="Photo-Carnot_engine" title="Photo-Carnot engine">Photo-Carnot engine</a></li>

<li><a href="Reciprocating_engine" title="Reciprocating engine">Piston</a></li>

<li><a href="Pistonless_rotary_engine" title="Pistonless rotary engine">Pistonless (Rotary)</a></li>

<li><a href="Rijke_tube" title="Rijke tube">Rijke tube</a></li>

<li><a href="Rocket_engine" title="Rocket engine">Rocket</a></li>

<li><a href="Split-single_engine" title="Split-single engine">Split-single</a></li>

<li><a href="Steam_engine" title="Steam engine">Steam (reciprocating)</a></li>

<li><a href="Steam_turbine" title="Steam turbine">Steam turbine</a>

<ul><li><a href="Aeolipile" title="Aeolipile">Aeolipile</a></li></ul></li>

<li><a href="Stirling_engine" title="Stirling engine">Stirling</a></li>

<li><a href="Thermoacoustic_heat_engine" title="Thermoacoustic heat engine">Thermoacoustic</a></li>

<li><a href="Manson_engine" title="Manson engine">Manson engine</a></li></ul>

</div></td></tr><tr><td colspan="2" class="navbox-list navbox-even hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Beale_number" title="Beale number">Beale number</a></li>

<li><a href="West_number" title="West number">West number</a></li></ul>

</div></td></tr><tr><td colspan="2" class="navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Timeline_of_heat_engine_technology" title="Timeline of heat engine technology">Timeline of heat engine technology</a></li></ul>

</div></td></tr><tr><td class="navbox-abovebelow" colspan="2" style="background:#F0DC82;"><div><a href="Thermodynamic_cycle" title="Thermodynamic cycle">Thermodynamic cycle</a></div></td></tr></tbody></table></div>

<div class="navbox-styles"></div><div role="navigation" class="navbox" aria-labelledby="Internal_combustion_engine562" style="padding:3px"><table class="nowraplinks mw-collapsible autocollapse navbox-inner" style="border-spacing:0;background:transparent;color:inherit"><tbody><tr><th scope="col" class="navbox-title" colspan="2"><div id="Internal_combustion_engine562" style="font-size:114%;margin:0 4em"><a href="Internal_combustion_engine" title="Internal combustion engine">Internal combustion engine</a></div></th></tr><tr><td class="navbox-abovebelow" colspan="2"><div>Part of the <a href="Car" title="Car">Automobile</a> series</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Engine_block" title="Engine block">Engine block</a> and rotating assembly</th><td class="navbox-list-with-group navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Balance_shaft" title="Balance shaft">Balance shaft</a></li>

<li><a href="Block_heater" title="Block heater">Block heater</a></li>

<li><a href="Connecting_rod" title="Connecting rod">Connecting rod</a></li>

<li><a href="Crankcase" title="Crankcase">Crankcase</a></li>

<li><a href="Crankcase_ventilation_system" title="Crankcase ventilation system">Crankcase ventilation system (PCV valve)</a></li>

<li><a href="Crankpin" title="Crankpin">Crankpin</a></li>

<li><a href="Crankshaft" title="Crankshaft">Crankshaft</a></li>

<li><a href="Core_plug" title="Core plug">Core plug (freeze plug)</a></li>

<li><a href="Cylinder_(engine)" title="Cylinder (engine)">Cylinder</a> (<a href="Cylinder_bank" class="mw-redirect" title="Cylinder bank">bank</a>, <a href="Engine_configuration" title="Engine configuration">layout</a>)</li>

<li><a href="Engine_displacement" title="Engine displacement">Displacement</a></li>

<li><a href="Flywheel" title="Flywheel">Flywheel</a></li>

<li><a href="Firing_order" title="Firing order">Firing order</a></li>

<li><a href="Stroke_(engine)" title="Stroke (engine)">Stroke</a></li>

<li><a href="Main_bearing" title="Main bearing">Main bearing</a></li>

<li><a href="Piston" title="Piston">Piston</a></li>

<li><a href="Piston_ring" title="Piston ring">Piston ring</a></li>

<li><a href="Starter_ring_gear" title="Starter ring gear">Starter ring gear</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Valvetrain" title="Valvetrain">Valvetrain</a> and <a href="Cylinder_head" title="Cylinder head">Cylinder head</a></th><td class="navbox-list-with-group navbox-list navbox-even hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Flathead_engine" title="Flathead engine">Flathead layout</a></li>

