Delhi Transport Corporation Internship Report.

The central workshop -2 of DTC is situated in Okhla phase-1 at tehkand
village, New Delhi-110020. This workshop is for DTC buses mandetor,

RTV’S and other generator engine, almost all other engine repairing
from tuning to changing the blocks tales place in this work shop all the
parts of DTC buses are retrieved like crankshaft, engine, gearbox,
pressure plate, clutch plate differential carrier, axel, propeller shaft,
tyres, etc. maintenances work of buses and its parts are also done here.
This DTC authority provide training to the Diploma as well B.Tech
students. I have completed my four weeks training programmed in this
DTC workshop from 01 June 2016 to 30 June 2016 and I have learned
about the IC engine and it’s parts and I thank to our most respected
training incharge. Om Pal Sir under whose guidance I have completed
my four weeks summer training programme.
1
CONTENTS
S. NO. PARTICULARS PAGE NO.
1. ENGINE ASSEMBLY 03-16
2. MAJOR ENGINE ASSEMBLY 17-19
3. ELECTRICAL SECTION 20-23
4. RETRIEVING SECTION 24-25
5. S AND C SECTION 26-39
6. MACHINE SHOP SECTION 40-43
7. TYRE SECTION 44-45
2
1. ENGINE ASSEMBLY SECTION
Cylinder Head:-
The cylinder head is a casting bolted to the top of the cylindrical block. It houses the inlet
and exhaust Poppet-valves, houses the spark-plug or ingector location holes, forms the upper
face of the combustion-pressure reaction.
The coolant passages, cavities, intake and exhaust ports, lubricating passages, and the spark
plug or ingector bosses are also located within or injector bosses are also located with the
head casting. The cylinder head is detachable for easy access to the valves and piston tops
and to facilitate machining of the cylinder bore, combustion chamber and valve ports. The
mating faces of the cylinder head and block.
Cylinder-head Materials:-
The cylinder head material should be readily cast with complicated internal shapes for both
the coolant passages and for the inlet and exhaust ports the material should be strong enough
in compression and able to operate continuously under fluctuating gas pressures and
temperatures when fixed rigidly to the cylinder block by bolts or studs. Although the gas
pressure loads are not excessive for the available materials, but prevailing temperatures
gradients produce non uniform expansion and contraction of the metal in these regions. As
a result thermal stresses are developed across the cylinder head eventually causing
distortion or even cracks in the critical areas exposed to the heat of combustion.
3
Intake and exhaust ports :-
The intake and exhaust systems are designed to meet the engines maximum power
requirements with minimum restriction. At the same time, the intake system provides
satisfactory charge distribution in the induction system at part throttle and idle speeds.
The intake and exhaust ports are passage cast in the cylinder head leading from the manifolds
to the respective valves. An optimum design is not always possible because of spade
requirements for head bolt bosses, valves guides, cooling passages, and push-rod opening
clearance.in-line engines have both intake and exhaust ports located on the same side of the
engine. Therefore often two of the cylinders share the same port because of the restricted
space available. These ports are called Siamese ports. Siamese intake ports are common in-
line engines but rare in V- type engines. Larger ports and better breathing is possible in
engines that have the intake port on one side of the head and the exhaust port on the opposite
side. In these engines, a separate port is usually provided for each cylinder.
Coolant Passages:-
Coolant flows from the coolest portion of the engine to the warmest portion. Coolant is fed
into the block where it is directed all around the cylinders, after it flows upward through the
gasket to the cooling passages cast into the cylinder head. The heated coolant is collected at a
common point and returned to the radiator for cooling before it is recycled. Relatively large
openings are provided in the gaskets surface of the head into the head cooling passages. They
are necessary because the cooling passage core is supported through these openings during
casting of the head. The openings between the head and the block are normally too large for
the correct coolant flow.
In this case, the head gaskets performs an important role by providing a calibrated restriction
with punched holed for correct flow of coolant at opening. Therefore, the head gasket must
4
be installed correctly for proper engine cooling. Special cooling nozzels or deflectors are
incorporated into the head to direct coolant to the portion of the head where localised heat is
required to be removed, for example the area of the exhaust valve. Some of the deflectors are
cast in the cooling system, while others are pressed-in sheet metal nozzels and compression
ignition cylinder block are similar, but latter blocks are relatively heavier and stronger to
withstand high compression ratios and internal pressure.
Cylinder Block:-
The cylinder block is the portion of the engine between the cylinder head and sump and is the
supporting structure for the entire engine. All the engines parts are mounted on it or in it and
this holds the part in alignment. Large diameter holes in the block casting form the cylinder
bores required to guide the pistons. These holes are called bores as they are made bearing.
The cylinders are provided with a web or bulkhead to support the crankshaft and head
attachments. Each main bearing bulk head supports both a cam bearing and a main bearing.
The bulkhead is well ribbed to support and distribute loads applied to it. This gives the block
structural rigidity and beam stiffness. The cylinders are surrounded by cooling passages. The
block has drilled Passage for the flow of coolant and lubricating oil separately. When a
curved passage is needed, intrest drilled holes are used. After oil holes are drilled the
unneeded open ends are capped by pipe plugs, steel balls, or cup-type soft plugs. The head,
pan, and timing cover are fixed to the block with sealed joints for eliminating leakage.
Gaskets are used in the joints to take up matching irregularities and to absorb variations due
to pressure and temperature extremities. Within the cylinder, combustion process produces
rapid and periodic rises in temperature and pressure. Combustion pressure loads are carried
from the head to the crank shaft bearings through the block structure. Mounting pads or lugs
on the block transform the reaction loads caused by the engine torque to the vehicles frame.
5
The cylinder head is fastened to the top surface of the block called the block deck. The deck
has a smooth surface to seal against the head gasket. Threaded bolt holes are provided around
the cylinder to form and even holding pattern. These bolts hole goes into rain forced area
within the block that carry the load to the main bearing bulck head. The cylinders may be of
a skirt less design, flush with the top of the crankcase, or they may have a skirt that extend
into the crankcase. Extended skirt cylinders are used in the engines which short connecting
rods. As a result a low overall engine height can be obtained since it has a small block size
for its displacement. In most cylinder design, the cooling passage are limited to the upper
portion of the cylinder.
Crankshaft :-
The crank shaft is located in the engine of a vehicle and converts the force created by the
engines pistons moving up and down into a force that moves the wheels in a circular motion
so the car can go forward.
Located inside the car

engine, it is connected to all
pistons in the engine and to
fly wheel. To understand
this shaft, it is important to
understand how piston and
the flywheel work. A car
engine produces motion by creating explosion inside it. The pistons, which are attached to
the crankshaft in an engine, are moved down by the explosion inside the cylinders. When the
piston moved down, the crankshaft rotates. The pistons are connected to the crankshaft to
ensure it moves with them and keeps their movements regulated. As the shaft move it turns
the flywheel in a circular motion. Nothing in the flywheel helps smooth its motion and
connect to the other car parts that turn the wheels. This turns the up & down movement
created by the engine into a circular motion needed to move the cars wheels for the piston to
work properly. These valves open in close to allow the flow of air, which is necessary to
create an explosion, into the cylinder. The crank shaft is connected to the cam shaft to rotate
along with it. This ensures the two engine parts work together had are never out of sync.
Piston and Piston Rings:- A piston is

a cylindrical engine component that
slides back and forth in the cylinder bore
by forces produced during the
combustion process. The piston acts as a
movable end of the combustion
chamber. The stationary end of the
6
combustion chamber is the cylinder head. Pistons are commonly made of a cast aluminium
alloy for excellent and lightweight thermal conductivity. Thermal conductivity is the ability
of a material to conduct and transfer heat. Aluminium expands when heat, and proper
clearance must be provided to maintain free piston movement in the cylinder bore.
Insufficient clearance can cause the piston to seize in the cylinder. Excessive clearance can
cause a loss of compression and an increase in piston noise.
Piston features include the piston head, piston pin bore, piston pin, skirt, ring grooves, ring
lands, and piston rings. The piston head is the top surface (closest to the cylinder head) of
the piston which is subjected to tremendous forces and heat during normal engine
operation.
A piston pin bore is a through hole in the side of the piston perpendicular to piston travel
that receives the piston pin. A piston pin is a hollow shaft that connects the small end of the
connecting rod to the piston. The skirt of a piston is the portion of the piston closest to the
crankshaft that helps align the piston as it moves in the cylinder bore. Some skirts have
profiles cut into them to reduce piston mass and to provide clearance for the rotating
crankshaft counterweights.
A ring groove is a recessed area located around

