TRAINING REPORT

In partial fulfillment of requirement of the prescribed course for

the award of

Bachelor Of Technology

In

Mechanical Engineering

Of

Punjab Technical University

At

Rayat inst. of engg. and information technology

Railmajr, Distt. S.B.S. Nagar (Punjab)

Submitted to: Submitted by:

PROF. Harish prasher Atish kumar

(mechanical deptt.) 1150444 (M.E 1)

 REPORT
ON
SIX MONTHS
INDUSTRI AL TRAINING
 PREFACE

“NO LEARNING CAN BE COMPLETED WITHOUT PREFACE”

As a part of our curriculum for bachelor of Mechanical Engineering. I am

required to undergo industrial training. The objective of this training is to gain
an inside informat6ion about the functioning of technical departments with
respect to an organization. The practical orientation of technical student is must
to quality as potential engineer.
I got an opportunity to undergo this training in esteemed organization like SML
ISUZU Limited Asron.
Entering in the industry is like steeping into the world ever concept which is
taught in the class room is practical in different dimensions in the industry and
the study on the subject practice in the organization gives a deep insight into the
practical side of technique and industry itself.
 ACKNOWLEDGEMENT

As a part of B.Tech, course requirement, I did my industrial training at SML

ISUZU Ltd. This was full semester training after successful seven semester
theory and practical classes at RIEIT, ROPAR campus. The training was in
Quality department.
I would like to pay my gratitude to SML ISUZU Ltd. management especially to
Mr. P.S. Cheema (DGM), Mr. Inder Dhir Singh Grewal (Sr. Engineer), Mr.
Amit Kumar (Jr. Engineer) and Mr. Abhishek Behl (Engineer) who
extended his wholehearted and unreserved help to me throughout my training
period. I also thankful to other people also, who directly and in directly helping
me during this six months training.
I would be failing in my duty if I do not acknowledge the help and support of
my teaching staff of mechanical department, RAYAT INSTITUTES OF
ENGINEERING AND INFORMATION TECHNOLOGY, Railmajra.

(ATISH KUMAR)
 CONTENTS
Preface ……………………………………………………….. 3
Acknowledgement …………………………………………….4
Objective of Training ……………………………………….. .6
An easy training but a tuff job ……………………………….7

OBJECTIVES OF TRAINING

1. To study the various processes which are done on various parts of LCV and M&HCV.

2. To study about Quality Assurance.

3. To study the function of different departments.

4. To study about the engine testing.

5. To study about management.

6. To study about human resource management and their behavior about employees.

AN EASY TRAINING BUT A TUFF JOB

T - To Be remain On Your Seat

R - Remain Attentive All time

A - Active Participation

I - Interact To Clarify

N - Note Points Difficult To Memorize

 I - Improve Listening Habits

N - Never Neglect Program

G - Gain As Much You Can

INDIAN AUTOMOBILE INDUSTRY

INTRODUCTION

The Automotive industry in India is one of the largest in the world and one of the fastest growing
globally. India manufactures over 17.5 million vehicles (including 2 wheeled and 4 wheeled) and
exports about 2.33 million every year. It is the world's second largest manufacturer of
motorcycles, with annual sales exceeding 8.5 million in 2009. India's passenger car and
commercial vehicle manufacturing industry is the seventh largest in the world, with an annual
production of more than 3.7 million units in 2010. According to recent reports, India is set to
overtake Brazil to become the sixth largest passenger vehicle producer in the world, growing 16-
18 per cent to sell around three million units in the course of 2011-12. In 2009, India emerged as
Asia's fourth largest exporter of passenger cars, behind Japan, South Korea, and Thailand.

As of 2010, India is home to 40 million passenger vehicles and more than 3.7 million automotive
vehicles were produced in India in 2010 (an increase of 33.9%), making the country the second
fastest growing automobile market in the world. According to the Society of Indian Automobile
Manufacturers, annual car sales are projected to increase up to 5 million vehicles by 2015 and
more than 9 million by 2020. By 2050, the country is expected to top the world in car volumes
with approximately 611 million vehicles on the nation's roads.

A chunk of India's car manufacturing industry is based in and around Chennai, also known as the
"Detroit of India" with the India operations of Ford, Hyundai, Renault and Nissan headquartered
in the city and BMW having an assembly plant on the outskirts. Chennai accounts for 60 per cent
of the country's automotive exports. Gurgaon and Manesar in Haryana are hubs where all of the
Maruti Suzuki cars in India are manufactured. The Chakan corridor near Pune, Maharashtra is
another vehicular production hub with companies like General Motors, Volkswagen, Skoda,
Mahindra and Mahindra, Tata Motors, Mercedes Benz, Land Rover, Fiat and Force Motors
having assembly plants in the area. Ahmadabad with the Tata Nano plant, Halol again with
General Motors, Aurangabad with Audi, Kolkata with Hindustan Motors, Noida with Honda and
Bangalore with Toyota are some of the other automotive manufacturing regions around the
country.

The Indian Automobile Industry is manufacturing over 11 million vehicles and exporting about
1.5 million every year. The dominant products of the industry are two wheelers with a market
share of over 75% and passenger cars with a market share of about 16%. Commercial vehicles
and three wheelers share about 9% of the market between them. About 91% of the vehicles sold
are used by households and only about 9% for commercial purposes. The industry has attained a
turnover of more than USD 35 billion and provides direct and indirect employment to over 13
million people.