<li><a href="Overhead_camshaft_engine" title="Overhead camshaft engine">Overhead camshaft layout</a></li>

<li><a href="Overhead_valve_engine" title="Overhead valve engine">Overhead valve (pushrod) layout</a></li></ul>

<ul><li><a href="Tappet" title="Tappet">Tappet / lifter</a></li>

<li><a href="Camshaft" title="Camshaft">Camshaft</a></li>

<li><a href="Chest_(mechanical_engineering)" title="Chest (mechanical engineering)">Chest</a></li>

<li><a href="Combustion_chamber" title="Combustion chamber">Combustion chamber</a></li>

<li><a href="Compression_ratio" title="Compression ratio">Compression ratio</a></li>

<li><a href="Head_gasket" title="Head gasket">Head gasket</a></li>

<li><a href="Rocker_arm" title="Rocker arm">Rocker arm</a></li>

<li><a href="Timing_belt_(camshaft)" title="Timing belt (camshaft)">Timing belt</a></li>

<li><a href="Poppet_valve" title="Poppet valve">Valve</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Forced_induction" title="Forced induction">Forced induction</a></th><td class="navbox-list-with-group navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Blowoff_valve" title="Blowoff valve">Blowoff valve</a></li>

<li><a href="Boost_controller" title="Boost controller">Boost controller</a></li>

<li><a href="Intercooler" title="Intercooler">Intercooler</a></li>

<li><a href="Supercharger" title="Supercharger">Supercharger</a></li>

<li><a href="Turbocharger" title="Turbocharger">Turbocharger</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%">Fuel system</th><td class="navbox-list-with-group navbox-list navbox-even hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul>

<li><a href="Petrol_engine" title="Petrol engine">Petrol engine</a></li>

<li><a href="Carburetor" title="Carburetor">Carburetor</a></li>

<li><a href="Fuel_filter" title="Fuel filter">Fuel filter</a></li>

<li><a href="Fuel_injection" title="Fuel injection">Fuel injection</a></li>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Ignition_system" title="Ignition system">Ignition</a></th><td class="navbox-list-with-group navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Ignition_magneto" title="Ignition magneto">Magneto</a></li>

<li><a href="Compression_ignition" class="mw-redirect" title="Compression ignition">Compression ignition</a></li>

<li><a href="Distributor" title="Distributor">Distributor</a></li>

<li><a href="Ignition_coil" title="Ignition coil">Ignition coil</a></li>

<li><a href="Spark_plug" title="Spark plug">Spark plug</a></li>

<li><a href="Spark_plug_wires" title="Spark plug wires">Spark plug wires</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><div style="display: inline-block; line-height: 1.2em; padding: .1em 0;">Engine management</div></th><td class="navbox-list-with-group navbox-list navbox-even hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Engine_control_unit" title="Engine control unit">Engine control unit (ECU)</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><div style="display: inline-block; line-height: 1.2em; padding: .1em 0;">Electrical system</div></th><td class="navbox-list-with-group navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Alternator_(automotive)" title="Alternator (automotive)">Alternator</a></li>

<li><a href="Automotive_battery" title="Automotive battery">Battery</a></li>

<li><a href="Dynamo" title="Dynamo">Dynamo</a></li>

<li><a href="Starter_(engine)" title="Starter (engine)">Starter motor</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%">Intake system</th><td class="navbox-list-with-group navbox-list navbox-even hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Airbox" title="Airbox">Airbox</a></li>

<li><a href="Air_filter#Internal_combustion_engine_air_filters" title="Air filter">Air filter</a></li>

<li><a href="Idle_air_control_actuator" title="Idle air control actuator">Idle air control actuator</a></li>

