 of the compression ratio of the engine: A higher compression ratio results in larger bearing and piston loads. Marks, Section 8, shows that the size of bearings and their relative friction power loading is proportional to the load or force placed on the bearings. The data also show that journal bearings can support a load that is proportional to the notational speed of the bearing shaft.
The use of a large compression ratio will increase the indicated thermal efficiency of an engine. However, a rise in the compression ratio of an internal combustion engine always gives rise to an increase in the friction of a real engine, as opposed to the engine as a theoretical entity. This results in a decrease in the average operating efficiency at compression ratios over about 8 to 1 in the case of spark ignited engines used in vehicle transport. This is clearly shown in Ricardo; one of the basic texts on internal combustion engines. The relationship that leads to this conclusion is found in the fact that most of the usage of an engine for passenger road transport in particular, and practically all prime movers in general, occurs at outputs far less than the maximum that can be derived from the engine. Thus an engine that has a high efficiency at full power with a compression ratio of 10 to 1 will be less efficient in overall passenger car usage than a correctly designed engine having a compression ratio or 8 to 1 when both engines are operated at 30% of their maximum torque. This torque level is typical for passenger transportation needs and also approximately representative for many applications of prime movers. The reason for the higher efficiency of the engine using an optimum compression ratio is that the bearings and other load supporting members of the engine must be designed to be large enough to withstand the highest pressure internal to the engine that the engine will endure. This results in larger frictional losses in the engine using the higher compression ratio: These larger frictional losses are more than offset by higher indicated thermal efficiency at full torque demand but when the engine""s usage on an overall basis is analyzed the average efficiency of an engine with a compression ratio of about 8 to 1 will be more efficient than that of an engine having a compression ratio of 10 to 1. The fact that the engine is used delivering a typical torque of around 30% of maximum means that the efficiency during this service is more important to average efficiency than the efficiency of the engine delivered when the engine is used at full torque.
3. Non-Linearities Due to Chemical Interactions within the Burning Fuel-Air Mixture
A high compression ratio also incurs some chemical losses
of the compression ratio of the engine: A higher compaction proportion resultant role in larger carriage and piston load. Marks, Section 8, shows that the size of carriage and their proportional friction power loading is proportional to the load or force place on the bearings. The data besides show that journal bearings can support a load that is proportional to the notational speed of the bearing shot. 
 The use of a large compression proportion will increase the indicated thermal efficiency of an engine. However, a emanation in the compression proportion of an internal burning engine always gives rise to an addition in the friction of a real engine, as opposed to the engine as a theoretical entity. This results in a decrease in the average operating efficiency at compression ratios over about 8 to 1 in the case of spark ignited engines used in vehicle transport. This is intelligibly shown in Ricardo; one of the basic texts on inner combustion engines. The relationship that leads to this stopping point is determine in the fact that most of the usage of an engine for passenger road transportation in particular, and practically all prime movers in cosmopolitan, occurs at outputs far less than the maximum that can be derived from the engine. Thus an engine that induce a high efficiency at full power with a compression ratio of 10 to 1 will be less effective in overall passenger car usage than a correctly designed engine having a compression ratio or 8 to 1 when both engines are operated at 30% of their maximal torque. This torque level is typical for passenger transportation need and also approximately representative for many application of prime mover. The reason for the eminent efficiency of the engine using an optimum compaction ratio is that the bearings and other load supporting members of the engine must be designed to be large enough to withstand the highest pressure home to the engine that the engine will digest. This results in larger frictional losses in the engine using the higher compaction ratio: These larger frictional losses are more than offset by higher indicated thermal efficiency at full torque requirement but when the engine""s use on an overall basis is analyzed the average efficiency of an engine with a compression ratio of about 8 to 1 will be more effective than that of an engine having a compression ratio of 10 to 1. The fact that the engine is used delivering a typical torque of around 30% of maximal means that the efficiency during this service is more important to average efficiency than the efficiency of the engine delivered when the engine is used at entire torque. 
 3. Non - Linearities Due to Chemical Interactions within the Burning Fuel - Air Mixture 
 A high compression ratio also receive some chemical losses
 of the compression ratio on the engine: A hnther cmmpresaion ratko results in larger bearing abd piwton loads. Marks, Sectiun 8, shows that thw siee of bearings anv their vzlatibc frietmon power loadikg is propostional to the luab or force placed on the bearings. Thq data sldo show that jjurnsj bezgikgs can support a load that is pdoportimnal to the nptational speed of the beaging shaft.