The supply chain of this industry in India is very similar to the supply chain of the automotive
industry in Europe and America. This may present its own set of opportunities and threats. The
orders of the industry arise from the bottom of the supply chain i. e., from the consumers and go
through the automakers and climbs up until the third tier suppliers. However the products, as
channeled in every traditional automotive industry, flow from the top of the supply chain to
reach the consumers.

Interestingly, the level of trade exports in this sector in India has been medium and imports have
been low. However, this is rapidly changing and both exports and imports are increasing. The
demand determinants of the industry are factors like affordability, product innovation,
infrastructure and price of fuel. Also, the basis of competition in the sector is high and
increasing, and its life cycle stage is growth. With a rapidly growing middle class, all the
advantages of this sector in India are yet to be leveraged.

Note that, with a high cost of developing production facilities, limited accessibility to new
technology and soaring competition, the barriers to enter the Indian Automotive sector are high.
On the other hand, India has a well-developed tax structure. The power to levy taxes and duties
is distributed among the three tiers of Government. The cost structure of the industry is fairly
traditional, but the profitability of motor vehicle manufacturers has been rising over the past five
years. Major players, like Tata Motors and Maruti Suzuki have material cost of about 80% but
are recording profits after tax of about 6% to 11%.

The level of technology change in the Motor vehicle Industry has been high but, the rate of
change in technology has been medium. Investment in the technology by the producers has been
high. System-suppliers of integrated components and sub-systems have become the order of the
day. However, further investment in new technologies will help the industry be more
competitive. Over the past few years, the industry has been volatile. Currently, India’s increasing
per capita disposable income which is expected to rise by 106% by 2015and growth in exports is
playing a major role in the rise and competitiveness of the industry.

Tata Motors is leading the commercial vehicle segment with a market share of about 64%.Maruti
Suzuki is leading the passenger vehicle segment with a market share of 46%. Hyundai Motor
India and Mahindra and Mahindra are focusing expanding their footprint in the overseas market.
Hero Honda Motors is occupying over 41% and sharing 26% of the two wheeler market in India
with Bajaj Auto. Bajaj Auto in itself is occupying about 58% of the three wheeler market.

Consumers are very important of the survival of the Motor Vehicle manufacturing industry. In
2008-09, customer sentiment dropped, which burned on the augmentation in demand of cars.
Steel is the major input used by manufacturers and the rise in price of steel is putting a cost
pressure on manufacturers and cost is getting transferred to the end consumer. The price of oil
and petrol affect the driving habits of consumers and the type of car they buy.

The key to success in the industry is to improve labor productivity, labor flexibility, and capital
efficiency. Having quality manpower, infrastructure improvements, and raw material availability
also play a major role. Access to latest and most efficient technology and techniques will bring
competitive advantage to the major players. Utilizing manufacturing plants to optimum level and
understanding implications from the government policies are the essentials in the Automotive
Industry of India.

Both, Industry and Indian Government are obligated to intervene the Indian Automotive
industry. The Indian government should facilitate infrastructure creation, create favorable and
predictable business environment, attract investment and promote research and development.
The role of Industry will primarily be in designing and manufacturing products of world-class
quality establishing cost competitiveness and improving productivity in labor and in capital.
With a combined effort, the Indian Automotive industry will emerge as the destination of choice
in the world for design and manufacturing of automobiles.

HISTORY

The first car ran on India's roads in 1897. Until the 1930s, cars were imported directly, but in
very small numbers.

Embryonic automotive industry emerged in India in the 1940s. Mahindra & Mahindra was
established by two brothers as a trading company in 1945, and began assembly of Jeep CJ-3A
utility vehicles under license from Willys. The company soon branched out into the manufacture
of light commercial vehicles (LCVs) and agricultural tractors.

Following the independence, in 1947, the Government of India and the private sector launched
efforts to create an automotive component manufacturing industry to supply to the automobile
industry. However, the growth was relatively slow in the 1950s and 1960s due to nationalization
and the license raj which hampered the Indian private sector. After 1970, the automotive industry
started to grow, but the growth was mainly driven by tractors, commercial vehicles and scooters.
Cars were still a major luxury. Japanese manufacturers entered the Indian market ultimately
leading to the establishment of Maruti Udyog. A number of foreign firms initiated joint ventures
with Indian companies.

In the 1980s, a number of Japanese manufacturers launched joint-ventures for building

motorcycles and light commercial- vehicles. It was at this time that the Indian government chose
Suzuki for its joint-venture to manufacture small cars. Following the economic liberalization in
1991 and the gradual weakening of the license raj, a number of Indian and multi- national car
companies launched operations. Since then, automotive component and automobile
manufacturing growth has accelerated to meet domestic and export demands.
Following economic liberalization in India in 1991, the Indian automotive industry has
demonstrated sustained growth as a result of increased competitiveness and relaxed restrictions.
Several Indian automobile manufacturers such as Tata Motors, Maruti Suzuki and Mahindra and
Mahindra, expanded their domestic and international operations. India's robust economic growth
led to the further expansion of its domestic automobile market which has attracted significant
India-specific investment by multinational automobile manufacturers. In February 2009, monthly
sales of passenger cars in India exceeded 100,000 units and have since grown rapidly to a record
monthly high of 182,992 units in October 2009. From 2003 to 2010, car sales in India have
progressed at a CAGR of 13.7%, and with only 10% of Indian households owning a car in 2009
(whereas this figure reaches 80% in Switzerland for example) this progression is unlikely to stop
in the coming decade. Congestion of Indian roads, more than market demand, will likely be the
limiting factor.