<li><a href="Inlet_manifold" title="Inlet manifold">Inlet manifold</a></li>

<li><a href="MAP_sensor" title="MAP sensor">MAP sensor</a></li>

<li><a href="Mass_flow_sensor" title="Mass flow sensor">MAF sensor</a></li>

<li><a href="Throttle" title="Throttle">Throttle</a></li>

<li><a href="Throttle_position_sensor" title="Throttle position sensor">Throttle position sensor</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Exhaust_system" title="Exhaust system">Exhaust system</a></th><td class="navbox-list-with-group navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Catalytic_converter" title="Catalytic converter">Catalytic converter</a></li>

<li><a href="Diesel_particulate_filter" title="Diesel particulate filter">Diesel particulate filter</a></li>

<li><a href="Exhaust_gas_temperature_gauge" title="Exhaust gas temperature gauge">EGT sensor</a></li>

<li><a href="Exhaust_manifold" title="Exhaust manifold">Exhaust manifold</a></li>

<li><a href="Muffler" title="Muffler">Muffler</a></li>

<li><a href="Oxygen_sensor#Automotive_applications" title="Oxygen sensor">Oxygen sensor</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Internal_combustion_engine_cooling" title="Internal combustion engine cooling">Cooling system</a></th><td class="navbox-list-with-group navbox-list navbox-even hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Air_cooling" title="Air cooling">Air cooling</a></li>

<li><a href="Water_cooling" title="Water cooling">Water cooling</a></li></ul>

<ul><li><a href="Fan_(machine)" title="Fan (machine)">Electric fan</a></li>

<li><a href="Radiator_(engine_cooling)" title="Radiator (engine cooling)">Radiator</a></li>

<li><a href="Thermostat" title="Thermostat">Thermostat</a></li>

<li><a href="Fan_clutch" title="Fan clutch">Viscous fan (fan clutch)</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%">Lubrication</th><td class="navbox-list-with-group navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<li><a href="Oil_filter" title="Oil filter">Oil filter</a></li>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%">Other</th><td class="navbox-list-with-group navbox-list navbox-even hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Engine_knocking" title="Engine knocking">Knocking / pinging</a></li>

<li><a href="Power_band" title="Power band">Power band</a></li>

<li><a href="Redline" title="Redline">Redline</a></li>

<li><a href="Stratified_charge_engine" title="Stratified charge engine">Stratified charge</a></li>

<li><a href="Dead_centre_(engineering)" title="Dead centre (engineering)">Top dead centre</a></li></ul>

</div></td></tr><tr><td class="navbox-abovebelow hlist" colspan="2" style="font-weight:bold;"><div>

<ul><li><a href="Portal%3ACars" title="Portal:Cars">Portal</a></li>

<li>Category</li></ul>

</div></td></tr></tbody></table></div>

/* start https://en.wikipedia.org/ */

.mw-parser-output .nobold{font-weight:normal}

/* end https://en.wikipedia.org/ */

</style></div><div role="navigation" class="navbox" aria-labelledby="Car_design560" style="padding:3px"><table class="nowraplinks mw-collapsible mw-collapsed navbox-inner" style="border-spacing:0;background:transparent;color:inherit"><tbody><tr><th scope="col" class="navbox-title" colspan="2"><div id="Car_design560" style="font-size:114%;margin:0 4em"><a href="Car" title="Car">Car</a> design</div></th></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Car_classification" title="Car classification">Classification</a></th><td class="navbox-list-with-group navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em"></div><table class="nowraplinks navbox-subgroup" style="border-spacing:0"><tbody><tr><th scope="row" class="navbox-group" style="width:1%">By size</th><td class="navbox-list-with-group navbox-list navbox-odd" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Microcar" title="Microcar">Micro</a></li>

<li><a href="Subcompact_car" title="Subcompact car">Subcompact</a></li>

<li><a href="B-segment" title="B-segment">Supermini</a></li>

<li><a href="Family_car" title="Family car">Family</a></li>

<li><a href="Compact_car" title="Compact car">Compact</a></li>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Custom_car" title="Custom car">Custom</a></th><td class="navbox-list-with-group navbox-list navbox-even" style="width:100%;padding:0"><div style="padding:0 0.25em">

<li><a href="Lowrider" title="Lowrider">Lowrider</a></li>

<li><a href="Sandrail" title="Sandrail">Sandrail</a></li>

<li><a href="T-bucket" title="T-bucket">T-bucket</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Luxury_car" title="Luxury car">Luxury</a></th><td class="navbox-list-with-group navbox-list navbox-odd" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Compact_executive_car" title="Compact executive car">Compact executive</a></li>