the perimeter of the piston that is used to retain a
piston ring. Ring lands are the two parallel
surfaces of the ring groove which function as the
sealing surface for the piston ring. A piston ring is
an expandable split ring used to provide a seal
between the pistons are the cylinder wall. Piston
rings are commonly made from cast iron. Cast
iron retains the integrity of its original shape
under heat, load, and other dynamic forces. Piston
rings seal the combustion chamber, conduct heat
from the piston to the cylinder wall, and return oil
to the crankcase. Piston ring size and
configuration vary depending on engine design
and cylinder material.
Piston rings commonly used on small engines include the compression ring, wiper ring, and
oil ring. A compression ring is the piston ring located in the ring groove closest to the piston
head. The compression ring seals the combustion chamber from any leakage during the
combustion process. When the air-fuel mixture is ignited, pressure from combustion gases is
applied to the piston head, forcing the piston toward the crankshaft. The pressurized gases
travel through the gap between the cylinder wall and the piston and into the piston ring
groove. Combustion gas pressure forces the piston ring against the cylinder wall to form a
seal. Pressure applied to the piston ring is approximately proportional to the combustion gas
pressure.
7
A wiper ring is the piston ring with a tapered face located in the ring groove between the
compression ring and the oil ring. The wiper ring is used to further seal the combustion
chamber and to wipe the cylinder wall clean of excess oil. Combustion gases that pass by the
compression ring are stopped by the wiper ring.
An oil ring is the piston ring located in the ring groove closest to the crankcase. The oil ring
is used to wipe excess oil from the cylinder wall during piston movement. Excess oil is
returned through ring openings to the oil reservoir in the engine block. Two-stroke cycle
engines do not require oil rings because lubrication is supplied by mixing oil in the gasoline,
and an oil reservoir is not required.
Piston rings seal the combustion chamber, transferring heat to the cylinder wall and
controlling oil consumption. A piston ring seals the combustion chamber through inherent
and applied pressure. Inherent pressure is the internal spring force that expands a piston ring
based on the design and properties of the material used. Inherent pressure requires a
significant force needed to compress a piston ring to a smaller diameter. Inherent pressure is
determined by the uncompressed or free piston ring gap. Free piston ring gap is the distance
between the two ends of a piston ring in an uncompressed state. Typically, the greater the
free piston ring gap, the more force the piston ring applies when compressed in the cylinder
bore.
A piston ring must provide a predictable and

positive radial fit between the cylinder wall and the
running surface of the piston ring for an efficient
seal. The radial fit is achieved by the inherent
pressure of the piston ring. The piston ring must
also maintain a seal on the piston ring lands.
In addition to inherent pressure, a piston ring seals

the combustion chamber through applied pressure.
Applied pressure is pressure applied from
combustion gases to the piston ring, causing it to
expand. Some piston rings have a chamfered edge
opposite the running surface. This chamfered edge causes the piston ring to twist when not
affected by combustion gas pressures. Another piston ring design consideration is cylinder
wall contact pressure. This pressure is usually dependent on the elasticity of the piston ring
material, free piston ring gap, and exposure to combustion gases. All piston rings used by
Briggs & Stratton engines are made of cast iron. Cast iron easily conforms to the cylinder
wall. In addition, cast iron is easily coated with other materials to enhance its durability. Care
must be exercised when handling piston rings, as cast iron is easily distorted. Piston rings
commonly used on small engines include the compression ring, wiper ring, and oil ring.
8
Compression Ring :-
The compression ring is the top or closest ring to combustion gases and is exposed to the
greatest amount of chemical corrosion and the highest operating temperature. The
compression ring transfers 70% of the combustion chamber heat from the piston to the
cylinder wall. Most Briggs & Stratton engines use either taper-faced or barrel-faced
compression rings. A taper faced compression ring is a piston ring that has approximately a
1° taper angle on the running surface. This taper provides a mild wiping action to prevent
any excess oil from reaching the combustion chamber.
A barrel faced compression ring is a piston ring that has a curved running surface to provide
consistent lubrication of the piston ring and cylinder wall. This also provides a wedge effect
to optimize oil distribution throughout the full stroke of the piston. In addition, the curved
running surface reduced the possibility of an oil film breakdown due to excess pressure at the
ring edge or excessive piston tilt during operation.
Wiper Ring:-
The wiper ring, sometimes called the scraper ring, Napier ring, or back-up compression ring,
is the next ring away from the cylinder head on the piston. The wiper ring provides a
consistent thickness of oil film to lubricate the running surface of the compression ring. Most
wiper rings in Briggs & Stratton engines have a taper angle face. The tapered angle is
positioned toward the oil reservoir and provides a wiping action as the piston moves toward
the crankshaft.
The taper angle provides contact that routes excess oil on the cylinder wall to the oil ring for
return to the oil reservoir. A wiper ring incorrectly installed with the tapered angle closest to
the compression ring results in excessive oil consumption. This is caused by the wiper ring
wiping excess oil toward the combustion chamber.
Oil Ring:-
An oil ring includes two thin rails or running surfaces. Holes or slots cut into the radial centre
of the ring allow the flow of excess oil back to the oil reservoir. Oil rings are commonly one
piece, incorporating all of these features. Some on-piece oil rings utilize a spring expander to
apply additional radial pressure to the piston ring. This increases the unit (measured amount
of force and running surface size) pressure applied at the cylinder wall.
The oil ring has the highest inherent pressure of the three rings on the piston. Some Briggs &
Stratton engines use a tree-piece oil ring consisting of two rails and an expander. The oil
rings are located on each side of the expander. The expander usually contains multiple slots
or windows to return oil to the piston ring groove. The oil ring uses inherent piston ring
9
pressure, expander pressure, and the high unit pressure provided by the small running surface
of the thin rails.
The piston acts as the movable end of the combustion chamber and must withstand pressure
fluctuations, thermal stress, and mechanical load. Piston material and design contribute to the
overall durability and performance of an engine. Most pistons are made from die- or gravity-
cast aluminium alloy. Cast aluminium alloy is lightweight and has good structural integrity
and low manufacturing costs. The light weight of aluminium reduces the overall mass and
force necessary to initiate and maintain acceleration of the piston. This allows the piston to
utilize more of the force produced by combustion to power the application. Piston designs are
based on benefits and compromises for optimum overall engine performance.
Flywheel:-
A flywheel is a disc with it's weight concentrated toward the outer circumference. When the
disc is spun it stores energy by virtue of its angular momentum. This means that it resists
changes to its rotational speed. When the load applied to the crankshaft is uneven, as with a
piston, the flywheel keeps the crankshaft turning smoothly in between power strokes. In an
internal combustion engine the pistons only provide power during one in every four strokes.
The flywheel keeps the crankshaft turning smoothly during the other three rotations.
10
Additionally, the pistons and connecting
rods are offset from the crankshaft and
want to push the crankshaft from side to
side with each piston stroke. The energy
stored by the flywheel dampens this
process and reduces engine vibration, thus
balancing the engine. By maintaining
engine speed and balance, flywheels help to extend the useful life of other components
connected to the engine. By adjusting the weight of the flywheel, the engine can be tuned to
work at optimal efficiency under a variety of works loads.
Camshaft:-
A car camshaft is a rotating cylindrical shaft used to regulate the injection of vaporized fuel
in an internal combustion engine. These are occasionally confused with the crankshaft of the
engine, where the reciprocating
motion of the pistons is converted
into rotational energy. Instead,
camshafts are responsible for the
accurately-timed fuel injections
required by internal combustion
engines. Camshafts have multiple
cams on them, which are used to
open valves through either direct
contact or pushrods. A camshaft
is directly coupled to the crankshaft, so that the valve openings are timed accordingly.
Camshaft can be found in many

different types of machines that
required mechanical timing. Most
of the time they are found in
internal combustion engines and
perform the essential task of timing
fuel injection. Even though
camshafts can be formed in
different types of machines, they are
typically used for valve timing
purpose. An examples of this would
be a fuel burner which injects fuel in timed intervals to help reduce fuel combustion.
11
Clutch:-
The clutch enables the engine to be disconnected from the transmission in order to engage or
disengage the gears. It consists of two friction plates. When the clutch pedal is pressed down
the two friction plates move apart, this disconnects the engine from the wheels meaning none
of the engines power can be transmitted to the wheels.
When you release the clutch the two friction plates move together and power starts to be
transmitted to the wheels. This is known as the ‘biting point’. At least the clutch pedal the
more plates touch and the more power can be transmitted from engine to wheels. Once the
clutch pedal is fully released the clutch
plates lock together and all the power
from the engine can be sent to the
wheels.
Clutch Plate:-
A Clutch is a machine member used to
connect the driving shaft to a driven
shaft, so that the driven shaft may be
12
started or stopped at will, without stopping the driving shaft. A clutch thus provides an
interruptible connection between two rotating shafts Clutches allow a high inertia load to be
stated with a small power. A popularly known application of clutch is in automotive vehicles
where it is used to connect the engine and the gear box. Here the clutch enables to crank and
start the engine disengaging the transmission Disengage the transmission and change the gear
to alter the torque on the wheels. Clutches are also used extensively in production machinery
of all types.
CLUTCH HOUSING:-
It has been seen that the internal-combustion engine, unlike the steam engine, does not
produce high power at low speeds; therefore the engine must be rotating at a speed at which
sufficient power is developed, before the drive to the wheels is established.
This condition rules out the use of dog clutch since the connection of rotating engine to a
stationary transmission shaft would damage the transmission and jolt the vehicle.
The clutch used must allow the drive to be taken up smoothly so that the vehicle can be
gradually moved away from the stationary position.
Once moving, it will be necessary to change gear, and so this is also a part of the clutch’s
function.
13
These two duties can be performed by various mechanisms; the friction system is
considered to be one of the most effective and efficient.
 The objectives of a friction clutch are:

 To connect a stationary machine part to a rotating part.
 To bring it up to speed.
 To transmit the required power with a minimum of slippage.
 Serves as a safety device by slipping when the torque transmitted through it exceeds a
safe value, thus preventing the breakage of parts in the transmission train.
Water Pump:-
The present invention relates to an arrangement driving a water pump for water-cooled type
internal combustion engine and which is particularly suited for an automobile engine for
conserving space and improving dependability.
In conventional water-cooled
internal combustion engines the
water pump is normally attached
to the engine body and driven
separately together with a
generator or other auxiliary device
by means of a V-belt
interconnected with the crank
shaft. In all of such internal
combustion engines, the shaft of
the water pump is supported in an
overhung manner by one end face
of the engine body and the V-belt
engages a driven pulley which is
integral with the pump shaft.
Consequently, the pump shaft is
subjected to strong external forces
in radial directions induced by the
tension of the belt, so that a large
bending moment is exerted on the
bearings which support the pump
shaft. The pulley and pump shaft
are also subjected to vibrations, as
well as acceleration and
14
deceleration forces, caused by the V-belt and engine operation. As a result, it becomes
necessary that the pump shaft bearings have a capacity large enough to fully withstand such
large bending moments and other forces, and the necessary characteristics of a mechanical
seal of the water pump to avoid premature deterioration and failure of the pump shaft.
Further, the V-belt for driving the water pump requires space at the end of the engine in the
direction of the crankshaft.
Oil Pump:-
The oil pump in an internal combustion engine circulates engine oil under pressure to the
rotating bearings, the sliding pistons and the camshaft of the engine. This lubricates the
bearings, allows the use of higher- capacity also assists in cooling the engine.
As well as its primary purpose for lubrication,

pressurized oil is increasingly used as a hydraulic
fluid to power small actuators. One of the first
notable uses in this way was for hydraulic
tappest in camshaft and valve actuation.
Increasingly common recent uses may include the
tensioner for a timing belt or for variable valve
timing systems.
Fuel Filter:-
Fuel filter is a filter in the fuel line that screens out and rust particles from the fuel, normally
made into cartridges containing. They are found in
most internal combustion system. Fuel filters serve a
vital function in today's modern, tight-tolerance engine
fuel system. Unfiltered fuel may contain several kinds of
contamination, for example paint chips and dirt that has
been knocked into the tank while filling, or rust caused
by moisture in a steel tank. If these substances are not
removed before the fuel enters the system, they will
cause rapid wear and failure of the fuel pump and
injectors, due to the abressive action of the particles on
the high-precision components used in modern injection
system. Fuel filters also improve performance, as the
fewer contaminants present in the fuel, the more
efficiently it can be reduce.
Fuel filters need to be maintained at regular intervals. This is usually a case of simply
disconnecting the filter from the fuel line and replacing it with a new one, although some
15
specially designed filters can be cleaned and reused many times. If a filter is not replaced
regularly it may become clogged with contaminants and cause a restriction in the fuel flow,
causing an appreciable drop in engine performance as the engine struggles to draw enough
fuel to continue running normally.
Radiator:-
Most internal combustion engines are
fluid cooled using either air (a
gaseous fluid) or a liquid coolant run
through a heat exchanger cooled by
air). Marine engines and some
stationary engines have ready access
to a large volume of water at a
suitable temperature. The water may
be used directly to cool the engine,
but often has sediment, which can
clog coolant passages, or chemicals, such as salt, that can chemically damage the engine.
Thus, engine coolant may be run through a heat exchanger that is cooled by the body of
water.
Most liquid-cooled engines use a mixture of water and chemicals such as antifreeze and rust
inhibitors. The industry term for the antifreeze mixture is engine coolant. Some antifreezes
use no water at all, instead using a liquid with different properties, such a combination of
propylene glycol and ethylene. Most "air-cooled" engines use some liquid oil cooling, to
maintain acceptable temperatures for both critical engine parts and the oil itself. Most
"liquid-cooled" engines use some air cooling, with the intake stroke of air cooling the
combustion chamber. An exception is wankle engines, where some parts of the combustion
chamber are never cooled by intake, requiring extra effort for successful operation.
Oil seal:-
 Oil seals and grease seals have a flexible lip that rubs against a
shaft or housing to prevent the leakage or ingress of fluids and
dirt.
 For proper installation, the seal lip should point towards the
medium being contained. Some oil seals and grease seals have a
spring to help keep the lip in contact with the shaft.
 Oil and grease seals are used to retain or separate lubricants or
fluids. These seals are primarily used for rotary applications
only.
 The seal type for oil seals and grease seals can be oil seals or
other types. An oil seal can also called flexible lip, radial lip, or rotary shaft seal. Common configurations
include single lip, double lip, triple lip, and four or more lips.
16
2. MAJOR ENGINE ASSEMBLY
Gear Box:-
An engine cannot be attached directly to the wheels. Car engines can only operate in a
relatively small RPM band, and the top speed they could achieve in this band is fairly low.
Gearboxes change the ratio between the engine's rotational speed and the rotational speed of
the wheels. At low speeds, cars rely on small gears. At higher speeds, larger gears are
needed.
Manual gearboxes require the driver to select manually which gear to use. Automatic
gearboxes, on the other hand, change to new gears automatically. When the engine's speed
drops in an automatic car, its gearing is being changed. Traditionally, manual gearboxes were
significantly more efficient than automatic gearboxes. Modern automatic gearboxes are far
more efficient.
Some new cars rely on continuously variable transmissions, which move a belt or chain
along a cone to deliver the ideal gearing ratio at all times. Electric cars do not need gearboxes
since electric motors can operate in a wide RPM range, and in-wheel motors that do not need
different gears are expected to come to the market in coming years.
The manual transmission is a synchromesh transmission without open and closed loop
control electronics. A manual gear shift lever sets several different ratios and therefore torque
17
and speed conversions. Gear change is achieved by fully pressing down the clutch pedal so
that the gear wheel pair synchronizes that is can be brought to the same speed.
 Synchronised manual transmission

 Gear change power transmission by capable with pneumatic support
 ZF interred
 Hydrodynamic wear free breaking device.
Bearing:-
A bearing is a device that is used to enable rotational or linear movement, while reducing
friction and handling stress. Resembling wheels, bearings literally enable devices to roll,
which reduces the friction between the surface of the bearing and the surface it’s rolling over.
It’s significantly easier to move, both in a rotary or linear fashion, when friction is reduced—
this also enhances speed and efficiency.
Types Of Bearing
Ball Bearing:-
Ball bearing are extremely common because
they can handle both radial and thrust loads,
but can only handle a small amount of weight.
They are found in a wide array of
applications, such as roller blades and even
hard drives, but are prone to deforming if they
are overloaded.
Roller Bearings:-
Roller bearings are designed to carry heavy loads—
the primary roller is a cylinder, which means the load
is distributed over a larger area, enabling the bearing
to handle larger amounts of weight. This structure,
however, means the bearing can handle primarily
radial loads, but is not suited to thrust loads. For
applications where space is an issue, a needle bearing
can be used. Needle bearings work with small
diameter cylinders, so they are easier to fit in smaller
applications.
18
Tapered Roller Bearings:-
This style of bearing is designed to
handle large radial and thrust loads—a s
a result of their load versatility, they are
found in car hubs due to the extreme
amount of both radial and thrust loads
that car wheels are expected to carry.
Clutch shaft:-
A Clutch is a machine member used to connect the driving shaft to a driven shaft, so that the
driven shaft may be started or stopped at will, without stopping the driving shaft. A clutch
thus provides an interruptible connection between two rotating shafts. Clutches allow a high
inertia load to be stated with a small power.
In the simplest application clutches are

employed in devices which have two
rotating shafts. In these devices one shaft
is typically attached to a motor or other
power unit (the driving member) while the
other shaft (the driven member) provides
output power for work to be done. In
a drill for instance, one shaft is driven by a
motor and the other drives a drill chuck.
The clutch connects the two shafts so that
they may be locked together and spin at
the same speed (engaged), locked together
but spinning at different speeds (slipping),
or unlocked and spinning at different
speeds (disengaged).
A popularly known application of clutch is in automotive vehicles where it is used to connect