SIAM is the apex industry body representing all the vehicle manufacturers, home-grown and
international, in India.

KEY STATISTICS
The production of automobiles has greatly increased in the last decade. It passed the 1 million
mark during 2003-2004 and has more than doubled since.

Year Car % Commercial % Total %

Production Change Change Vehicles Change
Production.

2010 2,814,584 29.39 722,199 54.86 3,536,783 33.89

2009 2,175,220 17.83 466,330 -4.10 2,641,550 13.25

2008 1,846,051 7.74 486,277 -9.99 2,332,328 3.35

2007 1,713,479 16.33 540,250 -1.20 2,253,999 10.39

2006 1,473,000 16.53 546,808 50.74 2,019,808 19.36

2005 1,264,000 7.27 362, 755 9.00 1,628,755 7.22

2004 1,178,354 29.78 332,803 31.25 1,511,157 23.13

2003 907,968 28.98 253,555 32.86 1,161,523 22.96

2002 703,948 7.55 190,848 19.24 894796 8.96

2001 654,557 26.37 160,054 -43.52 814611 1.62

2000 517,957 -2.85 283,403 -0.58 801360 -2.10

Year 2004- 2005- 2006-2007 2007-2008 2008-2009

2005 2006
Motor Vehicle 8,467,853 9,743,503 11,087,997 10,853,930 11,175,479
Production
Industry Revenue 24,379 26,969 30,507 32,383 33,342*

Exports (Units) 629,544 806,222 1,011,529 1,238,333 1,530,660

Exports (Revenue) 1,915 2,231 2,552 3,008 3,718*

Automobile Production

Type of Vehicle 2005-2006 2006-2007 2007-2008 2008-2009 2009-2010

Passenger Vehicles 1,209,876 1,309,300 1,545,223 1,777,583 1,838,697

Commercial Vehicles 353,703 391,083 519,982 549,006 417,126

Three Wheelers 374,445 434,423 556,126 500,660 501,030

Two Wheelers 6,529,829 7,608,697 8,466,666 8,026,681 8,418,626

Total 8,467,853 9,743,503 11,087,997 10,853,930 11,175,479

Geographical Segmentation: State-wise motor vehicles registration in India

from 2001 – 2008
 States\Year 2001 2002 2003 2004 2005 2006 2007 2008

Andhra Pradesh 3,966 4,389 5,002 5,720 6,446 7,232 8,042 8,989
Arunachal Pradesh 21 21 21 21 21 21 21 21
Assam 542 596 657 727 798 883 973 1,086
Bihar 949 1,024 1,121 751 726 694 647 593
Chhattisgarh 857 948 1,076 1,216 1,367 1,536 1,726 1,939
Goa 341 366 397 436 483 537 585 638
Gujarat 5,576 6,008 6,508 7,087 7,892 8,785 9,633 10,543
Haryana 1,949 2,122 2,279 2,548 2,883 3,267 3,689 4,164
Himachal Pradesh 217 244 269 289 329 375 421 480
Jammu & Kashmir 330 364 399 439 493 556 628 719
Jharkhand 909 984 1,101 1,217 1,341 1,479 1,630 1,796
Karnataka 3,537 3,636 3,738 3,977 4,338 4,717 5,036 5,360
Kerala 2,112 2,315 2,552 2,792 3,180 3,612 4,034 4,564
Madhya Pradesh 3,095 3,173 3,459 3,804 4,119 4,442 4,710 4,968
Maharashtra 6,760 7,414 8,134 8,969 10,055 11,281 12,477 13,817
Manipur 77 90 97 106 114 123 134 145
Meghalaya 62 67 73 73 78 84 89 95
Mizoram 31 34 37 42 48 54 61 70
Nagaland 160 177 162 172 186 201 215 230
Orissa 1,096 1,215 1,359 1,525 1,717 1,936 2,159 2,417
Punjab 2,910 3,103 3,308 3,529 3,859 4,225 4,571 4,992
Rajasthan 2,943 3,197 3,487 3,834 4,285 4,791 5,281 5,815
Sikkim 12 13 15 17 19 21 23 25
Tamil Nadu 5,162 5,658 8,005 8,575 10,085 11,901 13,860 16,207
Tripura 50 57 66 76 85 95 105 117
Uttarakhand 364 406 457 516 580 651 732 822
Uttar Pradesh 4,921 5,171 5,928 6,460 7,271 8,144 8,970 9,919
West Bengal 1,690 1,690 2,366 2,548 2,816 3,138 3,464 3,833
Andaman & Nicobar 25 28 28 28 31 34 38 42
Islands
Chandigarh 386 386 562 586 629 677 732 799
Dadra & Nagar Haveli 13 13 31 35 43 54 67 86
Daman & Diu 37 41 44 48 55 63 71 79
Delhi 3,635 3,699 3,971 4,237 4,544 4,868 5,166 5,469
Lakshadweep 4 5 5 5 6 7 7 8
Pondicherry 252 270 293 313 359 418 495 552

Exports
Mahindra Scorpio Jeep in service with the Italy's CNSAS.

