The Influence of Two Cylinder Diesel Engine Modification(IDI to DI) on Its Performance and Emission


 

 

Mechatronics, Electrical Power, and Vehicular Technology 04 (2013) 17-24  
 

Mechatronics, Electrical Power, and 
Vehicular Technology 

 
e-ISSN: 2088-6985 
p-ISSN: 2087-3379 

Accreditation Number: 432/Akred-LIPI/P2MI-LIPI/04/2012 

 

 

www.mevjournal.com 
 

© 2013 RCEPM - LIPI All rights reserved 
doi: 10.14203/j.mev.2013.v4.17-24 

THE INFLUENCE OF TWO CYLINDER DIESEL ENGINE MODIFICATION 
(IDI TO DI) ON ITS PERFORMANCE AND EMISSION 

 
Yanuandri Putrasari*, Arifin Nur, Aam Muharam 

Research Centre for Electrical Power and Mechatronics, Indonesian Institute of Sciences 
Kompleks LIPI Gd. 20, Jl. Sangkuriang, Bandung, Indonesia 

 
Received 18 March 2013; received in revised form 3 May 2013; accepted 3 May 2013 

Published online 30 July 2013 
 

Abstract 
Modification of combustion system from indirect injection (IDI) to direct injection (DI) was carried out on the two cylinder 

diesel engine, followed with tests for performance and emission. The modification from IDI to DI was conducted on a two 
cylinder diesel engine by removing the pre-chamber from the inside of the cylinder head, replacing the injector and its position to 
the top of the combustion chamber directly and also replacing the original piston with a piston that has a bowl on the crown. 
Performance and emission tests were conducted on 1,500 rpm with loads that vary from 0, 10, 20, 30, 40, 50, to 60 Nm. The 
investigation results of the diesel engine modification from IDI to DI showed several interesting phenomena. Further research is 
needed in order to increase the engine performance and reduce its emission. 

 
Keywords: diesel, IDI, DI, performance, emission. 

 
I. INTRODUCTION 

Diesel engine has been widely used as power 
source in many devices or vehicles to help human 
life such as generator, ship, car, train, heavy duty 
vehicle, and etc [1, 2]. It has excellent superiority 
in high thermal efficiency, low fuel consumption, 
good endurance and durability compared to 
gasoline engine, gas turbine, steam turbine, and 
stirling engine [3-5]. Diesel engine is an engine 
which is included in the internal combustion 
engine category and usually called as 
compression ignition engine. In the compression 
ignition engine, the properties of fuel and the 
injection system have a significant effect on 
engine performance and its emissions. 
Combustion process on compression ignition 
engine is started when fresh air enters the 
combustion chamber. The diesel fuel is injected 
into the combustion chamber near the end of 
compression stroke, so the ignition occurred 
automatically due to the self ignition properties 
of diesel fuel and the increasing of the pressure 
and temperature resulted from air compressed in 
the chamber [6]. Diesel engine is divided into 
two categories based on the combustion system 
i.e. indirect injection diesel engine (IDI) and 

direct injection diesel engine (DI) [7]. The first 
technology of compression ignition engine is 
indirect injection diesel engine (IDI). IDI system 
operates when the fresh air is compressed in 
combustion chamber while diesel fuel is injected 
in prechamber or swirl chamber near the end of 
compression stroke. The swirl effect of the air on 
pre chamber or swirl chamber, high pressure, and 
temperature are the main factor in this system [6]. 
Disadvantage of Indirect Injection (IDI) system is 
combustion takes longer duration due to the 
flame propagation on the shape of combustion 
chamber that causing the heat dissipated on 
combustion wall becomes higher. Lower 
compression ratio and longer combustion process 
on IDI system lead to lower thermal efficiency 
than DI system [8, 9]. The advantage of IDI 
system is it is more adaptive to low quality of 
fuel and low noise. Nowadays fuel quality 
becomes better and legislation becomes stricter. 
Research and development institutions and 
automobile manufacturers pay more focused on 
current technology i.e. direct injection diesel 
engine (DI), Turbo Diesel Intercooler (TDI) or 
Homogeneous Charge Compression Ignition 
(HCCI). Schematic diagram of the diesel 
combustion system for IDI and DI as discussed 
by Huang [1] is depicted in Figure 1. Figure 1 (a) * Corresponding Author: Tel: 022-2503055; Fax: 022-2504773 