the engine and the gear box. Here the clutch enables to crank and start the engine
disengaging the transmission Disengage the transmission and change the gear to alter the
torque on the wheels.
When the driver releases the clutch pedal, power can flow through the clutch. Springs in the
clutch force the pressure plate against the friction disc. This action clamps the friction disk
tightly between the flywheel and the pressure plate.
19
3. ELECTRICAL SECTION
Starter:-
The electric starter motor
is the most common type
used on gasoline engines
and small diesel engines.
The modern starter motor
is either a permanent
magnet or a series parallel
wound direct current
electric motor with a
starter solenoid mounted
on it. When current from
the starting battery is
applied to the solenoid, usually through a key operated switch, the solenoid engages a lever
that pushes out the drive pinion on the starter drive shaft and meshes the opinion with the
starter ring gear on the flywheel of the engine.
Drive is transmitted through the pinion to the flywheel ring gear, but if the pinion remains
engaged (as for example because the operator fails to release the key as soon as the engine
starts, or there is a short and the solenoid remains engaged), the pinion will spin
independently of its drive shaft. This prevents the engine driving the starter, for such back
drive would cause the starter to spin so fast as to fly apart.
Alternator:-
An alternator is an electrical genertor that
converts mechanical energy to electrical
energy in the form of alternating
current for reasons of cost and simplicity,
most alternators use a rotating magnetic
field with a stationary armature.
Occasionally, a linear alternator or a
rotating armature with a stationary
magnetic field is used. In principle, any
electrical generator can be called an
alternator, but usually the term refers to
small rotating machines driven by
automotive and other internal
20
combustion engine.
An alternator that uses a permanent magnet for its magnetic field is called a magneto.
Alternators in power stations driven by steam turbines are called turbo- alternators.
Spark plug:-
A spark plug is an electrical device that fits into the cylinder head of some internal
combustion engines and
ignites compressed aerosol
gasoline by means of an
electric spark. Spark plugs
have an insulated center
electrode which is connected
by a heavily insulated wire to
an ignition coil or magneto
circuit on the outside,
forming, with a grounded
terminal on the base of the
plug, a spark gap inside the
cylinder. Internal combustion engines can be divided into spark-ignition engines, which
require spark plugs to begin combustion, and compression-ignition engines (diesel engines),
which compress the air and then inject diesel fuel into the heated compressed air mixture
where it auto ignites. Compression-ignition engines may use glow plugs to improve cold start
characteristics. To ignite the air fuel mixture. Electrical energy is transmitted through the
spark plug, jumping the gap in the plugs firing end if the voltage supplied to the plug is high
enough. This electrical spark ignites the gasoline/air mixture in the combustion chamber. To
remove a heat from the combustion chamber. Spark plugs cannot create heat, they can only
remove heat. The temperature of the end of the plug\'s firing end must be kept low enough to
prevent pre-ignition, but high enough to prevent fouling. The spark plug works as a heat
exchanger by pulling unwanted thermal energy from the combustion chamber and
transferring heat to the engines cooling system. The heat range of a spark plug is defined as
its ability dissapate heat from the tip.
Operation:- :
The plug is connected to the high voltage generated
by an ignition coil or magneto. As the electrons flow
from the coil, a voltage difference develops between
the centre electrode and side electrode. No current
can flow because the fuel and air in the gap is an
insulator, but as the voltage rises further, it begins to
change the structure of the gases between the
electrodes. Once the voltage exceeds the dielectric
strength of the gases, the gases become ionized. The
ionized gas becomes a conductor and allow an
21
electrons to flow across the gap. Spark plugs usually require voltage in excess of 20,000 volts
to 'fire' properly.
As the current of electrons surges across the gap, it raises the temperature of the spark
channel to 60,000 K. The intense heat in the spark channel causes the ionized gas to expand
very quickly, like a small explosion. This is the "click" heard when observing a spark, similar
to lightning and thunder.
The heat and pressure forces the gases to react with each other, at the end of the spark event
there should be a small ball of fire in the spark gap as the gases burn on their own. The size
of this fireball or kernel depends on the exact composition of the mixture between the
electrodes and the level of combustion chamber turbulence at the time of the spark. A small
kernel will make the engine run as though the ignition timing was retarded, and a large one
as though the timing was advanced.
Distributer:-
A distributor consists of a rotating arm or rotor inside the distributor cap, on top of the
distributor shaft, but insulated from it and the body of the vehicle. The distributor shaft is
driven by a gear on the camshaft on most overhead valve engines, and attached directly to a
camshaft on most overhead cam engines. (The distributor shaft may also drive the oil
plump). The metal part of the rotor contacts the high voltage cable from the ignition coil via
a spring-loaded carbon brush on the underside of the distributor cap. The metal part of the
rotor arm passes close to (but does not touch) the output contacts which connect via high
22
tention leads to the spark plug of each cylinder. As the rotor spins within the distributor,
electric current is able to jump the small gaps created between the rotor arm and the contacts
due to the high voltage created by the ignition coil.
The distributor shaft has a cam that operates the contact breaker. Opening the points causes a
high induction voltage in the system signification coil.
The distributor also houses the centrifugal advance unit: a set of hinged weights attached to
the distributor shaft, that cause the breaker points mounting plate to slightly rotate and
advance the spark timing with higher engine rpm. In addition, the distributor has vacuum
unit that advances the timing even further as a function of the vacuum in the inlet manifold.
Usually there is also a capacitor attached to the distributor. The capacitor is
connected parallel to the breaker points, to suppress sparking to prevent excessive wear of
the points.
23
4. RETRIVING SECTION
Differential carrier :-
The differential gear is a part of the power transmission device. The driving force generated
by an engine is transmitted to the tires through various types of bevel gears. Differential gear
is representative of the automotive components that incorporate such bevel gears. The
differential gear assembly absorbs rotational differences due to the direction change of the
rotational axis drive and/or the rotational differences between the right and left wheels that
lead to smooth cornering.
Propeller shaft :-
Propeller shaft connects gearbox to the final drive gears of the vehicle through universal joint
and serves as drive shaft. A universal joint allows the drive to be transmitted through a
24
variable angle. The drive system is an arrangement for transmitting the driving thrust from
the road wheels to the vehicle body. The final drive is the transmission system between
propeller shaft and differential. The differential mechanism is built into the centre portion of
the final drive. This permits the wheels to rotate at different speeds without interfering with
the propulsion of the vehicle while taking a turn. In case of rear wheel drive, the rear axle is
“live”, which in addition to support the weight of the vehicle contains a gear and shaft
mechanism to drive the road wheels. The chapter deals all these subsystems for a rear wheel
drive system. Also it presents briefly front-wheel drive and four-wheel drive systems.This
shaft must be strong to resist the twisting action of the driving torque and it should be
resilient to absorb the torsional shocks. It must resist the natural tendency to sag under its
own weight because vibration occurs when the centre of gravity does not coincide with the
axis of the shaft.
25
5. S and C SECTION
STEP 1: DISCONNECT THE SPARK PLUG
(Will be performed the same way on L

head, OHV, OHC motors).
Before beginning work, disconnect the
spark plug wire. Since most small
engines run with no outside power
sources (like a battery), they can start
unexpectedly as they are being worked
on. To ensure that this does not happen,
you should ground the disconnected
spark plug wire by fastening it to the
engine block. On many engines, a
grounding stub will be located near the
spark plug wire.
STEP 2: DOCUMENT THE ENGINE INFORMATION

(Will be performed the same way on L head, OHV, OHC motors)
Document all engine information. You will need the engine identification number when you
are ordering parts, or looking up specifications in your service manual. Write down the
information for speedy reference. The example engine is a Tecumseh Legend with 3.5
horsepower, electronic ignition, and oil pump lubrication.
STEP 3: DRAIN ALL FLUIDS

Drain all fluids from the engine. To drain the gasoline, disconnect the fuel line, remove the
filler cap on the fuel tank, and turn the engine upside down so that fuel can run into a
secure container. To remove the engine oil, take out the oil drain plug, and drain the oil into
an approved container. Remember to follow appropriate disposal procedures (the easiest
disposal method is to take the used oil to Checker Auto or Autozone).
STEP 4: CLEAN THE ENGINE EXTERIOR

Once the fluids have been drained, the engine should be cleaned. Cleaning an engine prior to
disassembly makes it easier to locate fasteners, and also to remove them.
STEP 5: REMOVE THE SPARK PLUG

(Will be performed the same way on L head, OHV, OHC motors). Always use a spark plug
socket to remove the plug. Using a plug socket instead of some alternative implement will
26
prevent damage to the plug insulator. Fit the socket over the spark plug terminal, and loosen
it until the plug can be removed by hand.
STEP 6: REMOVE THE AIR CLEANER

To remove the air cleaner, you will probably need to remove the cover on the air cleaner
housing. After this been accomplished, remove the air cleaner filter element. In this
Tecumseh engine, it is a piece of foam rubber. Without the filament in the way, the fasteners
securing the main air cleaner housing can be accessed. On the Tecumseh motor, two screws
attach the housing to the carburetor, when these are removed, the housing is free.
STEP 7: REMOVE THE FUEL TANK AND FUEL LINE