India's automobile exports have grown consistently and reached $4.5 billion in 2009, with United
Kingdom being India's largest export market followed by Italy, Germany, Netherlands and South
Africa.[30] India's automobile exports are expected to cross $12 billion by 2014. [31]

According to New York Times, India's strong engineering base and expertise in the
manufacturing of low-cost, fuel-efficient cars has resulted in the expansion of manufacturing
facilities of several automobile companies like Hyundai Motors, Nissan, Toyota, Volkswagen
and Suzuki.[32]

In 2008, Hyundai Motors alone exported 240,000 cars made in India. Nissan Motors plans to
export 250,000 vehicles manufactured in its India plant by 2011. [33] Similarly, General Motors
announced its plans to export about 50,000 cars manufactured in India by 2011.

In September 2009, Ford Motors announced its plans to setup a plant in India with an annual
capacity of 250,000 cars for US$500 million. The cars will be manufactured both for the Indian
market and for export. The company said that the plant was a part of its plan to make India the
hub for its global production business. Fiat Motors also announced that it would source more
than US$1 billion worth auto components from India.

In July 2010, The Economic Times reported that PSA Peugeot Citroen was planning to re-enter
the Indian market and open a production plant in Andhra Pradesh with an annual capacity of
100,000 vehicles, investing EUR 700M in the operation. PSA's intention to utilize this
production facility for export purposes however remains unclear as of December 2010.

A Tata Safari on display in Poznan, Poland.

In 2009 India (0.23m) surpassed China (0.16m) as Asia's fourth largest exporter of cars after
Japan (1.77m), Korea (1.12m) and Thailand (0.26m) by allowing foreign carmakers 100%
ownership of factories in India, which China does not allow.

In recent years, India has emerged as a leading center for the manufacture of small cars.
Hyundai, the biggest exporter from the country, now ships more than 250,000 cars annually from
India. Apart from shipments to its parent Suzuki, Maruti Suzuki also manufactures small cars for
Nissan, which sells them in Europe. Nissan will also export small cars from its new Indian
assembly line. Tata Motors exports its passenger vehicles to Asian and African markets, and is in
preparation to launch electric vehicles in Europe in 2010. The firm is also planning to launch an
electric version of its low-cost car Nano in Europe and the U.S. Mahindra & Mahindra is
preparing to introduce its pickup trucks and small SUV models in the U.S. market. Bajaj Auto is
designing a low-cost car for the Renault Nissan Automotive India, which will market the product
worldwide. Renault Nissan may also join domestic commercial vehicle manufacturer Ashok
Leyland in another small car project.[39] While the possibilities are impressive, there are
challenges that could thwart future growth of the Indian automobile industry. Since the demand
for automobiles in recent years is directly linked to overall economic expansion and rising
personal incomes, industry growth will slow if the economy weakens.

Top 20 Export destinations in 2007-2008 and growth from previous year

Rank Country 2007-2008 (in USD 2008-2009 (in USD Percentage

Millions) Millions) Growth
1 United States of 593.64 525.24 -11.52
America
2 Italy 332.35 359.68 8.22
3 Sri Lanka 249.14 216.11 -13.26
4 South Africa 224.93 188.57 -15.79
5 United Kingdom 165.57 246.32 48.77
6 United Arab 164.44 192.74 17.21
Emirates
7 Algeria 147.34 265.63 80.28
8 Bangladesh 137.26 164.86 20.11
9 Egypt 134.43 143.54 5.99
10 Germany 133.52 409.63 206.8
11 Colombia 118.88 120.71 1.54
12 Nepal 111.33 98.13 -11.86
13 Mexico 93.80 94.10 0.32
14 Turkey 83.53 73.82 -11.63
15 Spain 81.01 56.96 -29.69
16 France 76.77 134.21 74.83
17 Nigeria 66.01 148.74 125.03
18 Greece 65.75 127.63 94.1
19 Netherland 65.19 163.66 151.05
20 Ghana 59.91 38.30 -36.07

COMMERCIAL VEHICLE MANUFACTURERS IN INDIA

Indian brands

 Force
 Hindustan Motors
 Premier
 Tata
 AMW
 Eicher Motors

Joint Venture Brands

 VE Commercial Vehicles Limited - VE Commercial Vehicles limited - A JV between

Volvo Groups & Eicher Motors Limited.
 Ashok Leyland - originally a JV between Ashok Motors and Leyland Motors, now 51%
owned by Hinduja Group
 Mahindra Navistar - a 51:49 JV between Mahindra Group and Navistar International
 Swaraj Mazda - originally a JV between Punjab Tractors and Mazda, now 53.5%
owned by Sumitomo Group and 4% ISUZU.
 Kamaz Vectra - A JV between Russia's KaMAZ and the Vectra Group

Company Profile

SML Isuzu ltd (Formerly known as Swaraj Mazda Ltd (SML)) is a commercial vehicle
manufacturer for Passenger and Goods Carrier for Transportation industry.

The company was incorporated in 1983 and in 1984 signed a joint venture agreement for
manufacture of Light commercial Vehicles (LCV) with Punjab Tractors Ltd, Mazda Motor
Corporation, Japan and Sumitomo Corporation, Japan. First commercial operations were
commenced in 1986 with introduction of Cargo LCV truck with a GVW of 6 tons, followed by
a 26 seater bus, both of which were based on the design procured from Mazda.

