Firing Order of Cylinders

Cylinder firing order improves the distribution of the fresh charge in the manifold to the cylinders and helps the release of the exhaust gases, while at the same time suppresses torsional vibrations. These conditions are as follows. (i) Successive cylinders firing allows a recovery of charge in the manifold and minimizes interference between adjacent or nearby cylinders. Normally cylinders from opposite end of the manifold are chosen or from alternate cylinder banks in *V engines to draw alternately. This arrangement, however, becomes difficult as the number of cylinders decreases. (ii) Separating successive cylinders, which are exhausting, are even more important than for induction. It is because if the exhaust periods overlap with the cylinders, exhaustgas back pressure may prevent escaping of products of combustion from the cylinders. (Hi) Power impulses cause winding up of the crankshaft. In addition, if the natural torsional oscillations of the shaft coincide with these disturbing impulse frequencies, torsional vibrations may take place. Therefore, in general, it is desirable to have successive power impulses to alternate ends of the crankshaft.

Fig. 2.6.1.

2.15.

Single-cylinder

arrangement.

Single-cylinder Arrangements
A single-cylinder engine has a power stroke every 720 degrees/1 i.e. 720 degrees of crankshaft rotation for a four-stroke-cycle engine. The engine has simply a single-throw crank-arm, and the rotating big-end journal or crankpin is linked to the piston gudgeon pin by means of a connecting-rod to have both a linear and an oscillating motion (Fig. 2.15). When piston is at TDC, it is either completing compression and about to begin power stroke or it is at the end of the exhaust stroke and beginning induction stroke. Assuming piston initially at TDC at zero angle of crankshaft rotation, it is then at BDC at 180 degrees and 540 degrees, and at TDC at 360 degrees and 720 degrees of crankshaft rotation. 2.6.2.

Twin-cylinder Arrangement
A. In-line Side-by-side

An in-line side-by-side twin-cylinder engine has a power impulses every 720 degrees/2 i.e. 360 degrees of crankshaft rotation. The crankshaft uses a single-throw crank-arm with both pistons and connecting-rods attached to a common big-end journal or crankpin (Fig. 2.16). When piston 1 is at TDC, it is on the top of its compression stroke and about to start its power stroke. Piston 2 is then at its exhaust stroke at TDC and about to begin its induction stroke. With 180 degrees of crankshaft rotation, both pistons are at BDC and piston 1 is about to start its exhaust stroke and piston 2 its compression stroke. A second 180 degrees of crankshaft rotation brings pistons 1 and 2 to TDC to begin their induction and power strokes respectively. A third 180 degrees rotation of the crankshaft moves the pistons to BDC, and piston 1 and 2 are about to start compression and exhaust strokes respectively. A four-stroke cycle of720 degrees is completed when fourth rotation of 180 degrees brings the pistons to the original starting position.

B. In-line 180 Degrees-out-of-phase

With this arrangement power impulses take place at uneven intervals, i.e., at every 180 degrees and 540 degrees of crankshaft displacement. The cylinders are positioned parallel to each other, when piston 1 is at TDC, piston 2 is at BDC and the crank-throws are 180 degrees out of phase with each other (Fig. 2.17). If initially piston 1 is at the end of compression and the beginning of its power stroke, then piston 2 is at the end of power and at the beginning of its exhaust stroke. First rotation of crankshaft through 180 degrees brings piston 1 to BDC, about to begin its exhaust stroke after completing power stroke, while piston 2 is at TDC, at the end of exhaust stroke and about start compression stroke. A second rotation of 180 degrees moves pistons 1 and 2 to TDC and BDC respective-

Fig. cylinder

2.16.

In-line

side-by-side

twinarrangement.

Fig. ofphase

2.17.

In-line twin-cylinder

180

degree^omtarrangement.

Fig. 2.18. Horizontally opposed twin-cylinder arrangement. ly. The piston 1 is at the end of exhaust and at the beginning of induction stroke, while 2 is beginning its compression after completing its induction stroke. The third 180 degrees rotation of the crankshaft brings piston 1 to BDC, ending induction and starting its compression stroke, while piston 2 is at TDC and ready for next power stroke after completing compression stroke. Fourth 180 degrees rotation of crankshaft moves piston 1 to TDC and piston 2 to BDC bringing them to initial starting positon.