On this Tecumseh, the oil

dip stick tube runs up
through the fuel tank. For
this reason, the dipstick
must be removed from its
tube before you can
proceed. After removing
the dipstick, the three
retaining bolts on the fuel
tank surface can be
extracted. Disconnect the
fuel line that runs between
the tank and carburettor.
Since the tank has already been emptied, no fuel should leak out.
With the fuel tank out of the way, you will be able to see the dipstick tube that extends from
the base of the crankcase. The tube is fastened to the side of the engine by just one bolt. After
this bolt has been loosened, the tube can be lifted out of the crankcase. In this case, there is
an O ring seal at the bottom of the tube which prevents oil leaks from the tube bottom where
it fits into the crankcase. When the dipstick tube is removed, this seal may come out with it,
or it may remain in the crankcase hole. If an O ring seal stays inside of a hole this way, try
using a pair of needle nose pliers or a small screwdriver to dig it out.
STEP 8: REMOVE THE MUFFLER

The muffler housing on this Tecumseh engine is secured to the block with two bolts. Bolts
that secure a muffler can become corroded or rusted into place, and therefore their removal
might require extra force. Be cautious not to break these bolts. Use the proper sized tool, and
if possible, a six point socket or six point wrench. This will help prevent tool slippage, and
rounded bolt heads. When loosening a bolt that is stuck in place by rust or corrosion,
consider soaking its threads with a lubricant like WD-40 in advance.
27
STEP 9: REMOVE THE BLOWER HOUSING AND STARTER ASSEMBLY
At this juncture, most of the external engine items should have been removed. The only
external parts that remain are the blower housing and carburetor. The blower housing
controls the flow of air across the engine for cooling as it operates. In this Tecumseh engine,
the flywheel is positioned directly beneath the blower housing. As the flywheel spins, its fins
act like fan blades and propel air over the engine.
This engine is like many in that the starter assembly attaches to the blower housing, and will
therefore come off as one entity. Four bolts hold the housing in place on the Tecumseh. Once
these bolts are removed, you can lift the housing from the engine. This leaves visible the
flywheel and ignition system.
If there is a problem with the starter assembly, it can be separated from the blower housing
for repair. A recoil start assembly relies on a coiled spring to retract the recoil rope each time
it is pulled. Be aware that this recoil spring is under tension, so as you draw the starter
assembly from the blower housing point it away from yourself and other persons to avoid
injury via an uncoiling recoil spring.
STEP 10: REMOVE THE CARBURETOR

The Tecumseh engine uses a float type carburetor. There is linkage and a spring that attaches
the throttle control bracket of the carburetor to the speed governor. The throttle control
bracket is a metal plate secured to the intake manifold by two bolts. With these removed, the
bracket can be lifted up to expose the governor linkage and spring connections on its
underside.
Before you disconnect this linkage

and spring, their proper positions
should be noted carefully. Here is
where you will want to either enact
a quick sketch, or take some
photographs to record the
placement of these small
components. It is appallingly easy
to forget how these are connected,
and an engine will never run right if
they are reconnected incorrectly. So
after you have recorded the linkage
and spring positions, they can be
disconnected. On this particular
engine, there is also a kill wire
attached to the throttle control
bracket; this wire must be
connected to the ignition system for
28
the engine to shut down when its throttle is moved to the OFF position. This kill wire, like
the governor linkage and spring, must be documented before it is unhooked. With all of these
small components detached from the throttle control bracket, the bracket itself is free from
the engine.
With the throttle control bracket out of the way, the carburetor and intake manifold can be
removed from the engine as one assembly. This Tecumseh engine utilizes two bolts to secure
its intake manifold to its block. There are no fasteners between the carburetor and block, so
as the intake manifold bolts come out, you will need to support the carburetor to keep it from
dropping to the floor and sustaining damage.
When you are removing the carburettor, try to keep it in an upright position. Unless you ran
the engine dry prior to pulling it from the piece of equipment, there will be fuel remaining in
the carburettor float bowl. Keeping it upright means not spilling. After the carburetor has
been removed from the engine, you can invert it to drain the remaining fuel from the bowl.
Be aware that dissecting a carburetor during a rebuild is not usually necessary. If the
carburettor appeared to be working, it should be left intact and set aside for eventual
reassembly.
STEP 11: REMOVE THE IGNITION SYSTEM

Our Tecumseh engine employs an electronic ignition system. Electronic modules are
frequently mounted at the outside edge of a flywheel, and therefore should be removed prior
to the flywheel.
Removing an electronic ignition module is an easy process. You would simply remove the
bolts holding the module in place. Being that it is one of the flimsier and more fragile engine
parts, take care that it does not drop to the floor, and store it in a protective manner that
prevents it from being damaged.
STEP 12: REMOVE THE FLYWHEEL

The flywheel contains permanent magnets that energize the ignition coil as the flywheel
rotates. The flywheel is also used to smooth out the jerky pulses of the crankshaft as it turns.
In a four stroke engine, the crankshaft turns with every other piston stroke, and the weight of
the flywheel helps maintain a consistent turning speed in the crankshaft in between these
dominant piston strokes.
The engine crankshaft has a tapered end. A hole in the centre of the flywheel is tapered to
match that crankshaft end for a tight fit. The two parts, both tapered, lock themselves
together when installed. When the flywheel is installed, the crankshaft end will protrude
through it, and a retaining nut attached to keep the two components tightly bound.
A metal key is used to keep the flywheel from rotating on the end of the crankshaft. This
flywheel key is a tiny piece of metal that fits into slots in the flywheel and crankshaft end.
29
When the flywheel is being detached from the crankshaft, watch for this key; it is very small,
and easily misplaced. Often (but not always) the flywheel key will remain stuck to either the
crankshaft or flywheel when these components are separated. Always be sure that, after the
flywheel is free, you locate the key, remove it from its slot, and store it in a good safe place.
Now consider how to best get the flywheel off of the crankshaft. First you must loosen the
flywheel retaining nut. Since the flywheel turns with the crankshaft, the flywheel crankshaft
assembly will also turn when you try to loosen the retaining nut. To prevent the flywheel
from turning, you will need to use a tool called a flywheel holder. There are different types of
flywheel holders available: one kind uses a strap to harness the outside edge of the flywheel
and keep it from rotating; another slides between flywheel fins to prohibit rotation. A service
manual will often specify what style flywheel holder to use with a given engine. You may be
able to obtain one designed for that engine from the manufacturer. When the flywheel holder
is in place, you can remove the flywheel retaining nut and its washer; this Tecumseh engine
also possesses a starter cup which can now be withdrawn.
Even with the retaining nut removed, you will discover that the flywheel cannot simply be
pulled from the crankshaft. These two components wedge together so tightly that another
special tool is needed to separate them. The tool in question will be either a knock off tool or
a flywheel puller. As with the flywheel holder, the type of tool required, knock off or
flywheel puller, will vary depending on the engine make and model. On our Tecumseh
engine, a knock off tool is used. The knock off tool is a threaded piece of aluminium that can
be screwed onto the threads of the crankshaft end. Then, to knock the flywheel loose, you
would pry up on it from underneath, and when it was loose, drive the crankshaft through it
with a hammer. The only purpose of the knock off tool in this case is to protect the end of the
crankshaft from direct hammer blows; hammer blows could cause damage to the crankshaft
end threads, or mushrooming of the metal crankshaft tip. Either outcome would prevent
reinstallation of the flywheel retaining nut later. The aluminium knock off tool, when fitted
over the threads, can be hammered on with impunity to thread or crankshaft end damage.
30
The knock off tool should be threaded just partway onto the crankshaft. If it were to be
screwed on too tightly, it would prohibit the flywheel from coming off. With the tool in
place, pry up on the flywheel edge from underneath with a pry bar, as the flywheel is
loosened by hammer strikes to the end of the puller. Usually one or two blows from a
hammer will dislodge the flywheel.
Remember to account for the flywheel key as soon as the flywheel is removed. Place it where
it will be protected and not lost.
STEP 13: REMOVE THE CYLINDER HEAD
31
L Head :-
In an L head motor, to detach the cylinder head you must remove the bolts securing it to the
block. Try to loosen the bolts evenly, each one a few turns at time, and begin with any at the
corners of the head before proceeding to those in the centre. Loosening bolts in this way will
lessen the chance of cylinder head warping or bending.
The cylinder head in the Tecumseh engine is secured by eight bolts. With these removed, the
head can be lifted from the engine block, and the old cylinder head gasket extracted. During
disassembly, you should never be concerned about damaging a gasket; they will always be
replaced during reassembly. In fact, the old gasket should be replaced whenever a cylinder
head is removed. If any of the gasket material remains on the cylinder block or head, it will
need to be scraped away with a putty knife.
Overhead Valve or OHV