Over the years, on the strength of Research and Development, the Company has expanded the
product portfolio both in respect of passenger carriers and goods carriers. In the passenger
carrier category, currently the company offers non-air conditioned and air conditioned bus
models with a seating capacity ranging from 10 to 41 seats. In the goods carrier category
currently have seven (7) core truck models with a GVW range of 6.1 tons to 7.5 tons in the
LCV segment and 8.0 tons to 12.0 tons in the Medium & Heavy Commercial Vehicles
(M&HCV) segment with several variants. In addition, the company manufactures special
application vehicles in the passenger and goods carrier categories which include a variety of
ambulances, troop carriers, dumper/ garbage removal vehicles, water tankers, recovery vans and
police vans.

All the above mentioned products are manufactured in the Vehicle Plant situated at village
Asron, Near Ropar. The plant has a capacity of producing 12000 vehicles per annum on single
shift working basis.

Recently, the company has forayed into manufacture of luxury air-conditioned buses. The
production of luxury buses in the M&HCV segment has been developed on the Isuzu chassis
pursuant to technical assistance agreements with Isuzu.

To manufacture M&HCV’s the company has installed a new manufacturing facility called Bus
Plant and is at the same location. With this installation the company has reached a total
production capacity of 18,000 vehicles per annum.

The company sells the vehicles to retail customers through dealer network, and to government
departments, both central and state, and bulk customers through direct orders. The company,
also export vehicles to countries like Bangladesh, Sri Lanka, Nepal and Ghana through
distributors in these countries.

In Financial Year 2009-10 the company sold 10,134 vehicles and turnover was Rs 77,524.35 lac.

Current Product Portfolio in the Goods Carrier Category

Models GVW Range (in tons)

LCV
 1. Sartaj 6.1 tons

2. Premium 6.4 tons

3. Prestige 7.5 tons

M&HCV

4. Supreme 8.0 tons

5. Super 8.8 tons

6. Samrat 10.2 tons

7. Super 12 12.0 tons

Current Product Portfolio in the Passenger Carrier Category

Category Number of Seats GVW Range (in tons)

Non-air Conditioned Buses

1. Standard buses 18 to 41 ordinary seats 6.4 to 8.0 tons

2. Semi-deluxe buses 14 to 32 high back seats 6.4 to 8.0 tons

3. Deluxe buses 10 to 24 reclining seats 6.4 to 8.0 tons

Air Conditioned Buses and Coaches

4. Luxury executive coaches 13 reclining seats 5.7 tons

5. Luxury buses 16 to 27 reclining seats 6.4 to 8.0 tons

6. Luxury buses 41 reclining seats 16.2 tons

OVERVIEW OF THE PROCESS

As a concept, the organization had decided to outsource all components from

competent Suppliers from all over India accept very few components on which critical
operations are carried out in the plant. On receipt, components are inspected in the plant
as per sampling plan and after passing through this quality check, are shifted to the
Main Store. As per feeding schedule, the components are fed to various shops, where
aggregate assemblies of the required configurations as per production plan are carried
out.

Major aggregates assembled include Engines, Transmission, Front and Rear Axles,
Chassis, Cabin and Cargo. All the aggregates are functionally tested in the respective
shops and only after that these are used for vehicle production. These aggregates are
then transferred to the main vehicle assembly line which starts with Chassis mounting
and end up with fitment of Wheels and Bumpers.
VE
Any fitment problem of components/aggregate or non availability of any component/
aggregate on main assembly line directly affects the vehicle production. To produce as HIC
per the full capacity of plant, it becomes utmost important to make available all the
components and aggregates of desired configuration, in required number and at the
LES
right time. Consequently some quantities of aggregates are assembled in advance as per
next day’s production plan.
PRO
Engine is most important aggregate in terms of performance of vehicle. It has highest
number of configurations; maximum parts are assembled in it and need very careful DU
functional testing. It has been observed that this one aggregate virtually governs the
production capacity of the plant. CED

AT

SM

ISUZU LIMITED

SML COSMO 3.3 ton

 SPECIFICATIONS

MODEL SML COSMO 3.3 ton

ENGINE SL
Bore X Stroke 100x110
No. of Cylinders 4-inline
Displacement 3455 CC
Max. Power BS II 64.7 Kw(88 ps) @ 3000 rpm
Max. Power BS III 75 Kw(102 ps) @ 3000 rpm
Max. Torque BS II 240 Nm(24 kgm) @ 1750-2000 rpm
Max. Torque BS III 270 Nm(28 kgm) @ 1750-2000 rpm

CLUTCH
Type Single Plate Dry friction Type
Hydraulic assisted
Outer Diameter 260 mm

GEAR BOX
Type Synchromesh
 No. of Gears 5 Forward, One Reverse

AXLES
Rear Axle 6.571 : 1

STEERING
Ratio Recirculating Ball Type, Variable Gear
Ratio

CHASSIS FRAME
Type Box Section 200x65,Ladder Type

SUSPENSION
Front Multi Leaf Spring, Double Acting Shock
Absorber
Rear Multi Leaf Spring, Double Acting Shock
Absorber

BRAKES
Service Brakes Dual Circuit Hydraulic,Vacuum Assisted
Front Hyd. Leading Sliding Shoes
Rear Hyd. Two Leading Shoes
Parking Brake Mechanical

WHEELS AND TYRES

Front 7.50x16-16PR
 Rear 7.50x16-16PR
RIM SIZE 6.00g

EXHAUST BRAKE
Vacuum operated

ELECTRICAL SYSTEM
System Voltage 12 V
Battery Capacity 70 AH
Alternator Type Built in Regulator with Vacuum Pump
Max.Output 12 V /55 A
Wiper Motor SRF Nippon Denso
Head Light 60 /55 W, Halogen tube

FUEL TANK
90 Lts.