C. Horizontally Opposed
This arrangement provides power impulses at even intervals of every 360 degrees of crankshaft rotation. The crank-throws are 180 degrees out of phase with each other. The connecting-rods and pistons are positioned on opposite sides of the crankshaft, horizontally opposed (Fig. 2.18) with the cylinder axes offset to each other. Therefore, pistons approach TDC and BDC positions together although, they move in opposite directions at all times. Assuming pistons are at TDC, piston 1 at the end of compression and the beginning of power stroke, and then piston 2 finishes exhaust and about to start its induction stroke.. First, second and third 180 degrees rotation of crankshaft bring the pistons to BDC, TDC and BDC positions respectively performing their respective strokes as indicated in the figure. Fourth 180 degrees rotation completes the cycle of events of four-stroke cycle and brings the pistons to their initial starting positions. These engines are used in small motorcars.

D. 90 Degrees *V
In this arrangement, two cylinders are positioned at 90 degrees to each other with both big ends attached to a single crankpin (Fig. 2.19). With this configuration power impulses have uneven intervals, which take place every 270 degrees and 450 degrees of crankshaft

movement. Cylinder banks are designed to form V either at left-hand or right-hand when looking from the front of the engine. Side-by-side connecting roads are used, and two banks of cylinders are offset relative to each other. Assuming piston 1 first at the end of compression stroke in readiness for firing and piston 2 is then at mid-stroke approaching TDC on either its exhaust or its compression stroke. Let piston 2 is at mid-stroke on its exhaust stroke. Rotation of the crank through 450 degrees completes its exhaust, induction, and compression strokes in readiness for firing. At this point piston 1 is at mid-stroke on induction stroke, so rotation of the crank through a further 270 degrees completes both its i action and compression strokes. The total cranK-angle interval for these two firing events adds up to 450 + 270 i.e. 720 degrees. The V-twin cylinder engines can have only a moderate degree of dynamic balance, and their uneven filling intervals and insufficient cyclic-torque smoothness make them unsuitable for the

Fig. 2.19. V-twin cylinder arrangement. car. This case has been discussed in order to explain the basic arrangement of V-bank cylinders with connecting-rods sharing a common crankpin. This is important engine layout. 2.SJ3.

In-line Three-cylinder Arrangement

A three-cylinder engine has a power impulse every 720 degrees/3 i.e. 240 degrees of crankshaft rotation for the four-stroke cycle operation. The crank-throws and crankpins are spaced at intervals of 120 degrees and four main journals and bearings are provided (Fig. 2.20) to support the crankshaft. With piston 1 at the top of the compression stroke and start of its power stroke, pistons 2 and 3 are at 60 degrees crank-angle from BDC on their induction and exhaust strokes respectively. A120 degrees rotation of crankshaft places piston 3 at TDC at the end of its exhaust stroke and beginning of its induction stroke, and pistons 1 and 2 at 60 degrees from BDC on their power and compression strokes respectively.

A second 120 degrees rotation of crankshaft moves piston 2 to TDC, completing compression stroke in readiness for its power stroke. Pistons 1 and 3 are at 60 degrees from BDC on their respective exhaust and induction strokes. Third 120 degrees movement brings piston 1 to TDC so that it just ends exhaust stroke and about to begin its induction stroke. Pistons 2 and 3 now are at 60 degrees from BDC on their respective power and compression strokes. Finally a fourth 120 degrees of crankshaft rotation places piston 3 at TDC on its compression stroke and ready to start power stroke. This sequence of events results in a firing order of 1, 2, 3. These engines are dynamically balanced. The extra cylinder smoothes out the cyclic torque sufficiently so that the engine stands as a competitor to the popular four-cylinder configuration. This configuration provides savings in weight and length, and has reduced reciprocating and rotational drag, which improves fuel consumption. 2.6.4.