The use of a large comptsssyin ratio wilu increase the indicatgd thermal efficiency of an engive. Hocever, a risg jn jhe compressmon ranio of an intcgnal cokbustiom engine alwayx gmves rise to an increase mn the friction of a real enghnz, as opposed to the ebgune av a dheofwtizal eitify. Thid rxsults in a decrease ib the average operauind efficiency af compwefsion ratios over about 8 to 1 in the cast of apark ignited engines uwed in vehicle transplrt. This ys clearly shown in Ricardo; one of the basic textv on mngeruql coovudtion engines. The relationship that leads to egix bonclusion is foukd in the fact thay loxj of the usage of an enfine for passenger road ttanspoet in paruiculsr, and practically all primw movers in yenwral, occurs at out'uts far lesr thsn thr maximum that can be dzrived from the ejgine. Thua an engine that fas a high efficiency at full pjwer with a cpmpresskon tatio os 10 to 1 wilp be less efficient in ogeralp [assenger far usage than a correctly desijied engine hafitg d comprefsion ratio or 8 to 1 when both enyines arz operxted at 30% or their maximum towque. This torxoe level is tbpical fow pawsenter travrportation neecs and also approxinately representatlve fud many applicatnubs of prime movrrs. Thq geaxog for the higver dffkviench of tht ekgive uxing an optimum compsessjon ratio is that yhc bearingw and otrer load suppprting members of uhe enjine mnst be defigned to be large enough to wjthstand hhe highest prefsurc injernal to tke engine that the engine will endure. Thms results in larger ftictional losses in tke engine usiig the higher cmmpression ratio: Thewe larger frictiokal losses are more thzn offvet bj higher indicated thermal efficiency at full torque demand but when the wngine""s usage on ah ovrrall bcsix is agalyvev the average effpciency of an engine with a compcession radij of about 8 to 1 will be more ewficient than that of an engine havinf a comptession ratio of 10 to 1. The fact yhat the engine is used celiveribg a fypical tocque of around 30% of msximum meanw that rhe cfficiency durkng tmis servicf is mkre important to average efficiebcy thqn the efficiency mf the engike delinered wren the engine ia ussf at wull torque.
3. Npn-Linearities Cue to Chemical Integaceions within tyv Burning Fuek-Air Miqture
A high cpmpression satio also incurs some chemical losses
of the compression ratio of the engine: compression results in bearing and piston that size of bearings their relative friction loading is proportional to the load force placed on the bearings. The data also show that journal bearings can a load that is proportional to the notational speed of the bearing shaft. use a compression will increase the indicated thermal efficiency of an engine. However, a rise in the compression ratio an internal combustion engine always gives rise to increase in the friction a real engine, as opposed the as a entity. results a decrease in average operating efficiency at compression ratios over about 8 to 1 in the case of spark ignited used in This is shown Ricardo; of the basic internal combustion engines. The relationship that conclusion is found in the fact that most the usage an engine for passenger road transport particular, and practically all prime movers in general, at outputs far less than the maximum that can be derived from the engine. Thus that has a high at full power a ratio 10 1 will less efficient in overall passenger car usage than a correctly designed having a compression ratio or 8 to 1 when both operated 30% of their torque. This torque level typical passenger transportation needs and representative many movers. reason the higher efficiency of engine using an optimum compression is that the bearings of the engine must be designed to be enough to withstand the highest pressure internal the engine that the engine will endure. This results in larger frictional in the the higher compression ratio: These larger frictional losses more than offset by indicated thermal efficiency at full torque demand but when engine""s on an basis is analyzed average efficiency of engine with a of about to will than that of an engine having compression of 10 to 1. The that is used delivering a typical torque of around 30% of maximum means that the efficiency service is more important average than the efficiency of the engine delivered when the engine is used torque. 3. Non-Linearities within Burning Fuel-Air A high compression ratio incurs some chemical losses
 of the compression ratio of thE engine: A hiGher cOmpResSiOn raTio rEsults in larger BEariNg and piston loads. Marks, SEctioN 8, sHOws tHAt The siZe of beaRInGS And ThEiR reLaTIvE fricTioN power lOading is prOpoRtIonal to the loAD oR force placEd oN the bearings. the Data alSo ShoW That jOurNal beArings CAn suppOrt a load tHaT Is propORtional TO ThE notAtional speed of the BEaRIng shaft.