E-mail: y.putrasari@gmail.com 

http://dx.doi.org/10.14203/j.mev.2013.v4.17-24


Y. Putrasari et al./ Mechatronics, Electrical Power, and Vehicular Technology 04 (2013) 17-24 

 

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shows schematic diagram for diesel engine with 
DI combustion system. In the DI system, diesel 
fuel is directly injected into combustion chamber 
near the end of compression stroke. The ignition 
is occurred at the local mixture on combustion 
chamber that generates the premix burning period 
then the flame propagates to the centre of 
combustion chamber (diffusion burning period) 
at the same chamber. So, in the DI system, diesel 
fuel is injected directly into main chamber and 
the combustion is started and ended in the same 
chamber. Figure 1 (b) shows the schematic 
diagram of IDI combustion system of diesel 
engine. Its working process is different from DI 
system. The combustion process starts at local 
mixture on pre-chamber then the flame is 
propagated to the main chamber. Modification of 
diesel engine was implemented because the 
existing engine is using IDI system. Another 
consideration is that in order to obtain better 
thermal efficiency and low fuel consumption, 
modification is cheaper than buying new diesel 
engine with DI system to obtain better thermal 
efficiency and low fuel consumption. On the 
other hand, modification of IDI Diesel system 
into DI system is needed to characterize the 
performance of DI system as base data for the 
future development on HCCI system. Many 
literatures have discussed diesel engine of both 
DI and IDI combustion systems and the 
utilization of alternative fuel for the engine, as 
described by Huang [1]. However many 
literatures described separately and rarely 
discussed performance and emission test result of 
a diesel engine modified from IDI to DI. 

Therefore, this paper will describe the influence 
of modification of diesel engine 2 cylinder 1630 
CC (IDI to DI) on the performance and its 
emissions. The information from this paper 
would be useful for researcher or academician 
who are interested or dedicate their research 
activity in the field of diesel engine. 

 
II. INVESTIGATION PROCEDURE 

Investigation procedure in this study is 
divided into three sections as follow: 
 
A. Engine Testing Installation 

The schematic diagram of engine testing 
installation is depicted in Figure 2. The study was 
conducted by connecting the diesel engine with 
an Eddy current dynamometer type Schenk W70. 
The dynamometer was used to measure speed 
and load of the engine. The AVL fuel balance, 
TGS hotwire anemometer, 4-gas analyzer, smoke 
meter, and temperature sensor were also installed 
on each position to measure fuel consumption, air 
intake velocity, gas emission, smoke index, and 
temperature of the engine, respectively. 
Meanwhile, the crank angle sensor was attached 
on the crankshaft to determine the crank position. 
The pressure transducer type Kistler 6061B as 
shown in Figure 3 was installed in combustion 
chamber to measure the combustion pressure. 
The first tested diesel engines was Fujikawa type 
295D two cylinder IDI made in China, and the 
second one was the first engine which modified 
to DI with the same testing procedure. The diesel 
engine specification that used in this study is 
presented in Table 1. 

 

 
 

Figure 1. Diesel engine combustion system (a) DI and (b) IDI [1] 
 



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B. Modification Process of Diesel Engine 
from IDI to DI 

The modification of diesel engine was 
conducted by closing the pre-chamber in the 
cylinder head using tin cast as shown in Figure 4. 
After finished, it was then drilled with 25 mm 
diameter straight forward to the top of the 
cylinder to put cylinder iron bar (bushing) that 
had been prepared based on the injector that 
would be used. The bushing was used as adapter 
or buffer for the injector. 

The original injector was replaced using the 
other injector that usually used in diesel engine 
Yanmar type TF 155R-di with the injection 
capacity and pressure that was slightly bigger and 
higher. The reason for using this injector is it was 
easy to look for and assumed that they have the 

same flow rate based on cylinder volume (815 
cc/cylinder @ Fujikawa 295D and 800 cc single 
cylinder @ Yanmar 135R-di). The injector 
specification that was used in this study is 
presented in Table 2. The screws and nuts of the 
old injector were replaced appropriately 
according to the new injector condition. 