Four-cylinder Arrangement
A. In-line
A four-cylinder in-line engine has a power impulse every 720 degrees/4 i.e. 180 degrees of crankshaft movement. The crankshafts have crankthrows situated at intervals of 180 degrees to each other in the order in which the power impulses are intended. With this crankshaft arrangement (Fig. 2.21), all four crank-throws lie in one plane, crankpins 1 and 4 being in phase but at 180 degrees to crankpins 2 and 3. Assuming crankpin 1 is at the top of a compression stroke, crankpin 4 must be at the top of an exhaust stroke and crankshaft rotation makes then

Fig.

2.20.

In-line

three-cylinder

arrangement.

Fig. 2.21. In-line four-cylinder arrangement. to descend on a power stroke and on an induction stroke respectively. Rotation of the crankshaft through 180 degrees places big-ends 1 and 4 at the bottom of their strokes, while big-ends 2 and Satthetopoftheir storkes after either a compression or an exhaust stroke. Further it is assumed that piston 3 be the next to descend on power stroke, while piston 2 descends on an induction stroke. The order of firing is then 1,3. A second 180 degrees movement of crankshaft positions crankpins and pistons 1 and 4 at the top of their exhaust and power strokes respectively, so that at this point the order of firing is 1, 3, 4. A third crankshaft rotation of 180 degrees again places pistons 2 and 3 at the top of their stroke. As piston 3 previously descended on a power stroke, piston 2 is now on its power stroke, so that the complete firing order is 1, 3, 4, 2. A final 180 degrees rotation completes 720 degrees displacement of crankshaft in a four-stroke engine. If cylinder 2 is selected instead of cylinder 3 to fire after cylinder 1, then firing order would be 1,2,4,3. Both these firing orders have equal merits and limitations with respect to crankshaft torsional wind-up and the uneven breathing intervals between adjacent cylinders. In-line four-cylinder engines in the capacitors from 0.75 to 2.0 liters are most popular.

B. Horizontally Opposed Flat

This arrangement requires a single-plane crankshaft with crankpins spaced at 180 degrees intervals. Therefore the crank-throws are paired so that crankpins 1 ad 4 are diametrically opposite to crankpins 2 and 3 (Fig. 2.22). Let pistons 1 and 2 are at TDC, and pistons 3 and 4 at BDC for the consideration of firing order. Let piston 1 is at the end of its compression stroke and just to start power stroke, then piston 2 is completing exhaust, while pistons 3 and 4 are at power and induction strokes respectively. Rotation of the crankshaft through 180 degrees places pistons 3 and 4 at TDC at the end of their respective exhaust and compression strokes and piston 4 is about to start power stroke. Pistons 1 and 2 are at BDC completing their respective power and induction strokes. The order of firing is 1, 4. A second 180 degrees of rotation brings piston 1 and 2 to TDC,

at the end of their respective exhaust and compression strokes, while piston 3 and 4 are at BDC completing their respective induction and power strokes. The order of firing is 1, 4, 2. A third 180 degrees rotation brings piston 3 and 4 to TDC at the end of their respective compression and exhaust strokes, while piston 1 and 2 are at BDC completing their respective induction and power stroke. The complete order of firing is 1,4,2,3. A final 180 degrees rotation completes 720 degrees of crankshaft displacement. The flat four-cylinder engine has slightly better dynamic balance than the in-line fourcylinder engine, but the smoothness of torque is equal in both the cases. The flat shape makes it suitable for rear mounted engines but opposed cylinder allow very little room for cylinder head servicing.

Fig. 2.22. cylinder arrangement.

Horizontally

opposed

flat

four-

C.60 Degrees V
In this arrangement the cylinders fire at equally spaced intervals of 180 degrees and are placed with numbers 1 and 2 in the left-hand bank and numbers 3 and 4 in the right-hand bank. The crankpins are unequally spaced at alternate intervals of 60 degrees and 120 degrees (Fig. 2.23), and they lie in two planes when viewed from the front. Main journals and bearings are provided at each end, with a third journal between crankpins 2 and 3. With such an arrangement pairs of pistons are at the top of their strokes but in different cylinder banks. When pistons 1 and 4 are at TDC, either of these may be chosen to be at the end of its compression stroke and about to fire. The other piston would then be at the end of exhaust and just beginning its induction stroke. Let pistons 1 and 4 are at the end of its compression and exhaust strokes respectively. Rotation of crankshaft through 180 degrees places pistons 2 and 3 at the top of their respective exhaust and compression strokes, causing the order of firing as 1, 3 at this point.