<li><a href="Executive_car" title="Executive car">Executive</a></li>

<li><a href="Personal_luxury_car" title="Personal luxury car">Personal</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Minivan" title="Minivan">Minivan / MPV</a></th><td class="navbox-list-with-group navbox-list navbox-even" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Compact_MPV" title="Compact MPV">Compact</a></li>

<li><a href="Leisure_activity_vehicle" class="mw-redirect" title="Leisure activity vehicle">Leisure</a></li>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="SUV" title="SUV">SUV</a></th><td class="navbox-list-with-group navbox-list navbox-odd" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Compact_sport_utility_vehicle" title="Compact sport utility vehicle">Compact</a></li>

<li><a href="Crossover_(automobile)" class="mw-redirect" title="Crossover (automobile)">Crossover (CUV)</a></li>

<li><a href="Coupe_SUV" title="Coupe SUV">Coupe SUV</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Sports_car" title="Sports car">Sports</a></th><td class="navbox-list-with-group navbox-list navbox-even" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Grand_tourer" title="Grand tourer">Grand tourer</a></li>

<li><a href="Hot_hatch" title="Hot hatch">Hot hatch</a></li>

<li><a href="Muscle_car" title="Muscle car">Muscle</a></li>

<li><a href="Sport_compact" title="Sport compact">Sport compact</a></li>

<li><a href="Sports_sedan" title="Sports sedan">Sports sedan</a></li>

<li><a href="Supercar" title="Supercar">Super</a></li>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%">Other</th><td class="navbox-list-with-group navbox-list navbox-odd" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Antique_car" title="Antique car">Antique</a></li>

<li><a href="Classic_car" title="Classic car">Classic</a></li>

<li><a href="Economy_car" title="Economy car">Economy</a></li>

<li><a href="Vintage_car" title="Vintage car">Vintage car</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Euro_Car_Segment" title="Euro Car Segment">EU</a></th><td class="navbox-list-with-group navbox-list navbox-even" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="A-segment" title="A-segment">A-segment</a></li>

<li><a href="B-segment" title="B-segment">B-segment</a></li>

<li><a href="C-segment" title="C-segment">C-segment</a></li>

<li><a href="D-segment" title="D-segment">D-segment</a></li>

<li><a href="E-segment" title="E-segment">E-segment</a></li>

<li><a href="F-segment" title="F-segment">F-segment</a></li>

<li><a href="J-segment" class="mw-redirect" title="J-segment">J-segment</a></li>

<li><a href="M-segment" class="mw-redirect" title="M-segment">M-segment</a></li>

<li><a href="S-segment" title="S-segment">S-segment</a></li></ul>

</div></td></tr></tbody></table><div></div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Car_body_style" title="Car body style">Body styles</a></th><td class="navbox-list-with-group navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<li><a href="Baquet_(car_body_style)" class="mw-redirect" title="Baquet (car body style)">Baquet</a></li>

<li><a href="Barchetta" title="Barchetta">Barchetta</a></li>

<li><a href="Berlinetta" title="Berlinetta">Berlinetta</a></li>

<li><a href="Brougham_(car_body)" title="Brougham (car body)">Brougham</a></li>

<li><a href="Cabrio_coach" title="Cabrio coach">Cabrio coach</a></li>

<li><a href="Convertible" title="Convertible">Cabriolet / Convertible / Drophead coupe</a></li>

<li><a href="Coupe" title="Coupe">Coupe</a></li>

<li><a href="Coupe_de_Ville" class="mw-redirect" title="Coupe de Ville">Coupé de Ville / Sedanca de Ville</a></li>

