The internal combustion engine is a machine. And like any machine in which raw materials must be placed, a finished product comes out, as does a certain amount of wasted material. When we relate this to the internal combustion engine, we find that by putting in air and fuel, we obtain power from this mixture during the combustion process to drive the vehicle. The byproduct or waste of this power is, in part, heat and exhaust gases with which we must concern ourselves.
The heat from the internal combustion process can rise to over 4000°F (2204°C). The dissipation of this heat has been traditionally controlled by a number of methods, including:
The coolant is then directed to a thin-finned, multi-tubed radiator, from which the excess heat is transferred to the outside air by one or all of the three heat transfer methods. Such methods are examples of conduction, convection or radiation.
The cooling of the combustion area is an important part in the control of exhaust emissions. To understand the behavior of combustion and transfer of its heat, consider the air/fuel charge. It is ignited and the flame front burns progressively across the combustion chamber until the burning charge reaches the cylinder walls. Some of the fuel in contact with the walls is not hot enough to burn, thereby snuffing out or quenching the combustion process. This leaves unburned fuel in the combustion chamber. This unburned fuel is then forced out of the cylinder along with the exhaust gases and into the exhaust system.
Many attempts have been made to minimize the amount of unburned fuel in the combustion chambers due to the snuffing out or "quenching," by increasing the coolant temperature and lessening the contact area of the coolant around the combustion area. Design limitations within the combustion chambers prevent the complete burning of the air/fuel charge, so a certain amount of the unburned fuel is still expelled into the exhaust system, regardless of modifications to the engine.