What is the efficiency rating of a diesel engine?
92238
I know what you mean; the problem is there is such a variety of accessories for a diesel that changes the efficiencies.  Direct injected common-rail engines with turbochargers and intercoolers are usually more efficient than indirect-injected turbo-charged engines.  \n\nGasoline engines typically are rated at about 8%-10% efficiency, while diesels roughly are 11%-13% efficient.  It is all anecdotal evidence from many articles.  Nobody really has a good number because of variances of construction, etc.  Diesel also has a higher heating value per gallon than gasoline, so that accounts for some of the higher efficiency.
861817
10 kg load weight 98 Newtons (10 x 9.8).\nA force of 98 newtons acting over a distance of 4 meters does 392 joules (= 4 x 98 newton-meters) of work.\nIf the engine does 500 joules of work, its efficiency (output/input) is 392 / 500 = .784, or 78.4%.
165642
power and lubrication
196785
the answer can vary greatly depending on the type of cell that you are looking for.  High efficiency cells can have outputs more than 10 times that of cheap hobby cells.  The easiest way to find the specs is the website of your supplier, they should quote full efficiencies of all of their products
216987
Power output is relatively unaffected.  This is because a Diesel engine combustion is not stoichiometric like a gasoline engine (i.e. the air/fuel ratio does not remain constant in the Diesel engine).\n\nIt is worth noting that petro diesel has 138,205 BTU/gal\nand Biodiesel is 127,728 BTU/gal. \n\n This means that Biodiesel has roughly 7.5% less energy per gallon than petro diesel.  Which means that you will consume roughly that much more to go the same distance.
632382
Carbon rating is similar to Octane number.  Octane Number = Carbon rating of a gases quality / 100.  (The octane rating of gasoline tells you how much the fuel can be compressed before it spontaneously ignites. When gas ignites by compression or a spark source, and the bonds inbetween the hydrocarbons are broken, a certain amount of energy is released. The more bonds in the hydrocarbon chain that can be broken in this combustion event, the higher the carbon rating and the more bang for your buck.) Out of 100% of combusting gasoline fuel for example, 0% heptane is a very poor source of energy and pumps wouldn't dare try to sell it as useable fuel. While a rating of 86, 87, 88 / 100 is pretty good, hence the rating at the pump. \n\nSo, I guess you can think of the carbon rating of a fuel as the percent efficiency of that fuel during 100% combustion.
382845
he diesel engine is a type of internal combustion engine; more specifically, it is a compression ignition engine, in which the fuel is ignited by being suddenly exposed to the high temperature and pressure of a compressed gas, rather than by a separate source of ignition, such as a spark plug, as is the case in the gasoline engine.\n\nThis is known as the diesel cycle, after German engineer Rudolf Diesel, who invented it in 1892 and received the patent on February 23, 1893. Diesel intended the engine to use a variety of fuels including coal dust. He demonstrated it in the 1900 Exposition Universelle (World's Fair) using peanut oil (see biodiesel).\n\nHow diesel engines work\n\nWhen a gas is compressed, its temperature rises (see the combined gas law); a diesel engine uses this property to ignite the fuel. Air is drawn into the cylinder of a diesel engine and compressed by the rising piston at a much higher compression ratio than for a spark-ignition engine, up to 25:1. The air temperature reaches 700–900 °C, or 1300–1650 °F. At the top of the piston stroke, diesel fuel is injected into the combustion chamber at high pressure, through an atomising nozzle, mixing with the hot, high-pressure air. The resulting mixture ignites and burns very rapidly. This contained explosion causes the gas in the chamber to heat up rapidly, which increases its pressure, which in turn forces the piston downwards. The connecting rod transmits this motion to the crankshaft, which is forced to turn, delivering rotary power at the output end of the crankshaft. Scavenging (pushing the exhausted gas-charge out of the cylinder, and drawing in a fresh draught of air) of the engine is done either by ports or valves. To fully realize the capabilities of a diesel engine, use of a turbocharger to compress the intake air is necessary; use of an aftercooler/intercooler to cool the intake air after compression by the turbocharger further increases efficiency.\n\nIn very cold weather, diesel fuel thickens and increases in viscosity and forms wax crystals or a gel. This can make it difficult for the fuel injector to get fuel into the cylinder in an effective manner, making cold weather starts difficult at times, though recent advances in diesel fuel technology have made these difficulties rare. A commonly applied advance is to electrically heat the fuel filter and fuel lines. Other engines utilize small electric heaters called glow plugs inside the cylinder to warm the cylinders prior to starting. A small number use resistive grid heaters in the intake manifold to warm the inlet air until the engine reaches operating temperature. Engine block heaters (electric resistive heaters in the engine block) plugged into the utility grid are often used when an engine is shut down for extended periods (more than an hour) in cold weather to reduce startup time and engine wear.\n\nA vital component of older diesel engine systems was the governor, which limited the speed of the engine by controlling the rate of fuel delivery. Unlike a petrol (gasoline) engine, the incoming air is not throttled, so the engine would overspeed if this was not done. Older injection systems were driven by a gear system from the engine (and thus supplied fuel only linearly with engine speed). Modern electronically-controlled engines apply similar control to petrol engines and limit the maximum RPM through the electronic control module (ECM) or electronic control unit (ECU) - the engine-mounted "computer". The ECM/ECU receives an engine speed signal from a sensor and then using its algorithms and look-up calibration tables stored in the ECM/ECU, it controls the amount of fuel and its timing (the "start of injection") through electric or hydraulic actuators to maintain engine speed.\n\nControlling the timing of the start of injection of fuel into the cylinder is key to minimising their emissions and maximising the fuel economy (efficiency) of the engine. The exact timing of
277511
Well there is torque,torque pulls,horspower,well how much grunt does it make or,output of engine.It's about like thrust.The more you have the faster it will go,or the more it will pull.