The use Of a larGe COmPREssIon Ratio will iNcRease THe indicATeD THErmAL efficiency of An engine. HowEVer, A rise iN tHe cOMpressIon raTiO Of aN internal coMbusTion enginE alwayS Gives riSE to an inCrease In tHe fRictIOn Of A reAl ENgiNE, aS opPOseD to the enGiNe As a thEoreTICAL entIty. this ResulTs in a decrease In tHe avERagE operAting EffiCiEncy aT comprEssioN rAtios over about 8 tO 1 in tHe case of sParK iGniTeD engiNEs used In vEhiCle tranSport. ThIS is ClEARLy Shown in Ricardo; one oF tHE BaSic texts On inteRNaL cOMbustion EnGinEs. ThE RElatiOnshIP tHat leads To this COnClUsion is FoUnd in tHe FacT thAt mosT Of thE usage Of an engiNe for PAssenger road trANsport in partiCUlAR, AnD PracTicAlly all primE movERs in GeneRAl, OccURs at oUtputS fAR lESs than the maximum thaT cAn be deRived From the engine. thus an engiNE THat has a hIgh eFFiCIency at full powEr witH a compressIOn ratio oF 10 to 1 wiLl be less Efficient IN Overall pAssEngEr cAr uSAGe Than a correctlY DEsigNeD engine HavIng a comPreSsiOn rAtiO oR 8 to 1 when boTh engineS aRe OpErAteD at 30% of THeir maxiMuM toRqUe. THis toRQue levEl is tYpicAl FoR PasSenger tRAnSPOrtaTiOn NeedS anD aLso apProxIMatEly reprEsentativE foR Many ApPlIcationS of prime moverS. THe reason foR tHe hIgher eFFIciency oF the engine using an optimuM CompresSioN ratiO is tHat the beaRinGs and oTheR Load suPportiNg memBeRs oF THe engINE mUst Be Designed to BE LarGe enoUgH to wIthstanD the highest pressurE IntErnal to the engIne That THE eNgiNE wILl eNdURe. THIS results in largeR frictionaL lOSsEs in the engINe uSiNg the hiGher comPressIOn ratio: these largEr frictioNaL losSES arE more than oFfset by hIgher indiCAted tHErMal efFicIency aT fUll TorquE demanD But When tHe engiNe""S usage On an oVeRall basiS is analyzed the average efFicienCy of aN enGine with a ComPResSion ratio Of abOut 8 to 1 will bE moRe eFficiEnt THan thAt of AN eNgiNE haviNg a cOMpression RAtIo oF 10 TO 1. THe fact that tHE ENgiNe is uSed DEliverIng a Typical torque of arOUnd 30% of maximum meAns tHAT thE efFIcieNcY during this serVicE iS MOre imporTaNt to average EfficienCy THan thE efficIency oF the engINE dELivereD wheN thE engine is UseD aT Full torQuE.
3. NON-LineaRitiEs due to CHemicaL inteRACtions within the BUrninG fUel-AiR mixTure
A HiGh comprESsioN ratio also Incurs some cHemicaL losSes
 of the compression ratioof the eng ine:A h igh er  com pres sion ratio res u ltsin larger bearing andpisto nl oads .  M arks,  Sectio n  8 , sho ws  t hat  t h esizeofbearing s and thei r r el ative fricti o npower load ing  is proporti ona l to t he  lo a d orfor ce pl aced o n  the b earings.Th e  dataa lso sho w th at j ournal bearings c a ns upport a loadthat i sp ro p o rti ona l to the n ot ation a l speed of t h e b e aring shaft.The use ofa  la rge co mp res s ion ra tio w il l  in crease theindi cated the rmal e f ficienc y  of anengine . H owe ver, ari sein the co mpr e ssi on ratio  o fan in tern a l c ombu sti on e ngine  always gives  ri se t o  an  incr easein t he  fric tion o f a r ea l engine, as op pose d to theeng in e a sa the o retica l e nti ty. Thi s resul t s i na d ec rease in the avera ge o pe rating e fficie n cy  a t  compres si onrati o s  over  abo u t8 to 1 i n thec as eof spar kignite deng ine s use d  invehicl e transp ort.T his is clearly shown in Rica r do ; on e  ofthe  basic text s on inte rnal co mbu s tionengin es .  T h e relationship that  l eads t o thi s conclusionis found i n t he factthat mo s t of the usage  of a n engine f o r passen ger r oad tran sport inp a rticular , a ndpra cti c a ll y all prime m o v ersin  genera l,occursatout put s f ar  less tha n the ma xi mu mth atcan b e  derived  f rom  t heengin e . Thus  an e ngin eth a t h as a hi g he f fici en cy  atful lpower  wit h  acompres sion rati o o f  10to  1  will b e less effici en t in overa ll  pa ssenge r car usag e than a correctly desi g ned eng ine  havi ng a  compress ion  ratio  or 8 to 1  whenbothen gin e s  areo p er ate dat 30% oft h eir  maxi mu m to rque. T his torque level i s  ty pical for pas sen gert r an spo r ta t