A second 180 degrees rotation brings pistons 1 and 4 to TDC position again, with piston 1 completed its exhaust stroke and about to start its induction stroke, while piston 4 is at the end of compression and about to begin power stroke. The order of firing up to this point is 1,3,4. A third 180 degrees rotation positions pistons 2 and 3 at TDC, with piston 2 at the end of compression and about to begin its power stroke. The complete order of firing now is 1, 3, 4, 2. Finally a fourth 180 degrees rotation completes 720 degrees of crankshaft movement. This is an extremely compact engine, but dynamic balance of this layout is poor, requiring an additional counterbalance shaft. 2.6.5.

In-line Five-cylinder Arrangement

This arrangement has a power impulse every 720 degrees/5 i.e. 144 degrees of crankshaft rotation. There are five crank-throws, all in separate planes spaced at an interval of 72 degrees relative to each other. The crankshaft may have a main journal and bearing at each end and between each pair of crankpins, making six-main-journal crankshaft. Alternatively, the main journals between crankpins 1 and 2, and 4 and 5 may be removed with slightly reduced support to provide a shorter four-main journal crankshaft. Firing-order is considered with the crankshaft arrangement shown in Fig. 2.24. With piston 1 at TDC at the end of compression stroke and about to begin its power stroke, pistons 4 and 5 are at 72 degrees from TDC on their induction and exhaust strokes respectively. and pistons 2 and 3 are at 36 degrees from BDC on their respective compression and power strokes. Crankshaft rotation through 144 degrees brings piston 2 to the top compression stroke and beginning of power, while pistons 3 and 5 are at 72 degrees from TDC on their respective exhaust and induction strokes, and pistons 1 and 4 are at 36 degrees from BDC on their respective power and compression strokes.

Fig. 2.23. V four-cylinder arrangement. At the end of second 144-degrees movement of the crankshaft, piston 4 is at the top, completing compression and about to begin its power stroke. Pistons 1 and 3 are at 72 degrees from TDC on their respective exhaust and induction strokes, and pistons 2 and 5 are at 36 degrees from BDC on their respective power and compression strokes. At the end of third rotation of the crank through 144 degrees, piston 5 reaches TDC, to the end of compression and the beginning of its power stroke. Pistons 1 and 2 are at 72 degrees from TDC on their respective induction and exhaust strokes, and piston 3 and 4 are at 36 degrees from BDC on their respective compression and power strokes. A fourth 144-degree rotation moves piston 3 to TDC on compression stroke and about to start power stroke. Pistons 2 and 4 are then on their induction and exhaust strokes respectively, and pistons 1 and 5 are on their compression and power strokes respectively. This arrangement provides a firing order of 1,2,4, 5, 3. A final 144 degrees of rotation completes 720 degrees of crankshaft displacement The spacing of the crank-throws through an odd number of five cylinders ensures, unlike four-cylinder arrangement, that the pistons do not all stop and start together at the top and bottom of each stroke. Therefore, this arrangement provides a very smooth drive. 2.6.6.

Six-cylinder Arrangement
A. In-line

A six cylinder in-line engine has a power impulse every 720 degrees/6 i.e. 120 degrees of crankshaft rotation. The crankshaft has six crank-throws placed at 120 degrees out of phase with one another, which can be arranged only in three planes. Therefore, the crankpin phasing is arranged in pairs (Fig. 2.25). For heavy-duty diesel engines, seven journals and bearings are provided, at each end and between adjacent crankpins. For petrol engines only 4 or 5 main journals are provided. The firing order with the crankshaft arrangement shown in Fig. 2.25 is considered. With piston 1 at the top of the compression stroke, its opposite piston 6 is at the top of its exhaust stroke. Rotation of crankshaft through 120 degrees brings pistons 2 and 5 to their TDC and either one of these can be arrangement to complete a compression stroke. If piston 5 is arranged to be at the end of compression and at the start of its power stroke, then piston 2 must be on its exhaust stroke. Rotation of crankshaft through second 120 degrees positions pistons 3

Fig.