DIMENSIONS
Wheel Base 2815 mm
Cargo Width 2080 mm / 6.9 ft
Cargo Length 3100 mm / 10.3 ft
Cargo Height 570 mm / 1.9 ft

Min.ground Clearance 206 mm

Version available Cab Chassis, Fixed Side Deck
WEIGHTS
Maximum GVW 5880 Kg
Maximum Permissible FAW 2460 Kg
Maximum Permissible RAW 3680 Kg
Kerb Weight 2570 Kg

(Chassis with Cab & Cargo Box with

Spare Wheel Fuel Tank & Tools)

PERFORMANCE
Gradabilitiy in 1st Gear 17.5
Min.Turning Radius 5.5 m

SML SARTAJ

SPECIFICATIONS

MODEL WV26-S

ENGINE SL

Bore X Stroke 100x100

 No. of Cylinders 4-inline

Displacement 3455 CC

Compression Ratio 17 : 1

Max. Power

Min. Power 79.1 PS at 3000 rpm

Air Cleaner 22.0Kg-m-at 1750 rpm

Oil Filter Oil Bath Type

Fuel Filter Full Flow paper Filter

Cooling System Capacity 12.5 lts.

Oil Sump Capacity 8.5 Lts.

Engine Weight(complete & dry) 270 kg(approx)

Radiator Frontal Area 0.245 Sq.m

CLUTCH

Type Diaphragm Type

Outer Diameter 260 mm

GEAR BOX SL

Type Synchromesh

No. of Gears 5 Forward, One Reverse

Gear Ratio 1st -5.833, 2nd -2.855

3rd -1.651, 4th - 1.000
5th -0.800, Rev- 5.372

AXLES

Front Axle Reverse Elliot Type

Rear Axle Banjo Type

Ratio 6.571
STEERING

Steering Wheel Dia 430 mm

Ratio 32.0~54.5(Variable)

FRAME

Long Member Size Box Section 200x65,140x65mm

Number of Cross Members 8

SUSPENSION

Springs Semi Elliptical Leaf Springs

Anti-roll Bar Optional

Shock Absorbers Hyd.Double Acting, Telescopic

BRAKES

Service Brakes Dual Circuit Hydraulic, Vacuum Assisted

Front Hyd. Leading Sliding Shoes

Rear Hyd. Two Leading Shoes

Total Braking Area 2210 Sq.cm

Parking Brake Mechanical

WHEELS AND TYRES

Front 8.25x16-16PR

Rear 8.25x16-16PR

RIM SIZE 6.00g

EXHAUST BRAKE

Vacuum operated

ELECTRICAL SYSTEM

System Voltage 12 V
 Battery Capacity 70 AH

Alternator Type Built in Regulator with Vacuum Pump

Max.Output 12 V /55 A

Wiper Motor SRF Nippon Denso

Head Light 60 /55 W, Halogen tube

FUEL TANK

90 Lts.

DIMENSIONS

Wheel Base 3335 mm

Overall Width 2220 mm

Overall Length 5454 mm

Overall Height 2070 mm

Front Track 1640 mm

Rear Track 1640 mm

Min.ground Clearance 228 mm

Cargo Box Size(LXWXH) 3740mmX2080mmX1090mm

Load Body Platform Area 3740 mmX2080mm

WEIGHTS

Maximum GVW 6140 Kg

Maximum Permissible FAW 2460 Kg

Maximum Permissible RAW 3680 Kg

Kerb Weight 2570 Kg

(Chassis with Cab & Cargo Box with Spare Wheel

Fuel Tank & Tools)
 PERFORMANCE

max.gradabilitiy in 1st Gear 27%

Min.Turning Radius 6.0 m

SML SAMRAT

SPECIFICATIONS

ENGINE

Model SLT3 (BS III Compliant)

Type 4 Cylinder inline, water cooled, Direct injection

diesel engine

Aspiration Turbocharged inter-cooled

Displacement (cc) 3435

Max.Power 102 bhp @ 3000 RPM

ELECTRICALS
 Type 12 VOLTS

Battery 1 NOS,12 V, 120 AH

Alternator 12 VOLTS,55A

DRIVE TRAIN

Clutch Dry single plate with diaphragm spring,

Hydraulically controlled

Transmission 5 Forward, 1 Reverse, Synchromesh

AXLES

Front Axle Heavy duty Reverse Elliot

"I" Beam Section

Rear Axle Heavy duty full floating Banjo type

STEERING

Type Re-Circulating ball type,Manual

SUSPENSION

Front Heavy duty Semi elliptical type multi leaf spring

with hydraulic double acting telescopic shock
absorbers

Rear Heavy duty Semi elliptical type multi leaf spring

with helper

BRAKES

Service Brakes Full air dual circuit S cam roller follower type

Parking Brake Graduated hand control valve system actuating rear brakes

Exhaust Brake Provided

WHEELS AND TYRES

Wheels 8 studs Wheel Discs

No.of Tyres 7 (Including 1 Spare Tyre)

 Size 8.25 x 20-14 PR (Front)
8.25x 20-16 PR (Rear)