To obtain an appropriate piston bowl for DI 
diesel engine the piston of the diesel engine 
Yanmar type TF 155 R-di was used with several 
modifications on its ring groove, piston pin hole, 
and reducing the length of the piston by reducing 
it for about 2 mm, as similar with previous study 
[10]. The weight of this piston was slightly 
heavier than the original part of the engine, so 
that it might have influenced the engine 
performances. The original piston shape of IDI 

1 2 3 4

8

12

6

13

10

5

9

7

11

14

15

Legend:
 1. Air filter 10. Crank angle sensor
 2. Air flow meter 11. Amplifier
 3. Fuel balance 12. Data acquisition system
 4. Fuel tank 13. Monitor
 5. Motor diesel 14. Temperature display
 6. Clutch 15. Oil temperature sensor
 7. Dynamometer 16. Emission meter display
 8. Dynamometer control 17. Emission sensor
 9. Pressure sensor

16

17

 
Figure 2. Schematic diagram of engine testing installation 

 

 
 

Figure 3. Pressure transducer installation 
 

 
 

Figure 4. Cylinder head modification 
 

Injector hole no. 2 
Injector hole no. 1 

 



Y. Putrasari et al./ Mechatronics, Electrical Power, and Vehicular Technology 04 (2013) 17-24 

 

20 

system and Yanmar TF 135R-di are shown in 
Figure 5. Meanwhile, the other parts such as 
piston pin and connecting rod used were still the 
genuine parts from the original engine. The last 
modification done after the engine was operated 
on DI system was varying the injection timing by 
changing the position of injection pump until the 
appropriate condition was obtained. 
 
C. Engine Testing 

The engine testing conducted was referred to 
laboratory standard ISO 17025 [11] emission 
testing standard ISO 8178 [12] and diesel testing 
standard ISO 3046 [13]. The engine was operated 
at 1,500 rpm using diesel fuel “solar“ as the 
brand for diesel fuel from the national enterprises 
PT. Pertamina, Tbk. with load variations of 0, 10, 
20, 30, 40, 50, and 60 Nm. The parameters from 
every condition of the operated engine were 
IMEP, fuel consumption, air intake air flow, oil 
temperature, air inlet and exhaust temperature, 
water temperature both inlet and outlet of 
radiator, smoke and CO2 emission. The IMEP 
and fuel consumption data were recorded twice at 

each stage of testing processes. Every 
measurement device and sensor was calibrated 
and has accuracy and uncertainty based on its 
specifications. The accuracy and calculated 
uncertainty of the measurement device in this 
study are presented in Table 3. 
 
III. RESULTS AND DISCUSSION 
A. Influence of Modification of IDI to DI on 

the IMEP Value 
The mean effective pressure is the appropriate 

parameter for engine comparison in terms of 
design and output, due to independency from size 
and/or engine speed [14], in this case this refers 
to indicated mean effective pressure (IMEP). The 
indicated power can be calculated from the 
indicated mean pressure [14]. Figure 6 shows 
graph of IMEP comparison of diesel engine IDI 
and DI at 1,500 rpm. It can be seen that the IMEP 
value tended to increase due to the increasing 
engine load at 1,500 rpm engine speed, both for 
IDI and DI modified diesel engines. However, 
the testing result showed that IMEP value from 
IDI diesel engine was higher than DI modified 
diesel engine. The calculated indicated power 
would show that power of the diesel engine IDI 
system was higher than that of the diesel engine 
modified to DI system. This result was on 
contrary to the theory that has been discussed in 
several literatures [1, 8, 9, 15, 16]. This occurred 
due to the modification that was not successful 

Table 1. 
Engine specification data 

Specification Data 
Type 4 stroke diesel engine 
Number of valve 4 
Air intake system Naturally aspirated 
Number of cylinder/ type 2 / Vertical 
Volume (cc) 1,630 cc 
Diameter x stroke 95 x 115 mm 
Compression ratio 19 : 1 
Maximum torque 96.9 Nm at 1,500 rpm 
Maximum power 13.5 kW at 1,500 rpm 
Fuel system 1. IDI 

2. Then modified to DI 
 

Table 3. 
Accuracy and calculated uncertainty of measurement 

Measurement Accuracy 
Soot density +1 g/m3 
CO +5 % 
HC +20 ppm 
Speed +5 rpm 
Torque +0.2 Nm 
Calculation result Uncertainty (%) 
Fuel volume velocity +2 
Power +1 
Specific fuel consumption +1.5 
Efficiency +1.5 
 

 
 
Figure 5. The piston shape; (Left) the existing IDI engine; 
(Right) Yanmar TF 135R-di 

Table 2. 
Injector specification data 

Specification Original Modification 
Pressure 190 ± 5 bar 200 bar 
Nozzle hole 1 4 
Injection 
volume/cycle 

0.88 ml 1.01 ml 

 



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21 

and that caused a power loss. The power loss 
could occur because of the absence of 
combustion (misfire), injection timing, incorrect 
shape of combustion chamber, and lower 
compression ratio. 