<li><a href="Coup%C3%A9_utility" title="Coupé utility">Coupé utility</a></li>

<li><a href="Fastback" title="Fastback">Fastback</a></li>

<li><a href="Hardtop" title="Hardtop">Hardtop</a></li>

<li><a href="Hatchback" title="Hatchback">Hatchback</a></li>

<li><a href="Kammback" title="Kammback">Kammback</a></li>

<li><a href="Landaulet_(car)" title="Landaulet (car)">Landaulet</a></li>

<li><a href="Liftback" title="Liftback">Liftback</a></li>

<li><a href="Limousine" title="Limousine">Limousine</a></li>

<li><a href="Microvan" title="Microvan">Microvan</a></li>

<li><a href="Minibus" title="Minibus">Minibus</a></li>

<li><a href="Multi-stop_truck" title="Multi-stop truck">Multi-stop truck</a></li>

<li><a href="Notchback" title="Notchback">Notchback</a></li>

<li><a href="Panel_van" title="Panel van">Panel van</a></li>

<li><a href="Phaeton_body" title="Phaeton body">Phaeton</a></li>

<li><a href="Pickup_truck" title="Pickup truck">Pickup truck</a></li>

<li><a href="Quad_coup%C3%A9" class="mw-redirect" title="Quad coupé">Quad coupé</a></li>

<li><a href="Convertible" title="Convertible">Retractable hardtop</a></li>

<li><a href="Roadster_(automobile)" class="mw-redirect" title="Roadster (automobile)">Roadster / Spider / Spyder</a></li>

<li><a href="Runabout_(car)" title="Runabout (car)">Runabout</a></li>

<li><a href="Sedan_(automobile)" title="Sedan (automobile)">Saloon / Sedan</a></li>

<li><a href="Panel_van" title="Panel van">Sedan delivery/Panel van</a></li>

<li><a href="Shooting_brake" title="Shooting brake">Shooting brake</a></li>

<li><a href="Station_wagon" title="Station wagon">Station wagon</a></li>

<li><a href="Targa_top" title="Targa top">Targa top</a></li>

<li><a href="Torpedo_(car)" title="Torpedo (car)">Torpedo</a></li>

<li><a href="Touring_car" title="Touring car">Touring</a></li>

<li><a href="Coupe_de_Ville" class="mw-redirect" title="Coupe de Ville">Town (Coupé de Ville)</a></li>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%">Specialized vehicles</th><td class="navbox-list-with-group navbox-list navbox-even hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="All-terrain_vehicle" title="All-terrain vehicle">All-terrain vehicle</a></li>

<li><a href="Amphibious_vehicle" title="Amphibious vehicle">Amphibious</a></li>

<li><a href="Connected_car" title="Connected car">Connected</a></li>

<li><a href="Self-driving_car" title="Self-driving car">Driverless (autonomous)</a></li>

<li><a href="Dune_buggy" title="Dune buggy">Dune buggy</a></li>

<li><a href="Gyrocar" title="Gyrocar">Gyrocar</a></li>

<li><a href="Quadracycle" title="Quadracycle">Pedal car</a></li>

<li><a href="Personal_rapid_transit" title="Personal rapid transit">Personal rapid transit</a></li>

<li><a href="Police_car" title="Police car">Police car</a></li>

<li><a href="Flying_car" title="Flying car">Flying car</a></li>

<li><a href="Taxicab" class="mw-redirect" title="Taxicab">Taxicab</a></li>

<li><a href="Tow_truck" title="Tow truck">Tow truck</a></li>

<li><a href="Voiturette" title="Voiturette">Voiturette</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Propulsion#Ground" title="Propulsion">Propulsion</a></th><td class="navbox-list-with-group navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Alternative_fuel_vehicle" title="Alternative fuel vehicle">Alternative fuel</a></li>

<li><a href="Autogas" title="Autogas">Autogas</a></li>

<li><a href="Biodiesel" title="Biodiesel">Biodiesel</a></li>

<li><a href="Biofuel" title="Biofuel">Biofuel</a></li>

<li><a href="Biogasoline" title="Biogasoline">Biogasoline</a></li>

<li><a href="Biogas" title="Biogas">Biogas</a></li>

<li><a href="Compressed_natural_gas" title="Compressed natural gas">Compressed natural gas</a></li>

<li><a href="Electric_vehicle" title="Electric vehicle">Electric</a> (<a href="Battery_electric_vehicle" title="Battery electric vehicle">battery</a></li>

<li><a href="Common_ethanol_fuel_mixtures" title="Common ethanol fuel mixtures">Ethanol</a> (<a href="E85" title="E85">E85</a>)</li>