FUEL TANK

Capacity 180 LTRS

SEATS

No.of Seats 1+2 seating in cabin

PERFORMANCE

Max Speed 80 km/hr

DIMENSIONS

Wheel Base 3940mm

Ground Clearance 300mm

Overall Length 7220mm

DIMENSIONS

Wheel Base 3940mm

Ground Clearance 300mm

Overall Length 7220mm

Overall Width 2400mm

Overall height 2460mm

WEIGHT

GVW 11990 kg

LOAD BODY

Length X Width 5240mm(17.2ft) x 2280mm(7.5ft)

TRACK

Front 2022mm

Rear 1693mm

SALIENT FEATURES

More driving comfort

Heavy duty suspension

Heavy duty front axle, rear axle & differential

New Strong & sturdy straight chassis frame

Tilt & telescopic steering

Cushioned & adjustable drive seat

Tillable cabin for easy accessibility around the engine

Roof ventilation

Heavy duty bigger air brakes

Heavy duty tyres

8 Hole Heavy Duty Wheel disc with bigger size hub bolts

SML SUPER
Specially Built for packed large volume goods.
Cargo box available in Steel High Deck & Half Side Deck 14ft,17ft or 21.6ft

SPECIFICATIONS

VERSION SUPER SUPER/ZT54LWB

Cabin Type Wide

DIMENSIONS & WEIGHT

Overall Length (mm) 6974

Overall Width (mm) 2200

Overall Height (mm) 2070 (STD)

Wheelbase (mm) 3940

Cargo Deck length inside (mm) 5238

Cargo Deck Width inside (mm) 2080

Cargo Deck Height (mm) 570 (STD)

Track

Front (mm) 1640

Depth (mm) 1486

Min. Ground Clearance (mm) 206

Curb Weight (kg) 2800 (STD),3060(SHD)

GVW (kg) 8800

ENGINE

Type 4 Cylinder,in-line OHV,Diesel

Maximum Power 79.2 PS @/ 3000 RPM

Cooling System Water Cooled

 Bore & Stroke (mm) 100x 110

Displacement (cc) 3455

Compression Ratio 17:1

Max Torque (DIN) (kg-m/rpm) 22.0 /1750

ELECTRICALS

Battery 70 AH

Alternator 12 V-/55 A

Starter 12V-2.7 KW

CAPACITY

Fuel Tank (Ltr.) 180

Oil Pan (ltr.) 7.9

DRIVE TRAIN

Clutch Single plate Dry Diaphragm

Transmission 5 forward all synchromesh/1 Reverse

Final Drive Ratio 6.571

CHASSIS

Frame-Lader type Box section,with special reinforcement, Tubular

cross braces

SUSPENSION

Front Multi Leaf Spring,double acting shock absorber

Rear Multi Leaf Spring,(twin-stage type) double acting

shock absorber

STEERING

Type Recirculating ball type with variable gear ratio

BRAKES
 Dual-circuit hydraulic vacuum assisted

TYRES

Front 7.50-16-14 PR (12 PR OPNL)

Rear 7.50-16-14 PR (D)(16 PR OPNL)

TRANSMISSION GEAR RATIO

Gear Ratios 1st -5.833, 2nd -2.855

3rd -1.651, 4th - 1.000
5th -0.800, Rev- 5.372

PERFORMANCE

Max.gradabilitiy (tan O) 0.24

Min.Turning radius (m) 6.4

SML ISUZU LT 134

ENGINE
Model 6 Hk1-TC EURO-III Compliant Rear Engine
Type Four Cycle, 6 Cylinders, OHC(over head cam) Direct Injection,
Water Cooled Turbo Charger with Inter Cooler & EGR
Displacement (cc) 7790
Max. Power 230 PS @ 2500 RPM
 ELECTRICALS
Type 24 volts
Battery 2 Nos 12 V, 150 AH
Alternator 24V, 110A

DRIVE TRAIN
Clutch Cushioned Single Plate, Dry, Hydraulically Controlled, Air assisted.
Transmission 7 Forward 1 Reverse, Synchromesh with overdrive

AXLES
Front Axle Reverse Elliot “I” Beam Section
Rear Axle Full Floating

STEERING
Type Power Steering, Re Circulating Ball Type with Hydraulic Booster

SUSPENSION
Front Air Suspension with 2 Bellows
Rear Air Suspension with 4 Bellows

BRAKES
Service Brakes Full Air, Dual Circuit, S-Cam Type with Auto Slack Adjuster
Parking Brakes Spring Actuator on Rear Wheels, Failsafe
Exhaust Brakes Electro-Pneumatic with butterfly Value in Exhaust pipe. Inter
Locking Actuator for exhaust Brake & Foot Brake with canceling
switch
ABS Provided
Retarder Provided

WHEELS & TYRES

Wheels 10 Stud Wheel Discs
Nos .of Tyres 7(including 1 Spare Tyre)
Size 11-R22.5-14 P R (BS)

FUEL TANK
Capacity 280 Liters

PERFORMANCE
Max. Speed 115 KM/ HR
Gradabilitiy 34%

SEATS
No. of Seats 40 + 1
Type Push back, Reclining Comfortable Seats with Padded Arm Rests and
 Foot Rest

DIMENSIONS
Wheel Base 5700 MM
Turning Radius 9650 MM
Ground Clearance 250 MM
Overall Length 11400 + 50 MM
Overall Width 2500MM
Overall Height 3700 + 50 MM

TRACK
Front 1980 MM
Rear 1790 MM

ORGANISATION STRUCURE OF SML ISUZU LIMITED

ENGINE SHOP

The engine is a device that is used to convert chemical energy of fuel into heat energy and this energy
is then converted into useful work. The engine provides the motive power for the various functions
which the vehicle or any part of it may be required to perform.