The cylinder head in an overhead valve engine will be guarded by a head cover; remove this
first, along with the cover gasket. With this cover extracted, you will see the rocker arms that
activate the engine valves. The valve heads will be visible on the underside of the cylinder
head after it has been removed.
NOTE: before removing the cylinder head, some manufacturers recommend that the piston
be positioned at top dead center(TDC) of its compression stroke; this is so that both valves
will be closed when the cylinder head is removed. You can move the piston by rotating the
crankshaft by hand, the ends of which should be protruding from the crankcase. Since by
now, the engine oil has been drained, you can dispense a teaspoonful or so of new oil into the
spark plug hole to help lubricate the cylinder walls as the piston is moving. With the cylinder
head cover removed, leaving the rocker arms visible, it will be easy to see when both valves
are in their closed positions; TDC on the piston compression stroke will occur when neither
rocker arm is exerting downward pressure on its valve stem.
When the piston is positioned appropriately, the rocker arms should no longer be needed;
however, unbolting them at this time is not required unless they are obstructing your access
to the cylinder head bolts. If such access is not hindered, rocker arm removal can be
accomplished later, when the valves themselves are pulled from the freed up cylinder head.
Depending on the engine, there can be as few as two, or as many as four, bolts mating the
cylinder head and engine block. Extract these, and the cylinder head assembly will be
liberated. With it out of the way, you will see the push rods protruding from the engine
block; go ahead and remove these at this stage. Lingering cylinder head gasket material can
be scraped from the head or engine block with a putty knife.
NOTE: that engine manufacturers will recommend that the piston be at top dead centre
(TDC) on its compression stroke before the cylinder head is removed.
32
Overhead Cam or OHC:-
STEP 14: REMOVE THE VALVES
What remains with the cylinder head removed is the lower end of the engine. This, the
cylinder and crankcase together, is referred to as a short block. If you were to purchase a new
short block assembly, this is what you would receive. Be aware that the short block may not
include valve assemblies in an OHV or OHC power plant (or a camshaft and timing chain in
an OHC motor). Be certain that you know what is included in a short block package before
purchase.
L Head
Now you can turn your attention to removing the valves. Begin by removing the valve cover,
a thin plate of aluminium that shields the area in the engine block which houses the valves.
The valve cover of our Tecumseh engine is positioned perpendicular to the crankshaft and
immediately beneath the intake and exhaust ports. This particular valve cover is held in place
by two bolts. When the valve cover has been removed, the intake and exhaust valves and
their valve springs will be visible.
These springs apply pressure to the intake and exhaust valves, keeping them firmly closed
until the camshaft is in position to heave them open. Each valve spring is held in place by a
small retainer which slides into a groove on the valve stem. For the retainer to be either
removed or inserted, the valve spring in question must be compressed so that spring pressure
on the retainer is relieved.
The valve springs will be squeezed by a tool known as a valve spring compressor. The tool is
a small clamp that can be fitted over the spring ends as they sit inside the engine. Tightening
the clamp compresses the valve spring, and allows the retainer to be drawn over the end of
the valve stem. Begin with either spring you chose; the order of removal does not matter.
The retainer must first slide horizontally so that the wider section of its slot is centred on the
valve stem. The retainer slot is comprised of two overlapping holes, one larger than the other.
The smaller of these holes conforms in size to the groove on the valve stem, while the larger
is a size or two bigger than the standard stem circumference. When the retainer has ceased to
hold the spring and valve together, the valve can be pulled from the top of the cylinder, and
the spring itself removed inside the compressor tool. Keep in mind that the spring remains
under extreme pressure; pressure on the spring should be released slowly to prevent it
soaring from the tool jaws.
Overhead Valve or OHV

Your cylinder head, containing its valves, has been separated from the engine block. In order
to extract the valves, you will need to reach the valve springs. Therefore, if the rocker arms
were not removed before, do it now. Each rocker arm will be held in place by a locknut, and
beneath the locknut a threaded adjuster. With these taken off, the rocker arm will come free.
33
To free the valve, the spring must first be compressed. This requires a slightly different
compression tool than the one employed above on the L head valve springs. Though it may
vary by engine, the tool is probably a standard looking clamp; its stationary end will be
braced by the underside of the cylinder head, while its movable end is tightened to apply
pressure to the spring. Try to compress the valve spring only as much as it takes to remove
the retainer clip from the valve stem groove. Beneath the clip will be a valve spring retainer
which should slide off uninhibited. At this point, the valve is free; however, the compression
tool remains positioned on the valve spring. Slowly loosen the valve spring compressor until
it has released its pressure on the spring. By relieving the pressure slowly, you can avoid the
spring escaping and possibly injuring somebody.
Overhead Cam or OHC

STEP 15: REMOVE THE CRANKCASE COVER
To access the components inside the crankcase, you must remove the crankcase cover. If the
engine, like this Tecumseh, harbors a vertical shaft, the crankcase cover will be located at the
bottom of the engine. If an engine possesses a horizontal crankshaft, the crankcase cover will
be located at the left or right edge of the crankcase. Your engine service manual may refer to
the crankcase cover as a sump or sump cover.
On the Tecumseh, six bolts secure the crankcase cover to the crankcase. There will be a
gasket between the crankcase cover and crankcase to prevent oil leakage. Remove any
lingering gasket residue with a putty knife. When the crankcase cover is pulled from the
engine, you will notice that there are steel dowel pins between the surfaces to preserve their
precise alignment. These small pins are referred to as alignment dowels; they are inserted
into matching holes in the crankcase and crankcase cover. Since one crankshaft bearing is
located in the cover, and the other in the crankcase itself, their correct alignment is critical
for proper crankshaft rotation. The Tecumseh engine has just two alignment dowels between
its crankcase and crankcase cover. Often a small engine will have more.
Because dowels are simply inserted into drilled holes (instead of being fastened), you should
be able to pull them out. Be on the alert for alignment dowels as you pull the crankcase cover
from the crankcase. Also keep in mind that, during engine reassembly, the dowels must be
replaced.
STEP 16: REMOVE THE OIL PUMP

(Will be performed the same way on L
head, OHV, OHC motors)
After the crankcase cover has been

removed, you will be able to observe the
engine oil pump. Oil pumps in small
engines are almost always puny
innocuous looking things that look, if
anything, inadequate for their purpose;
34
actually they work quite well (LUBRICATION SYSTEMS). In the Tecumseh, the oil pump
is a small plastic affair that contains a metal rod that ends in a tiny ball. The plastic part of
the pump is forced up and down by the camshaft. As it slides along the metal rod, a pumping
action ensues, causing oil to be spread over and onto engine components.
With this engine, the primary thing to be cognizant of is that upon reassembly, the ball end of
the metal rod must fit into a crankcase cover cavity designed for it; if it is not properly
placed, the pump will not work, and oil will not reach the engine components it needs to. The
same is true regardless of pump type. Another engine may use a gear driven pump, or a
simple slinger that dips into the oil reservoir at the bottom of the engine as the crankshaft
rotates, and splashes oil across engine components. The oil pump is a small but exceedingly
important engine component that must always function properly, and be installed properly.
To remove the Tecumseh oil pump, you would just slide it off of the camshaft. It may be
desirable to first pull the metal rod from the pump to prevent damage. If an engine contains a
mechanical speed governor, like this Tecumseh, it will likely be visible on the inside surface
of the crankcase cover. A mechanical governor operates on the basis of centrifugal force. It
will contain a gear whose teeth mesh with the teeth of either a camshaft or crankshaft gear.
As engine speed increases, the cam or crankshaft gear spins the governor gear at an
accelerated pace; this causes a pair of weights attached to the governor gear to swing
outward, drawing a governor plate against a lever that, through a system or springs and
linkage, influences engine speed at the carburetor.
This particular engine is similar to many in that its governor cannot be removed or installed
easily. As long as the governor functioned effectively before the engine was disassembled,
and if it appears to be in good condition after a careful visual examination, then it should not
be removed.
STEP 17: REMOVE THE CAMSHAFT AND THE VALVE LIFTERS
L Head and Overhead Valve or OHV
If you are working on one of these engines, you will be able to see a pair of intermeshing
gears inside the crankcase with the crankcase cover removed. A gear on the crankshaft is
mated to larger gear on the camshaft. The camshafts in L head and OHV engines will be
positioned similarly in the crankcase.
Both the crankshaft and

camshaft gears will be endowed
with punch marks which need
to be aligned when the engine is
reassembled to ensure that the
valves open and close at proper
intervals. To remove the
camshaft in an L head engine,
the timing marks on the gears
should be aligned (should not
35
be necessary in an OHV power plant). Rotate the L head camshaft until the punch marks line
up. This guarantees that there will be no load on the cam as it is removed. With the valves
previously extracted, load on the camshaft will be minimised, however it still makes sense to
have the marks aligned. Most of the time, timing marks on the intermeshing crankshaft and
camshaft gears are designed to line up when the piston reaches top dead centre or TDC on
the engine compression stroke. At this point, the cam lobes will not be activating the valve
lifters, making it that much easier to remove the cam from the crankcase.
With the camshaft withdrawn, you will perceive above where it was positioned two metal
rods with wide flat ends; they will be stretching downward from the top of the engine block.
These are the valve lifters or tappets. The wide flat end surface of the valve lifter is what
contacts the camshaft lobe. In an L head motor, the opposing end of the lifter will press
against the valve stem; in an OHV engine, it will press against a pushrod which, in turn,
pushes on a rocker arm to open the valve. In either engine configuration, the valve lifter will
stimulate an opening of the valve whenever the oblong side of the cam lobe rotates against it.
There will be two lifters in a single cylinder L head or OHV engine, one for each valve; with
the camshaft removed, they should be easy to pull out.
Overhead Cam of OHC
STEP 18: REMOVE THE PISTON AND CONNECTING ROD ASSEMBLY