<li><a href="Fossil_fuel" title="Fossil fuel">Fossil fuel</a></li>

<li><a href="Natural_gas" title="Natural gas">Natural gas</a></li>

<li><a href="Petrol_engine" title="Petrol engine">Gasoline / petrol</a> (<a href="Gasoline_direct_injection" title="Gasoline direct injection">direct injection</a>)</li>

<li><a href="Homogeneous_charge_compression_ignition" title="Homogeneous charge compression ignition">Homogeneous charge compression ignition</a></li>

<li><a href="Hybrid_electric_vehicle" title="Hybrid electric vehicle">Hybrid</a> (<a href="Plug-in_hybrid" title="Plug-in hybrid">plug-in</a>)</li>

<li><a href="Hydrogen_vehicle" title="Hydrogen vehicle">Hydrogen</a></li>

<li><a href="Internal_combustion_engine" title="Internal combustion engine">Internal combustion</a></li>

<li><a href="Liquid_nitrogen_engine" title="Liquid nitrogen engine">Liquid nitrogen</a></li>

<li><a href="Liquified_petroleum_gas" class="mw-redirect" title="Liquified petroleum gas">Liquified petroleum gas</a></li>

<li><a href="Steam_car" title="Steam car">Steam</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Drive_wheel" title="Drive wheel">Drive wheels</a></th><td class="navbox-list-with-group navbox-list navbox-even hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Front-wheel_drive" title="Front-wheel drive">Front-wheel</a></li>

<li><a href="Powertrain_layout#Rear_wheel_drive_layouts" title="Powertrain layout">Rear-wheel</a></li>

<li><a href="Two-wheel_drive" title="Two-wheel drive">Two-wheel</a></li>

<li><a href="Four-wheel_drive" title="Four-wheel drive">Four-wheel</a></li>

<li><a href="Six-wheel_drive" title="Six-wheel drive">Six-wheel</a></li>

<li><a href="Eight-wheel_drive" title="Eight-wheel drive">Eight-wheel</a></li>

<li><a href="Ten-wheel_drive" class="mw-redirect" title="Ten-wheel drive">Ten-wheel</a></li>

<li><a href="Twelve-wheel_drive" class="mw-redirect" title="Twelve-wheel drive">Twelve-wheel</a></li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Powertrain_layout" title="Powertrain layout">Engine position</a></th><td class="navbox-list-with-group navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Front-engine_design" title="Front-engine design">Front</a></li>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Powertrain_layout" title="Powertrain layout">Layout</a> (engine / drive)</th><td class="navbox-list-with-group navbox-list navbox-even hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Front-engine%2C_front-wheel-drive_layout" title="Front-engine, front-wheel-drive layout">Front-front</a> </li>

<li> <a href="Front-mid-engine%2C_front-wheel-drive_layout" title="Front-mid-engine, front-wheel-drive layout">Front mid-front</a> </li>

<li> <a href="Rear-engine%2C_front-wheel-drive_layout" title="Rear-engine, front-wheel-drive layout">Rear-front</a> </li>

<li> <a href="Front-engine%2C_rear-wheel-drive_layout" title="Front-engine, rear-wheel-drive layout">Front-rear</a> </li>

<li> <a href="Front-engine%2C_four-wheel-drive_layout" title="Front-engine, four-wheel-drive layout">Front-four-wheel</a> </li>

<li> <a href="Mid-engine%2C_four-wheel-drive_layout" title="Mid-engine, four-wheel-drive layout">Mid-four-wheel</a> </li>

<li> <a href="Rear-engine%2C_four-wheel-drive_layout" title="Rear-engine, four-wheel-drive layout">Rear-four-wheel</a> </li>

<li> <a href="Dual-motor%2C_four-wheel-drive_layout" title="Dual-motor, four-wheel-drive layout">Dual motor-four-wheel</a> </li>

<li> <a href="Individual_wheel_drive" title="Individual wheel drive">Individual wheel drive</a> </li></ul>

</div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%"><a href="Engine_configuration" title="Engine configuration">Engine configuration</a> (<a href="Internal_combustion_engine" title="Internal combustion engine">internal combustion</a>)</th><td class="navbox-list-with-group navbox-list navbox-odd hlist" style="width:100%;padding:0"><div style="padding:0 0.25em">