284498
they are a four stroke just like gas engines but gas engines are spark ignition and diesel engines are compression ignition, that is whey there is no spark plugs the heat from the piston compressing the air and fuel mixture gets to a point of explosion and boom down goes the piston and over and over it goes and away you go (Intake compression, power, exhaust)
7668
This can not be calculated from the information given.  The terms petrol, diesel fuel and wax can be given to many different mixtures.  All are mostly hydrocarbons.  You would need to know the exact composition to figure the exact amount of energy released.\nThis value could be determined experimentally in a “bomb” style calorimeter.
263139
It is a diesel-type industrial or marine engine. Here is a description of how it works adapted from the Volvo Penta Diesel Service Training Manual...\nhttp://marinep1.bluehill.com/guide.shtml
1096182
It does depend on the efficiency of the motor.  The horsepower rating refers to the mechanical output of the motor.  If the motor is 80% efficient (a reasonable number), the wattage will be 746*1.25 per horsepower.
37180
In much of Europe diesel powered automobiles are very common and account for more than 50% of sales. This may be because of the very high fuel prices in Europe and the fact that many small European diesels get exceptionally good mileage. US EPA rates the Volkswagen Jetta at 46 mpg highway, and 38 mpg city. Some owners report even better mileage. In the US diesels never really caught for cars because they were noisy, smelly, required very frequent oil changes, and had a higher initial cost than a gasoline engine. I personally suspect the main reason US car makers never pushed diesels is because it takes higher-precision manufacturing to build a diesel engine compared to a gasoline engine, so they cost more to build. Diesels often last much longer than gasoline engines so this might have been another reason US manufacturers didn't like them.\n\nThe other strange phenomenon that has happened recently is that in the US diesel fuel is now more costly than gasoline. This has not always been true, and seems to be related to current lack of refining capacity in the US for diesel fuel.
442009
a diesel engine , it is a power station generator from MANN GMBH ,1979, only in size not capacity, i think so , not sure
83167
I assume you want to compare the gasoline engine to a gas turbine not a steam turbine. If you are talking about shaft power, then the gasoline engine is but it you fully utilize the heat in the exhaust of a gas turbine then the gas turbine with heat recovery is the winner hands down. Now if you recover some of the heat from the exhaust of the gasoline engine then they come closer together.\n\nIf you are talking about a steam turbine then you need to be careful where you draw the envelope to measure efficiency. Do you enclude the efficiency of the boiler, feedwater and condensate system? Like wise what about the systems needed to produce the gasoline for the engine?
975967
Turbo Diesel Register
282436
According to second and 3rd law of thermodynamics,\nEfficiency is not greater then 1-L/H where L is temperature of air and H is temperature of engine both in Kelvin. ok H is near to 700 Kelvin and L is near to 300 Kelvin, so as a nature rule efficiency can not be more than 1-3/7 = 4/7.\nwhich is more then 50 percent.\n\nIn the real application it is even less and is near to 30 percent at most, \n\nScientists are trying to increase the efficiency, but they know that the limit is about 50 percent.\n\nDue to 3rd law of thermodynamics, in order to reach this limit all processes in the automobile must be reversible,\nSome way to get near to reversible processes in engine is to make the processes (spatially the ignition) very slow.\nBut how to make enough power with slow burning process...