As of now, the only parts remaining inside the engine are the crankshaft, and the piston and
connecting rod assembly. The Tecumseh engine contains a two piece connecting rod. The
bottom end of the rod is called the rod cap. The two parts of the connecting rod are bolted
around the crankshaft crankpin.
To remove the piston and rod, the connecting

rod cap must come off first. Removing the cap
will allow you to disconnect the rod from the
crankshaft, after which the piston and rod
assembly can then be extracted together
through the top of the cylinder. There are two
bolts securing the rod cap to the main
connecting rod in this Tecumseh engine. Since
it is important during reassembly to replace
these bolts in the positions from which they
were removed, be sure to keep them separate
from other engine bolts. After these two bolts
have been removed, the rod cap should come
free.
There will probably be no discernible difference between the two sides of the end cap.
Therefore consider making a small mark on the cap and main connecting rod with a punch or
scribe so that the cap is not reinstalled backward. Installing a cap backward should not affect
36
engine operation; however these parts, worn in together, will fit together better during
reassembly if they retain their original positions.
Before you remove the piston, observe its installed position. There are two ways to install a
piston and connecting rod, and on many engines, it will make a difference to engine
performance if this assembly is installed backwards. Prior to removing the assembly, mark
the piston and take note of its position so that it is reinstalled correctly. A piston can be
marked in many ways, but remember that, since these parts will be cleaned before engine
reassembly, that a non permanent mark (ink for example) may be unavoidably eradicated.
Instead try leaving a small scratch or punch mark in the top of the piston to indicate how the
assembly should be replaced in the cylinder. Always be careful though not to impact the area
of piston where the rings are installed.
The piston and rod assembly can now be lifted from the cylinder. To do this, rotate the
crankshaft so that the piston reaches TDC; ideally it should be flat against the top of the
cylinder. Then, using your fingers, reach into the crankcase and push the connecting rod end
off of the crankshaft crankpin. This will propel the piston through the top of the cylinder.
When the piston protrudes from the cylinder, you can grasp it and pull it out from above.
After removing the assembly, unhook the piston from the connecting rod. Usually the
wristpin will be held in place by a retaining clip. Use needle nose pliers to remove this clip,
and the wristpin will then slide out of the piston, freeing the connecting rod. The retaining
clip that secures the wristpin will only need to be replaced during reassembly if it is in some
way defective. Keep the clip in a safe place until you need it later.
STEP 19: REMOVE THE CRANKSHAFT

Now the crankshaft can be pulled from the

crankcase. The crankshaft will be supported
in the crankcase by a bearing. You should
be able to remove it easily enough by
simply pulling it from its bearing, however
the crankshaft should be handled carefully
to guard against damage to it or its bearing.
STEP 20: REMOVE ANY BEARINGS OR SEALS

The final step in the disassembling of an engine

is to remove any bearings or seals that are in the
crankcase and crankcase cover. This Tecumseh
engine has no separate crankshaft bearing. It uses
the aluminium crankcase itself as a bearing
surface. For suggestions regarding bearing
removal, see ENGINE BEARINGS.
37
What the Tecumseh does possess is a crankcase oil seal. This type of seal prevents oil
leakage from the site where the crankshaft exits the crankcase. The oil seals (one for each
end of the crankshaft) are pressed into place from outside the crankcase. Oil seals such as
these are normally removed with a special tool which resembles a miniature pry bar. The seal
remover is used to pry the edges of the seal free. Remember not to worry about seal damage.
Oil seals will always be replaced during engine reassembly.
DISASSEMBLING A BRIGGS & STRATTON FOUR STROKE ENGINE

Consider a 3.0 horsepower, L head Briggs & Stratton four stroke engine with a vertical crankshaft.
How would you go about its disassembly? You would follow an almost identical procedure to the
one applied above to the Tecumseh.
Your preliminary steps before the disassembly procedure commences are the same. They include
disconnecting the spark plug wire, noting and recording engine data, cleaning the engine exterior,
and draining all engine fluids. The model number on this engine is 92502, the type number is 0773-
01, and the code number is 80041424.
You must disconnect the spark plug wire, and ground it against the engine. After you have
disconnected the plug wire, the spark plug itself can be removed, however its removal now is not
absolutely critical.
Next you would remove the air cleaner, which, on this engine, is attached by a single bolt. Removal
of the air cleaner allows the blower housing to be easily accessed. With its pain free access, it will
not hurt anything to deviate from the process slightly and pull the blower housing and recoil start
assembly from the engine now. This will permit easier access to other engine components. The
blower housing can be freed by removing three bolts, and as before, the recoil start, unless
dysfunctional, does not need to be detached from the blower housing.
The muffler on this Briggs can be unscrewed from the engine block with a pair of vise grips or
channel lock pliers. Since the muffler may be difficult to loosen, try wetting its threads first with
solvent or lubricant.
The flywheel and ignition coil in this Briggs engine are underneath the blower housing. An air vane
governor is used to manage engine speed. An air vane governor is operated by air from the flywheel;
a thin flat strip of metal called an air vane captures air currents manufactured by the spinning
flywheel. As the engine rotates at a higher rpm, air blown by the flywheel increases accordingly. An
increased air flow pushes the air vane away from the flywheel, and it tugs on linkage that in turn
closes the carburetor throttle plate. This process keeps the engine from over revving. Likewise, as
the engine speed slows, the flow of flywheel induced air decreases, and a spring pulls the air vane
closer to the flywheel; it pulls on throttle plate linkage which in turn opens the carburetor throttle
plate. This action prevents the engine from stalling.
On the Briggs L head, the carburetor is attached directly to the top of the fuel tank. Because the
carburetor sucks fuel straight from the tank, a fuel line between the two is unnecessary. The easiest
way to remove these components is to remove the two bolts that hold the fuel tank to the engine, and
pull both carburetor and tank away together. As you pull the carburetor tank assembly from the
engine, you will need to disconnect the governor linkage from the carburetor. Be sure to note how
this linkage is attached so that it can be reinstalled accurately. The Briggs carburetor is held to the
fuel tank by a handful of screws. With these withdrawn, the carburetor can be separated from the
38
tank, if necessary. Remembering that unless the carburetor was malfunctioning prior to disassembly,
it is as well to leave it alone.
Special tools will be required to remove the engine flywheel. This Briggs engine requires that you
utilize a flywheel holder, a flywheel wrench, and a flywheel puller. The flywheel retaining nut is
designed to function as a drive for the recoil start. The flywheel holder must be used to hold the
flywheel motionless while its retaining nut is removed. The flywheel wrench is the tool that loosens
the retaining nut. The flywheel holder needed for this engine is a strap wrench. The strap wrench
surrounds the exterior surface of the flywheel rather than slipping between its blades.
After the flywheel retaining nut has been removed, the flywheel can be dislodged with a flywheel
puller. This is a different device than the knock off tool employed earlier during disassembly of the
Tecumseh engine. The flywheel puller is slipped over the end of the crankshaft. Then two long
bolts, each of which has had a nut tightened almost to its head, are placed through holes in the puller
surface, through two more nuts below the puller surface, and finally are threaded into matching
holes in the flywheel itself. The nuts that rest between the underneath puller surface and the
flywheel are tightened against the flywheel surface. Then the nuts resting between the bolt heads
and upper puller surface are tightened evenly, one turn at a time, into the tool. This tightening
motion causes the flywheel to be drawn upward until it is freed from the crankshaft.
The Briggs engine uses a flywheel magneto ignition system which is located beneath a protective
metal cover underneath the flywheel. With both flywheel and protective cover removed, you can
observe the points and condenser employed by this elderly engine as a triggering mechanism. To
remove the condenser, you must remove a screw and retaining bracket that keep it in place. Before
the condenser is lifted out, it needs to be disconnected from other parts of ignition system. This is a
matter of detaching one wire. It should be done with a condenser removal tool that depresses the
spring holding the wire in place. After the condenser has been liberated, you can also remove the
screw that fastens the points to the engine block and remove them.
For the rest of the disassembly, follow the same steps that were used to deconstruct the Tecumseh
engine above. Remove the bolts from the cylinder head, and lift it away. On this engine, the
carburetor throttle control bracket is mounted to the engine by these same cylinder head bolts;
therefore the throttle control bracket will be freed along with the cylinder head. From there, the
valves, the valve spring retainers, and the valve springs themselves can be removed.
Next you would remove the crankcase cover to reveal the internal engine components. This Briggs
motor has a different oil pump than the one used by the Tecumseh. It is a type of
slinger(LUBRICATION SYSTEMS) that resides in oil at the bottom of the crankcase, and is rotated
via intermeshing gears by the camshaft. Paddles on the outer edge of the slinger dip into crankcase
oil and fling it over engine parts, affording them lubrication as the engine runs. The faster the engine
runs, the faster the slinger rotates, and the more lubrication oil it flings.
The Briggs & Stratton engine contains a two piece connecting rod. If the rod cap is unbolted, the
piston and main connecting rod can be removed, as with the Tecumseh, through the top of the
cylinder. The crankshaft can then be pulled from the crankcase. This engine contains the same kind
of crankshaft bearing as the Tecumseh; in other words, the aluminium crankcase itself serves as the
crankshaft bearing. Therefore there is no bearing to remove. Also like the Tecumseh, the Briggs
engine does use oil seals. For hints regarding seal removal, visit the section on ENGINE
BEARINGS.
39
6. MACHINE SHOP SECTION
Centre lathe machine
The Centre Lathe is used to manufacture cylindrical shapes from a range of materials
including; steels and plastics. Many of the components that go together to make an engine
work have been manufactured using lathes. These may be lathes operated directly by people
(manual lathes) or computer controlled lathes (CNC machines) that have been programmed
to carry out a particular task. A basic manual centre lathe is shown below. This type of lathe
is controlled by a person turning the various handles on the top slide and cross slide in order
to make a product / part.
Shaper Machine:-
A shaper machine is used to machine surfaces. It can cut curves, angles and many other
shapes. It is a popular machine in a workshop because its movement is very simple although
it can produce a variety of work. The tool feed handle can be returned to slowly feed the
cutting tool into the material as the RAM moves forwards and backwards. The strong
machine vice holds the material securely. A small vice would not be suitable as the work
could quite easily be pulled out of position and be damaged. The vice rests on a steel table
which can be adjusted so that it can be moved up and down and then locked in position.
Pulling back on the clutch handle starts the RAM moving forwards and backwards.
40
Crank shaft grinder
Crank shaft grinder offered by us in equipped with all bent drive and high-speed type work-
head to provide outstanding performance and in an enormous speed. Our machines are
extensively appreciated in the market for their longer functional life, easy operations and
retaining the wheel spindle induction hardened. In workshop it is generally use to grind
crankshaft to reduce it cylindrical ize if any broken part of crankshaft is welded then to make
41
it smooth it is grinded in crankshaft grinder machine. To make it proper for fitted in the
machine.
CONNECTING ROD BORING AND GRINDING MACHINE
The machine essential consists of a base, two heads (one for boring and the other for
grinding),a table with a manual and two automatic feeds and a system for easy mounting of
the connecting rod.
 The grinding head has planetary motion, the