 
B. Influence of Modification of IDI to DI on 

the bsfc and Lambda Value 
Figure 7 shows the comparison of brake 

specific fuel consumption (bsfc). From the figure 
it can be seen that the bsfc value tended to 
decrease with the increasing load value of both 
diesel engines IDI and DI. Like the IMEP, the 
bsfc value of IDI diesel engines was greater than 
DI modified engines. This indicated failure 
modification. Bsfc values of DI diesel engine in 
general are bigger than the IDI diesel engine’s 
which also indicates a failure modification in 
term of performance. Normally, the IDI engine 
should be higher in fuel consumption than the DI 
engine due to double combustion processes i.e. 

which are firstly, combustion occurs for a half of 
fuel in pre-chamber then secondly, continue in 
main chamber which needs a longer time than DI 
engine to finish a combustion process [9].  

The lambda values were calculated and 
presented as a graph in Figure 8 to clarify 
economic property in term of diesel engine fuel 
consumption. In this study, the lambda value was 
resulted from the calculation based on fuel 
consumption and air intake measurement. 
Referring to the literature [17] increasing lambda 
value shows lean combustion and decreasing 
lambda value show rich combustion.  

In the diesel engine, the best lambda value is 
about 1.2 until 1.6 and the lambda value for IDI 
engine is lower than DI engine [7]. The results of 
this study were not in accordance with the 
existing data in the literature [7]. The reason for 
this condition might have been the IDI injector 
has been replaced with higher capacity injector. 
Besides, the piston replacement with several 
modifications was able to cause the air intake of 
DI became engine lower than IDI engine’s. 

 
C. Influence of Modification of IDI to DI on 

the Smoke Index (Bosch Index) 
Emission formation on diesel engine depends 

on fuel properties (cetane number, flash point, 
and etc), combustion system, load and injection 
timing. Figure 9 shows the comparison of smoke 
emission from IDI diesel engine and modified 
diesel engine DI. The graphs show that the 
percentage of smoke emission on DI diesel 
engine was significantly greater than IDI diesel 
engine system. The lower smoke value on IDI 
diesel engine happened due to the correct 
injection operation (volume) and two steps of 
combustion process. The first step is called 
premix burning period. The premix burning 

 
 

Figure 6. IMEP comparison of diesel engine IDI and DI at 
1,500 rpm 
 

 
 

Figure 8. Lambda comparison of diesel engine IDI and DI 
at 1,500 rpm 

 
 

Figure 7. Bsfc comparison of diesel engine IDI and DI at 
1,500 rpm 



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period began when the slightly rich fuel mixture 
in the pre-chamber ignited due to the increasing 
of pressure and temperature of compression 
stroke. The combustion process in pre chamber 
led to the flame propagation from pre chamber to 
the main chamber. The pressure and temperature 
in main chamber would increase due to the flame 
propagation. The swirl effect occurred due to the 
flame propagation, pressure, and design of pre 
chamber. 

The second step was the diffusion burning 
period or the combustion in main chamber. Since 
the swirl passage was far from the main chamber, 
the flame propagation would slightly be restricted 
and would cause a stratified combustion. The 
stratified combustion means longer combustion 
duration. Longer duration of combustion process 
provides more time to the air and fuel in main 
chamber to form a good flammability mixture. 
The proper air fuel mixture will generate a 
complete combustion in combustion chamber, 
and will produce lower smoke percentage. 
Meanwhile, in the modified DI system, fuel was 
directly injected to the main chamber at the end 
of compression stroke. Ignition occurred in the 
local mixture in combustion chamber which had 
stoichiometric air-fuel ratio, then propagated to 
the rich region mixture. The air and fuel in 
combustion chamber only had a little time to 
form a proper mixture. When the local 
stoichiometric mixture was igniting, the flame 
propagation occurred and burnt all of the mixture 
in combustion chamber spontaneously. The 
advantage of spontaneous combustion is higher 
pressure in combustion chamber to push the 
piston. The disadvantage of this system is the 
short preparation time to mix the air and fuel 
properly. In DI diesel system, the shape of 
combustion chamber is the main parameter to 
optimize the performance of diesel engine. The 
incorrect shape of combustion chamber will 

generate the poor performance and high 
emission. Therefore, the smoke emission of IDI 
diesel system in this experiment was lower than 
DI modified system. It was in accordance with 
what that has been discussed by Huang [1]. 

