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A nozzle needle has a hollow tubular form having a closed base end. A heat transfer tube is press fitted into a first magnetic portion. The heat transfer tube surrounds an outer peripheral surface of the nozzle needle. A ceramic heater is formed as an integral cylindrical body by sintering a ceramic

A nozzle needle has a hollow tubular form having a closed base end. A heat transfer tube is press fitted into a first magnetic portion. The heat transfer tube surrounds an outer peripheral surface of the nozzle needle. A ceramic heater is formed as an integral cylindrical body by sintering a ceramic material together with a heat generating resistive element. A case covers the heater and protects the heater from externally applied water. An inner tube of the case is resiliently engaged with both the heater and the first magnetic portion. Heat of the heater is conducted to the nozzle needle through the inner tube, the first magnetic portion and the heat transfer tube to heat fuel inside the nozzle needle.

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A nozzle needle has a hollow tubular form having a closed base end. A heat transfer tube is press fitted into a first magnetic portion. The heat transfer tube surrounds an outer peripheral surface of the nozzle needle. A ceramic heater is formed as an integral cylindrical body by sintering a ceramic

A nozzle needle has a hollow tubular form having a closed base end. A heat transfer tube is press fitted into a first magnetic portion. The heat transfer tube surrounds an outer peripheral surface of the nozzle needle. A ceramic heater is formed as an integral cylindrical body by sintering a ceramic material together with a heat generating resistive element. A case covers the heater and protects the heater from externally applied water. An inner tube of the case is resiliently engaged with both the heater and the first magnetic portion. Heat of the heater is conducted to the nozzle needle through the inner tube, the first magnetic portion and the heat transfer tube to heat fuel inside the nozzle needle. h is required for advancing spark timing from the first ignition timing point to a second ignition timing point during switch from S.S.C.C. to H.C.C., with differing degrees of the operator torque demand; and operating the engine on H.C.C. by performing a single injection for each engine cycle after elapse of said period of time. 2. The method as claimed in claim 1, further comprising: controlling injection pressure according to a first injection pressure during operating the engine on S.S.C.C. until the elapse of the period of time; allowing an increase of the injection pressure from the first injection pressure toward a second injection pressure upon elapse of the period of time; and controlling the injection pressure according to the second injection pressure during operating the engine on H.C.C. after the elapse of the period of time. 3. The method as claimed in claim 1, wherein the process of varying the period of time with differing degrees of operator torque demand includes shortening the period of time with increasing degrees of operator torque demand. 4. The method as claimed in claim 1, wherein the engine has a throttle, and the engine throttle rate is used as a parameter indicative of degree of operator torque demand, and wherein the process of varying the period of time with differing degrees of operator torque demand is such that the period of time is shortened as the throttle rate is increased. 5. The method as claimed in claim 2, further comprising: causing spark timing to jump in a retarding direction from the second ignition timing point to a third ignition timing point to start operating the engine on H.C.C. by performing single injection and controlling spark timing according to the third ignition timing point; and advancing spark timing from the third ignition timing point to a fourth ignition timing point that is optimal for H.C.C. during operating the engine on H.C.C. by performing single injection. 6. The method as claimed in claim 1, wherein the engine has exhaust system components including a catalytic converter, and wherein, during the predetermined engine operation, the engine is operated on S.S.C.C. by performing split injection and controlling spark timing according to the first ignition timing point for rapid warm-up of the exhaust system components. 7. The method as claimed in claim 1, wherein the split injection is performed by injecting fuel for each engine cycle during intake stroke and injecting fuel during compression stroke of the same engine cycle. 8. The method as claimed in claim 1, wherein the engine includes exhaust system components including an air/fuel sensor, wherein activation of the air/fuel sensor is one of predetermined entering conditions to initiate operating the engine on S.S.C.C. by performing split injection, and feedback control is carried out based on the output of the air/fuel sensor to maintain the charge in each combustion chamber at the stoichiometry during operating the engine on S.S.C.C. 9. The method as claimed in claim 1, wherein there is provided an accelerator, through which operator torque demand may be expressed, and wherein the process of varying the period of time with differing degrees of operator torque demand includes varying rate of advancing spark timing with a parameter indicative of the accelerator position. 10. The method as claimed in claim 1, wherein there is provided an accelerator, through which operator torque demand may be expressed, and wherein the process of varying the period of time with differing degrees of operator torque demand includes varying rate of advancing spark timing with a parameter indicative of the accelerator rate. 11. The method as claimed in claim 1, wherein there is provided an accelerator, through which operator torque demand may be expressed, and wherein the process of varying the period of time with differing degrees of operator torque demand includes varying rate of advancing spark timing with a parame