eccentricity of which can be adjusted depanding
on the diameter of the con-rod.
 The con – rod is held by expanding jaws spindle.
The parallelism between the small and the big
end of the con-rod is achieved by this system and
careful setting of tools and turning of the end to
bored.
 This machine can also be used for boring and
grinding of cylinders of compressors and two
wheelers.
HYDRAULIC PRESS
The wide range of hydraulic press machines made available by us are of different
tonnage and matches with each and every application demands like in deep drawing
work that requires full power stroke of hydraulic press which reduces the tonnage.
Further, these machines can be offered as per the end-requirements. Here we can offer
42
open gap press that are designed to provide easy access from all three sides to 4 column
presses that are built to offer even pressure distribution and straight – side presses that
desired rigidity which is required for off centre loading in progressive die applications.
 Hydraulic presses are used in deep drawing operations, blanking & punching riveting,
stamping & pressing, powder compacting etc…
VERTICAL SURFACE GRINDER
In vertical grinding, the work piece is held upright in a rotary with the grinding spindle overhead,
This configuration can improve roundness, facilitate single-setup processing and prolong the life of
the machine. Loading and unloading may gets easier, too. Work pieces with relatively large
diameters and short lengths benefit the most from vertical grinding. On a vertical grinder, the work
piece sits upright in the chuck. On a horizontal grinder, clamping force is required to keep the work
piece from falling out of the chuck. A vertically clamped work piece requires only enough clamping
force to resist grinding forces. Gravity works in favour of,not against the grinding process.
Because fixturing on a vertical grinder requires less clamping force, there is likely to be less
distortion of the work piece. This reduces the chances of roundness error. According to the builder,
vertical grinding can achieve a roundness error of less than 0.000039 inch based on the results
derived from standard test work pieces.
43
7. Tyre Section
A tyre is a strong, flexible rubber casing attached to the rim of a wheel. Tires provide a
gripping surface for traction and serve as a cushion for the wheels of a moving vehicle. Tires
are found on automobiles, trucks, buses, aircraft landing gear, tractors and other farm
equipment, industrial vehicles such as forklifts, and common conveyances such as baby
carriages, shopping carts, wheel chairs, bicycles, and motorcycles.
Type of Retreading
Retreading can be done by the following two processes:
1. Conventional Process - In this process an un-vulcanized rubber strip is applied on the

buffed casing of the tyre. This strip takes the pattern of the mould during the process
of vulcanization.
2.
3. Precure Process - in this process a tread strip, where the pattern is already pressed and
precure is applied to the casing. It is bonded to the casing by means of a thin layer of
specially compounded uncured rubber (known as cushion or bonding gum) which is
vulcanized by the application of heat, pressure and time.
Tyre repairing
First tyre is checked, if any hole is there it is repaired and send to buffing machine. Buffing
machine tyre surface is made rough by rotating on rough drum fitted on the buffing machine.
After that tyre is send for pasting of black vulcanized cement over the rough surface and then
send for pasting caution gum over the cement pasted area and placed over tyre building
machine where it is pressed by the machine so that it is caution gum could be properly pasted
44
over the surface of the tyre then tube piece place inside the tyre and covered with another
tube.
Air is filled in the internal tube at last it is putted inside the chamber where heat is supplied
for 99c2110c and heated for 21022510 minute after t5 that tyre is brought out from the
chamber and cooled for sometimes in presence of air then it is ready.
That’s All for my Project Report…
Thank you !!!
45

Delhi Transport Corporation Internship Report.

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Delhi Transport Corporation Internship Report.

Uploaded by

Copyright:

Available Formats

The central workshop -2 of DTC is situated in Okhla phase-1 at tehkand

village, New Delhi-110020. This workshop is for DTC buses mandetor,

Located inside the car

Piston and Piston Rings:- A piston is

A ring groove is a recessed area located around

A piston ring must provide a predictable and

In addition to inherent pressure, a piston ring seals

Camshaft can be found in many

sufficient power is developed, before the drive to the wheels is established.

 The objectives of a friction clutch are:

As well as its primary purpose for lubrication,

 Synchronised manual transmission

In the simplest application clutches are

A popularly known application of clutch is in automotive vehicles where it is used to connect

(Will be performed the same way on L

STEP 2: DOCUMENT THE ENGINE INFORMATION

STEP 3: DRAIN ALL FLUIDS

STEP 4: CLEAN THE ENGINE EXTERIOR

STEP 5: REMOVE THE SPARK PLUG

STEP 6: REMOVE THE AIR CLEANER

STEP 7: REMOVE THE FUEL TANK AND FUEL LINE

On this Tecumseh, the oil

STEP 8: REMOVE THE MUFFLER

STEP 10: REMOVE THE CARBURETOR

Before you disconnect this linkage

STEP 11: REMOVE THE IGNITION SYSTEM

STEP 12: REMOVE THE FLYWHEEL

STEP 13: REMOVE THE CYLINDER HEAD

Overhead Valve or OHV

Overhead Valve or OHV

Overhead Cam or OHC

STEP 16: REMOVE THE OIL PUMP

After the crankcase cover has been

STEP 17: REMOVE THE CAMSHAFT AND THE VALVE LIFTERS

L Head and Overhead Valve or OHV

Both the crankshaft and

Overhead Cam of OHC

STEP 18: REMOVE THE PISTON AND CONNECTING ROD ASSEMBLY

To remove the piston and rod, the connecting

STEP 19: REMOVE THE CRANKSHAFT

Now the crankshaft can be pulled from the

STEP 20: REMOVE ANY BEARINGS OR SEALS

The final step in the disassembling of an engine

DISASSEMBLING A BRIGGS & STRATTON FOUR STROKE ENGINE

CONNECTING ROD BORING AND GRINDING MACHINE

 The grinding head has planetary motion, the

VERTICAL SURFACE GRINDER

carriages, shopping carts, wheel chairs, bicycles, and motorcycles.

1. Conventional Process - In this process an un-vulcanized rubber strip is applied on the

That’s All for my Project Report…

Thank you !!!

You might also like