 
D. Influence of Modification of IDI to DI on 

CO Emissions 
Incomplete combustion on diesel engine 

happens when fuel cannot mix completely with 
air on combustion chamber. In diesel engines, the 
correct operation of injectors and injector pump 
is essential for correct combustion. If too much 
fuel is supplied or a dribbling injector supplies 
fuel after most of the air has been used, excessive 
heat that generated by burning of the fuel mixture 
will lead the deformation of CO and Smoke [16, 
18]. Figure 10 shows the comparison of CO 
emission from diesel engine IDI and DI. From 
the figure, it can be seen that CO emission from 
diesel engine with IDI system was reduced with 
the increasing engine load. The CO emission 
increased with the increasing engine load for 
diesel engine with DI system. 

Overall, the CO emission of diesel engine 
with IDI system was significantly lower than that 
of diesel engine modified DI system. CO is the 
medium product of hydrocarbon based fuel, so 
that the CO emission is resulted from incomplete 
combustion [19]. It has been reported before [1] 
that combustion from IDI system can be more 
completed than combustion in DI system related 
to the design of combustion system. The CO 
emission from IDI was lower than DI, due to the 
different injection sac volume from modified 
injector, more nozzle hole (4 holes) and incorrect 
spray pattern of the injector to the piston bowl. 
Thus, the fuel was over supplied to the chamber. 
Meanwhile, the modified piston probably had 
inappropriate piston bowl. The injector also 

 

 
 

Figure 10. CO emission comparison of diesel engine 
IDI and DI at 1,500 rpm 

 
 
Figure 9. Smoke comparison of diesel engine IDI and DI 
at 1,500 rpm 
 



Y. Putrasari et al./ Mechatronics, Electrical Power, and Vehicular Technology 04 (2013) 17-24 
 

 

23 

probably was not in good position and the ring 
piston probably had a bigger gap. Thus, the 
combustion was uncompleted and the CO 
emission of modified diesel engine DI was higher 
than diesel engine IDI systems. 

 
IV. CONCLUSION 

Modification of 2 cylinder 1630 CC diesel 
engine from IDI to DI system has been 
conducted. The engine was successfully operated 
in DI system. From overall investigation it was 
indicated that the modification of 2 cylinder 1630 
CC diesel engine from IDI to DI system was 
unsuccessful both of performance and its 
emission. The unsuccessful modification 
happened due to the incorrect injector flow rate, 
lower compression ratio, injector position to the 
piston bowl, and injection timing. The DI injector 
had higher flow rate than the original injector 
(approximately 12.87% higher). The bigger 
piston bowl from Yanmar TF135R-di generated 
lower compression ratio in DI engine. This 
condition caused the IDI engine to have 19:1 
compression ratio and DI modified system to 
have 17:1 compression ratio. The incorrect 
injector position and injection timing produced 
more stratified mixture in combustion chamber. 
Stratification of air-fuel mixture in DI 
combustion chamber system is an undesired 
condition because it will generate local mixture 
that has stoichiometric air-fuel ratio which will 
ignite earlier. By adjusting the injection timing, 
reshaping the combustion chamber, increasing 
compression ratio, and increasing injection 
pressure the performance and emission of DI 
diesel engine is expected to be better. 

 
ACKNOWLEDGEMENT 

This project is financially supported by 
Indonesian Institute of Sciences - Research 
Centre for Electrical Power and Mechatronics 
through the Kompetitif LIPI 2011 research 
project. The assistance of Mr. Ahmad Dimyani 
and Mr. Mulia Pratama in conducting the 
experiments in internal combustion engine 
laboratory is also highly appreciated. 

 
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[14] W. W. Pulkrabek, Engineering 
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[17] J. B. Heywood, Internal combustion 
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	Introduction
	Investigation Procedure
	Engine Testing Installation
	Modification Process of Diesel Engine from IDI to DI
	Engine Testing

	Results and Discussion
	Influence of Modification of IDI to DI on the IMEP Value
	Influence of Modification of IDI to DI on the bsfc and Lambda Value
	Influence of Modification of IDI to DI on the Smoke Index (Bosch Index)
	Influence of Modification of IDI to DI on CO Emissions

	Conclusion