Four stroke cycle theory

Intake stroke Piston moving down Intake valve open Exhaust valve closed

Copyright 2003 Gary Lewis - Dave Capitolo

Four stroke cycle theory

Compression stroke Piston moving up Intake valve closed Exhaust valve closed

Four stroke cycle theory

Power stroke Piston moving down Intake valve closed Exhaust valve closed

Four stroke cycle theory

Exhaust stroke Piston moving up Intake valve closed Exhaust valve open

Four stroke cycle theory

Each stroke takes 180 of crankshaft rotation to complete All cylinders fire in 720 of crankshaft rotation 720 divided by number of cylinders = firing interval Odd fire V-6 engine (90 block with 120 rod journals)

Piston dwell time

Piston travel is at a minimum. . . TDC and BDC Crank moves horizontally Piston velocity Maximum when rod is 90 to crank Acceleration Maximum 30 earlier Best VE is obtained by synchronizing valve opening with piston speeds

Other engine cycles

Overlap Both valves are open End of exhaust & start of intake Low pressure in exhaust port Blowdown Exhaust valve opens before BDC To help evacuate cylinder before piston reverses Pumping losses at end of exhaust stroke

Valve events Intake valve opening BTDC Low pressure in cylinder Intake valve closing ABDC Cylinder pressure is effected by timing Exhaust valve opening BBDC Residual pressure helps blowdown Exhaust valve closing ATDC Low pressure in exhaust port draws air in

Effects on valve timing Intake valve opening Late Reduced VE Early Dilution of intake with exhaust Intake valve closing Late Reduces cylinder pressure Early Increases cylinder pressure Exhaust valve opening Late Pumping losses Early Power reduction Exhaust valve closing Late Reduces vacuum Early Reduces VE

Combustion Spark ignition Maximum cylinder pressure 15 ATDC Tumble and swirl Motion reduces misfires Excess motion inhibits flow AFR 14.7:1 at part throttle, 12.5:1 under load Compression ignition 18:1 direct injection 23:1 pre-chambers for better starting Compression heats to 800-1200 F

Diesel fuels Cetane volatility numbers 50-55 Higher cetane #1 fuel for cold weather Lower cetane #2 fuel for warm weather Paraffin separates from fuel at 20F

Valve trains

OHV (overhead valve) Pushrod configuration Many reciprocating parts Higher valve spring pressure required Compact engine size compared to OHC

Valve trains

OHC (overhead cam) Fewer reciprocating parts Reduced valve spring pressure required Higher RPM capability Cylinder head assemblies are taller

Valve trains

Cam-in-head No pushrods Use rocker arms

Valve lash compensators Solid lifters No internal parts Periodic adjustment

Valve lash compensators

Hydraulic lifters To maintain zero lash Quieter No periodic adjustment Anti-scuff additives are required in oils

Hydraulic lifter operation

Valve closed Oil flows through lifter bore, & past check valve Plunger return spring maintains zero lash

Hydraulic lifter operation

Valve open Check valve seats and limits the slippage Now operates as a solid lifter

Hydraulic lifter operation

Return to valve closed New oil enters the lifter body This oil replaces oil that has leaked between plunger and body (predetermined leakage)

Other lash compensators

Metering device

Metering valve meters the oil flow to the pushrod

Timing sets

Gear sets Cam and crank rotate in opposite directions Noisy if not free of burrs Helical and spur cut gears

Timing sets

Timing chains Single and double roller Tensioners

Timing sets

Timing belts Require maintenance Quiet

Camshaft terminology Cam lift (A-B) Valve lift = Cam lift times rocker ratio Valve lift .300 cam lift times 1.5 rocker ratio = .450 valve opening

Engine oiling Lubrication through pressure. . .

Engine oiling and spray. . .

