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High speed diesel engines are difficult to start in cold conditions (at subzero temperature) because the cylinder head and cylinder block absorbs heat of compression and thus preventing ignition due to the high surface to volume ratio. Also the coolant and the engine oil become viscous at subzero temperature and make the condition unfavorable for starting. Combustion optimization along with the help of a heating aid can make these engines to start quickly without any engine misbehavior. Cold startability is the ability of an engine to start within a specified time and continue to run without any malfunctioning. Combustion instability will lead to the misfiring of the engine unless it is calibrated properly. The European countries are subjected to a minimum temperature of -20°C to -25°C. So the intention of this work is to optimize the cold startability of Mahindra's Multi-Purpose Vehicle (MPV) up to -25°C which is to be sold in European countries.

Continually increasing customer demands and legislative Requirements regarding fuel economy, emissions, Performance, drive ability and comfort need to be met by every OEM's developing vehicles worldwide. There is a serious pressure to reduce CO2 emission from automotive application which contributes to around 15.9% of the total CO2 production based on the Surveys done time to time. In a developing market like India, many foreign players are entering with lots of option for offering to this market. The parameters of prime importance here are fuel efficiency with good drive ability and at the same time affordable price. Diesel engines are finding these benefits and attracting the buyer over its counterpart (Gasoline). The road condition and the driving pattern in India compared with developed countries differ to a major extent. In India, the Low speed uses are predominating in Cities and in Ghats.

Over the past several years, monolithic catalytic converters with laminar flow profile are being used by automotive industry. These catalytic converters, though create some turbulence at the inlet, make the majority of the rest of the flow laminar, thereby reducing the mass transfer of the exhaust components to the effective catalytic sites. Improvements were achieved only through the higher cell densities so far. If the design change in the substrates allows the change of exhaust flow from laminar to turbulent, longer residence time can be achieved and more unconverted gases from the core of the channel come closer to the catalyst surfaces facilitating more reaction with the active catalytic sites. The turbulent technology has been successfully developed more recently with metal substrates to get the required turbulent flow characteristics in the substrate channels.