2.25.

In-line

six-cylinder

arrangement.

fig.

2.24.

In-line

five-cylinder

arrangement.

and 4 at the TDC, so either one of these can be on the compression stroke. If piston 3 is made to be on compression, piston 4 must be on its exhaust stroke. A third rotation of 120 degrees brings pistons 1 and 6 back again to TDC, where piston 6 is arranged to be on the compression and piston 1, therefore, be on its exhaust stroke. A fourth 120 degrees rotation brings pistons 2 and 5 to their TDC. Piston 2 is now on its compression and piston 5 on its exhaust stroke. Rotation of crankshaft through fifth 120 degrees brings piston 3 and 4 to TDC. Piston 4 is on compression and piston 3 on its exhaust stroke. Final rotation of 120 degrees completes the 720 degrees displacement of crankshaft and brings the pistons into positions for the next cycle. This cycle provides a firing order of 1, 5, 3, 6, 2, 4. If the phasing of paired crank-throws 3 and 4 and 2 and 5 are interchanged, then a second equally suitable firing-order of 1, 4, 2, 6, 3, 5 is achieved. This arrangement provides excellent dynamic balance and evenness of torque, and is preferred for engines larger than 2.5 liters provided length is not a prime consideration.

B. Horizontally Opposed Flat

This six-cylinder engine has its three cylinders positioned in a horizontal plane on each side of the crankshaft. The power impulses are timed as for the in-line six-cylinder arrangement with every 120 degrees of crankshaft movement. The crankshaft has six crankpins spaced at 60 degrees intervals around the crankshaft. Normally five main journals and bearings are used . Pairs of pistons, one from the each side of the bank reaches TDC and BDC simultaneously (Fig. 2.26). Similar to the in-line six-cylinder engine, this arrangement is extremely well balanced, but its flat wide configuration makes it difficult to install at the front or rear of the car. Assume pistons 1 and 2 at TDC with piston 1 at the end of compression and about to start power stroke and piston 2 at the end of its exhaust stroke. Pistons 3, 4, 5, and 6 are then at 60 degrees from BDC on their exhaust, compression, induction, and power strokes respectively. When the crankshaft is rotated by 120 degrees, pistons 3 and 4 reach at TDC at the end of their respective exhaust and compression strokes. Pistons 1, 2, 5 and 6 are then at 60 degrees from BDC on their respective power, induction, compression, and exhaust strokes. The order of firing at this point is 1, 4. A second 120 degrees movement places pistons 5 and 6 at TDC, completing compression and exhaust strokes respectively. Pistons 1, 2, 3, and 4 are then at 60 degrees from BDC on exhaust, compression, induction and power strokes respectively. The order of firing becomes 1,4,5. A third 120 degrees rotation positions pistons 1 and 2 at TDC again, completing exhaust and compression strokes respectively. Pistons 3, 4, 5, and 6 are then at 6 degrees from BDC on compression, exhaust, power, and induction strokes respectively. The order of firing at this point is 1, 4, 5, 2, A fourth 120 degrees rotation places piston 3 and 4 at TDC again, completing compression

and exhaust strokes respectively. Pistons 1,2,5, and 6 are then at 60 degrees from BDC on their

Fig. 2.26. Horizontally opposed flat six-cylinder arrangement. induction, power, exhaust and compression strokes respectively. The order of firing becomes 1, 4, 5, 2, 3. A fifth 120 degrees rotation brings pistons 5 and 6 to TDC again, completing exhaust and compression strokes respectively. Pistons 1, 2, 3, and 4 are then at 60 degrees from BDC on compression, exhaust, power, and induction strokes respectively. The complete firing order is 1,4,5,2,3,6. A final rotation of 120 degrees completes 720 degrees of crankshaft displacement making ready for next cycle to begin.