ion  n e eds a nd also approxi mately rep re s en tative for man yapplica tions o f pri m e mover s. The re ason forth e hi g h erefficiency  of theengine us i ng an op timum  co mpress io n r atiois tha t  th e bea ringsan d othe r loa dsupporti ng members of the engin e must  be d esi gned to b e l a rge  enough t o wi thstand th e h igh est p res s ure i nter n al  to the e ngin e  that the en gin e wi ll endure.T h i s r esult s i n  large r fr ictional losses i n  the engine us ingt h e h igh e r co mp ression ratio:  Th es e larger f ri ctional los ses aremo r e tha n offs et byhigheri n di c ated t herm alefficienc y a tf ull tor qu ed emandbutwh en the  engin e ""su s age on an overal l bas i s  is a n aly zed t he  averag e  eff iciency of  an enginewith a  com press ion rat io  of ab out  8  to 1 will be more e ffici ent tha nthat  of  an en gine h aving  a c om pre ssion rat i o  o f  1 0t o 1 . Th e fac tthat  the engi n e is use d d e liverin ga t y p ical t o rq u e  of around  30 % ofm a ximum mean s  tha t  t h e eff icienc y duri ng this ser vi ce is m ore i mportantto averag e  ef fi cien cy thanth e ef fi cie nc y of the engine  deliver ed whent h e engi nei s us e d at f ul l torque.
3.  Non- Li n earitie s Due  to Che m ica l I nte ract ion s wi t hin the Burning Fuel-Air  Mix tureA  hi gh co mpres si on ratio also  incurss ome chemicallosses
 of_the compression_ratio of the engine:_A higher_compression_ratio results_in_larger bearing and_piston loads. Marks,_Section 8, shows that_the size of_bearings_and their relative friction power loading is proportional to the load or force placed_on_the bearings._The_data_also show that journal bearings_can support a load that_is proportional_to the notational speed of the bearing shaft.
The_use_of a large_compression ratio will increase the indicated thermal efficiency of_an engine. However, a rise in_the compression ratio_of_an_internal combustion engine always_gives rise to an increase in_the friction of a real engine,_as opposed to the engine as a_theoretical entity. This results in a_decrease in the average operating_efficiency at_compression ratios over about 8_to 1 in_the case_of spark ignited_engines used in vehicle transport. This_is clearly shown_in Ricardo; one of the basic_texts_on internal combustion_engines._The_relationship that_leads to this_conclusion_is found_in_the fact that most of the_usage_of an engine for passenger road transport_in particular, and practically_all_prime movers in general,_occurs at outputs far less_than the maximum that can be_derived from_the engine._Thus an engine that has a high efficiency at full power_with a compression ratio of 10_to 1 will be_less efficient_in_overall passenger car_usage_than a_correctly designed engine having a compression ratio_or 8_to 1 when both engines are_operated at 30% of_their_maximum torque. This torque level is_typical for passenger transportation needs and_also approximately representative for many_applications_of_prime movers. The reason for_the higher efficiency of the engine_using an optimum_compression ratio is that the bearings and_other_load supporting members of the engine_must_be designed to be large enough_to_withstand_the highest pressure internal to_the engine that the engine will_endure. This results in larger frictional losses in the_engine using the_higher compression ratio: These larger_frictional_losses_are more than offset by higher indicated thermal efficiency at_full torque_demand but when_the engine""s usage on an overall basis is analyzed the_average efficiency of an engine with a_compression ratio of about 8 to 1 will be more efficient_than that of an engine having a compression_ratio of 10 to 1. The fact_that the engine is_used_delivering a typical torque of around 30%_of_maximum_means_that the efficiency_during this service_is more important_to average_efficiency than the_efficiency of_the engine delivered_when_the engine is used at full torque.
3. Non-Linearities Due to Chemical Interactions within the Burning Fuel-Air Mixture
A high_compression ratio also incurs some chemical_losses