<ul><li><a href="Flat_engine" title="Flat engine">Boxer</a></li>

<li><a href="Four-stroke_engine" title="Four-stroke engine">Four-stroke</a></li>

<li><a href="H_engine" title="H engine">H-block</a></li>

<li><a href="Reciprocating_engine" title="Reciprocating engine">Reciprocating</a></li>

<li><a href="Single-cylinder_engine" title="Single-cylinder engine">Single-cylinder</a></li>

<li><a href="Straight_engine" title="Straight engine">Straight</a></li>

<li><a href="Two-stroke_engine" title="Two-stroke engine">Two-stroke</a></li>

<li><a href="W_engine" title="W engine">W engine</a></li>

<li><a href="Wankel_engine" title="Wankel engine">Wankel</a></li></ul>

</div></td></tr><tr><td class="navbox-abovebelow hlist" colspan="2" style="font-weight:bold;"><div>

<ul><li><a href="Portal%3ACars" title="Portal:Cars">Portal</a></li>

<li>Category</li>

<li>Template:EC car classification</li></ul>

</div></td></tr></tbody></table></div>

<div class="navbox-styles"></div><div role="navigation" class="navbox authority-control" aria-labelledby="Authority_control_databases_frameless&#124;text-top&#124;10px&#124;alt=Edit_this_at_Wikidata&#124;link=https&#58;//www.wikidata.org/wiki/Q174174#identifiers&#124;class=noprint&#124;Edit_this_at_Wikidata1623" style="padding:3px"><table class="nowraplinks hlist mw-collapsible autocollapse navbox-inner" style="border-spacing:0;background:transparent;color:inherit"><tbody><tr><th scope="col" class="navbox-title" colspan="2"><div id="Authority_control_databases_frameless&#124;text-top&#124;10px&#124;alt=Edit_this_at_Wikidata&#124;link=https&#58;//www.wikidata.org/wiki/Q174174#identifiers&#124;class=noprint&#124;Edit_this_at_Wikidata1623" style="font-size:114%;margin:0 4em">Authority control databases </div></th></tr><tr><th scope="row" class="navbox-group" style="width:1%">National</th><td class="navbox-list-with-group navbox-list navbox-odd" style="width:100%;padding:0"><div style="padding:0 0.25em"><ul><li><a rel="nofollow" class="external text" href="https://d-nb.info/gnd/4012211-6">Germany</a></li><li><a rel="nofollow" class="external text" href="https://id.loc.gov/authorities/sh85037828">United States</a></li><li><a rel="nofollow" class="external text" href="https://catalogue.bnf.fr/ark:/12148/cb11932537p">France</a></li><li><a rel="nofollow" class="external text" href="https://data.bnf.fr/ark:/12148/cb11932537p">BnF data</a></li><li><a rel="nofollow" class="external text" href="https://id.ndl.go.jp/auth/ndlna/00561498">Japan</a></li><li><a rel="nofollow" class="external text" href="https://aleph.nkp.cz/F/?func=find-c&local_base=aut&ccl_term=ica=ph184919&CON_LNG=ENG">Czech Republic</a><ul><li><a rel="nofollow" class="external text" href="https://aleph.nkp.cz/F/?func=find-c&local_base=aut&ccl_term=ica=ph116656&CON_LNG=ENG">2</a></li></ul></li><li><a rel="nofollow" class="external text" href="https://www.nli.org.il/en/authorities/987007553026005171">Israel</a></li></ul></div></td></tr><tr><th scope="row" class="navbox-group" style="width:1%">Other</th><td class="navbox-list-with-group navbox-list navbox-even" style="width:100%;padding:0"><div style="padding:0 0.25em"><ul><li><a rel="nofollow" class="external text" href="https://catalog.archives.gov/id/10637219">NARA</a></li><li><a rel="nofollow" class="external text" href="https://lux.collections.yale.edu/view/concept/b35ee5d3-97c4-44b5-8b66-b85558cef893">Yale LUX</a></li></ul></div></td></tr></tbody></table></div></div><div><div class="zim-footer">

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