Engine oiling Oil pan baffles To keep oil in sump during braking, accelerating, and cornering

Engine oiling Oil pan windage tray To prevent oil aeration in the sump

Engine oiling

Oil pumps Driven by distributors, gear on camshaft, or crankshaft

Engine oiling Oil pumps with pressure relief valves Gear type pump Rotor type pump

Engine oiling Full flow oil filtering system Oil pump output flows through filter first Bypass circuit for restricted filters will allow oil to flow to engine

Engine oils API, SAE, and ASTM S - Spark ignition C - Compression ignition

Engine oil additives Viscosity index improvers To reduce viscosity change with heat Detergents To dissolve varnish and sludge Dispersants To keep sludge, carbon and other materials from recombining and suspends them in oil to be drained Scuff inhibitors To reduce friction and wear Antifoam and antioxidants To prevent foaming and to slow oxidation in oil

Engine measurements Bore Diameter of cylinder Stroke Distance between TDC & BDC

Engine measurements Displacement per cylinder r S Displacement for the engine Disp per cylinder times the Number of cylinders

Engine measurements Compression ratio D + CV CV To calculate clearance volume D . CR-1

Engine measurements Deck clearance Top of piston to top of block deck Measured with dial indicator or depth mic

Engine measurements Deck height Center line of crank to block deck

Fits and clearances Running fit Clearance between bearing and shaft Clearance for oil Listed as diametral

Fits and clearances Interference (press) fit OD is larger than ID Example is piston pin pressed into rod

Fits and clearances of pistons Full floating .0003 - .0005 clearance in rod .0001 - .0003 clearance in piston Press Fit .0008 - .0012 interference in rod .0003 - .0005 clearance in piston Rod offset Beam offset to center of cylinder Enlarged chamfers to clear fillets Pin offset Offset to major thrust side Quieter engine, less cylinder wear

Cooling system operation Engine heat is transfered . . . through walls of the combustion chambers through the walls of cylinders Coolant flows . . . to upper radiator hose through radiator to water pump through engine water jackets through thermostat back to radiator

Cooling system operation Fans increase air flow through radiator Hydraulic fan clutches Hydraulic fans consume 6 to 8 HP Electric fans Coolant (ethylene glycol) 50/50 mixture increases boiling point to 227F pressurizing system to 15 PSI increases to 265F Coolant (propylene glycol) Less protection at the same temperatures Less toxic

Combustion efficiency Under perfect conditions . . . Only byproducts would be carbon dioxide and water Iso-octane fuel is laboratory fuel

Because conditions are not perfect . . . Carbon monoxide and hydrocarbons are produced Oxides of nitrogen are produced from pressure & temp Emission controls Catalytic converters Convert CO & HC to carbon dioxide & water O2 sensors To monitor oxygen content in exhaust EGR To reduce peak cylinder temperatures

Cooling system operation Heat energy 1/3 usable power 1/3 released through exhaust system 1/3 released through cooling system Engine temperature Cool enough to prevent part failure Warm enough to maximize engine efficiency

Four stroke diesel theory Compression ignition Uses high compression ratios instead of spark plugs Engine components are more robust Diesel fuel low has volatility

Four stroke diesel theory Compression ignition fuel system Transfer pump from tank Injection pump to injectors Amount of fuel injected varies engine speed Diesels have no throttle (always WOT) AFR varies from 85:1 to 20:1

Four stroke diesel theory Indirect Injection Indirect injection begins in a pre-chamber Initial combustion takes place there Slows the rate of combustion to reduce noise Glow plugs are needed to provide heat

Four stroke diesel theory Direct Injection Fuel is injected directly into cylinder The piston has a chamber built into it More reliable than indirect More noisy than indirect

Four stroke diesel theory Combustion Ignition is delayed after fuel is injected Rapid combustion when fuel 1st starts to burn Cylinder pressure rises quickly Engine knock (almost always detonating) Controlled combustion as injection continues

Four stroke diesel theory Injection pumps Cam driven from front of engine Distributor driven High-pressure common rail 20,000 psi and computer controlled HEUI system (Ford Power Stroke) Hydraulically actuated with high pres oil and PCM controlled

Four stroke diesel theory Other diesel components Vacuum pump (crank driven) Electronic throttle

Four stroke diesel theory Diesel advantages Higher engine torque Better fuel economy Long engine life Diesel disadvantages Engine noise Exhaust smell Hard start cold Heavier Fuel availability

Rotary engine theory

Coolant Types Traditional American coolants High silicates, should be changed every 24mos. American low silicate coolant Longer life span Heavy duty coolant Low silicate, require additive Fully formulated (pre-charged) Same as above, but additives already in it

Coolant Types Japanese coolants Many colors. No silicates. Uses other additives instead of silicates Organic Acid Technology Dexcool, European coolants Hybrid coolants Aluminum and cavitation protection