A turbocharged, four-stroke/cycle diesel engine has a larger valve overlap than a naturally aspirated four-stroke/cycle diesel engine, in order to in crease the （）.

A . fuel injectors B . exhaust valves C . intake valves D . all of the above

A . decrease until the engine speed increases B . increase as the load increases C . decrease as the load D . increases remain unchanged

A . tension load twice each crankshaft revolution B . compression load during power and compression strokes C . inertia load once every four crankshaft revolutions D . bending loads at bottom and top dead center

A . before TDC and close after BDC B . after TDC and close after BDC C . before TDC and close before BDC D . after TDC and close before BDC

A . effective cylinder scavenging and cooling B . constant pressure from the turbochargers C . cooler operation of the exhaust system D . effective constant pressure for turbocharger operatio

A . improving cylinder scavenging B . preheating the combustion chamber C . reducing air charge density D . preventing valve wear

A . during the valve overlap period B . with only the exhaust valve open C . at a pressure below atmospheric D . without cooling the cylinders or pisto

A . during the valve overlap period B . with only the exhaust valve open C . at a pressure below atmospheric D . without cooling the cylinders or pisto

A . the engine to run after the fuel has been secured B . the engine to over-speed C . a fire D . all of the above

A . Intake manifold pressure will be high B . Intake manifold pressure will be unaffected C . Exhaust temperatures will be high D . Exhaust temperatures will be low

A . At zero load the intake manifold pressure is greater than the exhaust manifold pressure B . At full load the intake manifold pressure and exhaust manifold pressure are equal C . At full load the intake manifold pressure is less than the exhaust manifold pressure D . At full load the intake manifold pressure is greater than the exhaust manifold pressure

A . engine speed B . engine load C . intake manifold pressure D . atmospheric pressure

A . inoperative turbocharger B . inadequate fuel supply C . overload on one cylinder D . unequal load distributio

A . improper venting of the cooling system B . carrying the expansion tank water level too high C . a totally clogged impeller in the cooling water pump D . an incorrectly set cooling system temperature control

A . governor droop B . speeder spring tension C . fuel rack lag D . load on the engine

A . half the engine rotational speed B . twice the engine rotational speed C . the engine rotational speed D . four times the engine rotational speed

A . constantly decreasing as engine load increase B . constantly increasing as the amount of supercharging increases C . approximately equal to exhaust manifold pressure at all times D . approximately equal to atmospheric pressure at all time

A . twice the crankshaft speed B . half the crankshaft speed C . the same speed as that of the crankshaft D . a speed independent of that of the crankshaft

A . reduce load B . check your exhaust C . adjust cooling water temperature D . increase lube oil flow

A . air compressor B . diffuser C . after-cooler D . ventilator

A . higher working temperature of piston and cylinder B . the use of scavenge ports C . fewer power strokes per revolution of the crankshaft D . part of the fuel is burned as the piston is moving away from top dead center

A . higher torque but lower brake horsepower B . lower torque but higher brake horsepower C . higher torque and lower brake horsepower D . lower torque and higher brake horsepower

A.produce a scavenging effect in the combustion space B.equalize cylinder and exhaust manifold pressures C.alleviate the difference in valve size between the intake and exhaust D.flush out condensate that collects after each compression stroke

A.lag behind the increased fuel supplied to the engine B.enter the engine along with the increase in the fuel C.enter the engine before the increased fuel supply D.leave the turbocharger as a negative pulse