C. 60 Degrees *V Six-cylinder
In this layout the cylinders fire at equally spaced intervals of 120 degrees. The cylinders are located with numbers 1,2, and 3 in the left-hand bank and numbers 4, 5, and 6 in the righthand bank. The crankshaft uses six crankpins to support the shaft, equally spaced at intervals of 60 degrees and arranged to lie in three planes. There are four main journals and bearings placed at each end and between pairs of crankpins to support the shaft, thus providing a relatively short but rigid construction (Fig. 2.27). The dynamic balance is relatively good providing a short compact engine compared with the in-line six-cylinder arrangement. Four firing orders are possible, but three of these involve consecutive firing of three cylinders in each bank and only the fourth enables cylinders to be fired alternatively from each bank having a firing order as 1, 4, 2, 5, 3, 6. This arrangement also offers the best selection from the torsional vibration consideration. With this arrangement, pairs of pistons in different cylinder banks are at the top of their strokes. Consider pistons 1 and 5 are at TDC after compression and exhaust strokes respectively so that piston 1 is about to start its power stroke and piston 5 in its induction stroke. A120 degrees rotation of the crankshaft brings pistons 3 and 4 to the top of exhaust and compression strokes

respectively. At this point, the order of firing is 1, 4. A second rotation of 120 degrees positions pistons 2 and 6 at TDC on compression and exhaust strokes respectively. The order of firing at this point is 1, 4, 2. A third 120 degrees rotation places pistons 1 and 5 at TDC on exhaust and compression strokes respectively so that at this point the order of firing is 1,4, 2, 5. A fourth 120 degrees rotation of crankshaft positions pistons 3 and 4 to TDC on compression and exhaust strokes respectively. The order of firing becomes 1, 4, 2, 5, 3. A fifth 120 degrees of rotation brings pistons 2 and 6 at the top of exhaust and compression strokes respectively. The final order of firing is therefore 1,4,2,5,3, 6. The next 120 degrees rotation completes 720 degrees of crankshaft displacement so that ready for the next cycle of events. 2.6.7.

Eight-cylinder Arrangement
A. In-line Straight
This arrangement degrees/8 i.e. The crank-throws degrees to each has 90 are other a power impulse every 720 degrees of crankshaft movement. spaced at intervals of 90 in the order the power impul-

Fig. 2.27. Vsix-cylinder arrangement. ses intended (Fig. 2.28). There can only be four relative angular positions. Therefore, the crankpin phasing is arranged in pairs and hence the crank-throws lie in two planes. Five or nine main journals are required to support the crankshaft. The layout presented in the figure

resembles a four-cylinder crankshaft in one plane with twin cranks at either end forming a second plane at right angles to the first. This arrangement is sometimes known as a split four inline eight. Let pistons 1 and 8 are at TDC, with piston 1 at the end of compression about to fire and piston 8 at the end of its exhaust stroke. Pistons 3 and 6 are at mid-stroke on their respective exhaust and compression strokes ; pistons 2 and 7 at BDC at the end of induction and power strokes respectively; and pistons 4 and 5 at mid-stroke on their respective power and induction strokes. Rotation of the crankshaft through 90 degrees positions pistons 3 and 6 at TDC at the end of exhaust and compression strokes respectively. Pistons 2 and 7 are then at mid-stroke on their respective compression and exhaust strokes ; pistons 4 and 5 at BDC at the end of power and induction strokes respectively; and pistons 1 and 8 at mid-stroke on their respective power and induction strokes. The firing order at this positon is 1, 6. A second 90 degrees rotation of crankshaft provides the firing order at this positon as 1,6, 2. Third degrees rotation position gives the firing order as 1, 6, 2, 5; fourth 90 degrees rotation position as 1, 6, 2, 5, 8 ; fifth 90 degrees rotation position as 1, 6, 2, 5, 8, 3 and sixth 90 degrees movement positon as 1, 6, 2, 5, 8, 3, 7. The seventh 90 degrees movement completes the firing orders after 630 degrees rotation as 1, 6, 2, 5, 8, 3^ 7, 4. A further 90 degrees movement makes a total of 720 degrees, and completes two crankshaft revolutions or four strokes in readiness for the next cycle to begin. By arranging different pairs of crank-throws, other firing orders have been used in the engines are 1, 5, 2, 6, 4, 8, 3, 7 and 1, 7, 3, 8, 4, 6, 2, 5. To have extra capacity to pull large loads, the crankshaft may be extended with two more cylinders. This design though is dynamically balanced there can be torsional vibrations problem and also the extended length may be difficult to accommodate in some trucks.

B. 90 Degrees *V Eight with Single-plane Crankshaft

Similar to the two-plane crankshaft of the in-line eight-cylinder, the single-plane layout used for the V-eight provides a power impulse every 90 degrees of crankshaft rotation. The single-plane crankshaft uses four crankpins paired to have both outer and both inner crankpins in phase. Each crankpin carries two connecting rod big ends, and normally five main journals are used to support the crankshaft (Fig. 2.29).

Fig.

2.28.

In-line

straight

eight-cylinder

arrangement.

Fig. 2.29. 90 degrees V eight-cylinder arrangment with single-plane crankshaft. Let pistons 1 and 4 remain at TDC, with piston 1 at the end of compression and about to fire, and piston 4 at the end of its exhaust stroke. Pistons 2 and 3 are then at BDC at the end of power and induction strokes respectively ; pistons 5 and 8 are at mid-stroke on exhaust and compression strokes respectively ; and pistons 6 and 7 are at mid-stroke on induction and power strokes respectively. A first, second, third, fourth, fifth, and sixth 90 degrees rotation of crankshaft provide the firing order in their respective positions as, 1, 8; 1, 8, 3; 1, 8, 3, 6 ; 1, 8, 3, 6, 4 ; 1, 8, 3, 6, 4, 5 ; and 1, 8, 3, 6, 4, 5, 2. The final firing order is completed after 360 degrees of rotation i.e. seventh 90 degrees movement of the

crankshaft and is 1, 8, 3, 6, 4, 5, 2, 7. An eighth 90 degrees of rotation completes 720 degrees of crankshaft movement of four-stroke cycle and in readiness for the next cycle of events. The single-plane crankshaft, unlike the two plane V-eight crankshaft, provides at least 180 degrees exhaust pulse intervals between adjacent cylinders, and with single manifold modification this can be extended to 360 degrees before pulse interference can occur.

C. 90 degrees *V Eight-cylinder Arrangement

with Two-plane Crankshaft This arrangement of cylinders provides the firing at equally phased intervals of 90 degrees. The cylinders are arranged with numbers 1, 2, 3, and 4 in the left-hand band and numbers 5, 6, 7, and 8 in the right-hand band as shown in Fig. 2.30. The two-plane crankshaft uses pairs of crank-throws phased at intervals of 90 degrees. Each crankpin incorporates two separate connectingrods, hinged to pistons in different cylinder banks. A main journal and bearing is provided at each end and between adjacent crankpin. Since two connecting-rods share a common crankpin these five-main-journalcrankshafts are extremely short and less complicated. The two-plane crankshaft has a dynamic balance far superior to that of the single-plane crankshaft and hence is more popular. Consider the order of cylinder power strokes occurring as the crankshaft rotates as shown in the Fig. 2.30. With piston 1 at TDC after its compression stroke and at

Fig. 2.30. 90 degrees V eight-cylinder arrangement with two-plane crankshaft. the beginning of the power, piston 5 is at mid-stroke on compression. Piston 3 and 7 are then at mid-stroke exhaust and at the beginning of exhaust respectively; pistons 4 and 8 are at the beginning of the compression and at mid-stroke on induction respectively; and pistons 2 and 6 are at mid-stroke power and at the beginning of induction respectively. With subsequent first, second, third, fourth, fifth, sixth and seventh 90 degrees of rotations of the crankshaft provide the firing order in this case as 1, 5, 4, 8, 6, 3, 7, 2. A final eighth 90 degrees of rotation completes 720 degrees of crankshaft displacement