Ideally, most engines used in vehicles are of internal combustion type. The internal combustion
engines are further classified according to the following considerations:-

1.Engine Cycle:- Based on the engine4 cycle an I.C. engine may run on Otto cycle or Diesel
cycle.
2. Number of Strokes:- Based on strokes the engines are classified as two stroke engine and four
stroke engine.
3.Fuel Used:- Based on fuel used the engines are classified as Petrol engine, Diesel engine, C.N.G.
engine.
4.Type of Ignition:- The fuel inside the cylinder after compression has to be ignited. The ignition
system used in I.C. engine are of two types, spark ignition (S.I.) and compression ignition (C.I.).
5.Number and Arrangement of Cylinders:- Based on number and arrangement of cylinders the
engines are classified as:
  Single cylinder engine
 Two cylinder engine – Inline Vertical type, V type, Opposed Type
 Three Cylinder engine
 Four cylinder engine – Inline Vertical type, V type, Opposed Type
 Six and Eight cylinder engine
 Radial engine
6.Valve Arrangement:- The valve arrangement I.C. engines are- Side valve type, Overhead valve
type.
7.Type of Cooling:- Based on adopted mode of cooling the engines are of two types
 Air cooled engine
 Water cooled engine
 Oil cooled engine

ENGINES MADE AT SML ISUZU LIMTED

The SML ISUZU assembles following types of engines:-

 Euro-I
 Euro –II
 Euro _ III
 C.N.G.

The basic difference between these engines are as follows:-

S. No. Euro -I Euro -II Euro -III C.N.G.

1 In Euro-I engine In Euro-II engine In Euro-III engine In C.N.G engine
the block does not hole for feed pump hole for feed pump the block does not
have a hole for are provided on the are provided on the have a hole for
feed pump back of engine back of engine feed pump
block. block.

2 In this fuel In this fuel injection In this fuel injection In C.N.G. engine
injection pump pump used is of pump used is of distributer is used
used is of inline rotary type rotary and
type electronic type

3 Here nozzles have Here nozzles have Here nozzles have In C.N.G. engine
big holes for smaller holes for very small holes for spark plug is used
spraying diesel spraying diesel spraying diesel

4 It gives power of It gives power of 88 It gives power of It gives power of

79.2 B.H.P. at B.H.P. at 3000 100 B.H.P. at 3000 72 B.H.P. at 3000
3000 R.P.M R.P.M R.P.M R.P.M

BHARAT STAGE NORMS

BS-I BS-II BS-III BS-IV

Specifications 01.04.2000 2005 2005 01.04.2010

CO g/kwh 4.5 4.0 2.0 1.5

HC g/kwh 1.1 1.1 6.66 0.46

NOx g/kwh 8.0 7.0 5 3.5

PM g/kwh 0.36 0.15 0.1 0.02

 ENGINE ASSEMBLY
Station E-1

1. Engine block is washed and cleaned properly. Then it is ent to the main line.
2. Engine serial number punching is done.
3. Engine is moved on to the trolley and mounted on the trolley with the help of bolts.
4. Liners are fitted to the block. Before putting the blocks inside the block the coding
given on the block is checked.

5. Engine block is rotated and oil jets are attached to the block. The oil jets are tight and
torque up to a value of 1.20-1.80 kgm.
6. Eight tappets are put in their holes. These tappets are operated by camshaft which in turn
operates the push rod, the push rod operate the rockers and the rockers operate the valves.

Station E-2

1. Here first of all camshaft is inserted in the engine block.

2. To stop sideways movement of camshaft a thrust plate is bolted on one side of the
camshaft.
3. First of all, a sealant is applied to the bolts of the thrust plate and then the thrust plate is
bolted with the help of these bolts. These bolts are tightened up to a torque of 2.3 kgm.
4. Then free movement of camshaft is checked.
 5. Now the block is rotated and we have to put crankshaft bearings. Prior to this we have to
match the coding on block with that of crankshaft bearing.

6. Based on this coding and according to the table we are going to put the crankshaft bearing.
7. Before putting the crankshaft in the crankcase the bearings are cleaned properly and oil is
put both on the bearings and the crankshaft. After this, the crankshaft is placed in the
crankcase along with crank gear.
8. Now key bearing caps are put one by one at their place.
9. To prevent the sideways movement of the crankshaft thrust bearings are inserted in the
central main bearing.
10. Now start tightening up the crankshaft main bearing caps up to a torque of 10-10.7 kgm.
11. All the bolts should have torque marks.
12. Check crankshaft for free movement and end play.
13. Piston assembly is placed according to crank pin depth.

Station E-2A
1. Attachment of a connecting rod to the piston with the help of gudgeon pin.
2. Putting up circlips on both sides of gudgeon pin.
3. Cleaning of connecting rod caps.
4. Placing of connecting rod bearings in connecting rod and cleaning.
5. Check for any dent marks.
6. The pistons for E-I,E-II,E-III and CNG engines differ in the design of crown of the pistons.

Station E-3

1. Selection of piston with depth gauge is done.

2. Note all the four readings.
 3. Loose fitment of oil cooler assembly fitment on block.
4. Piston assembly is attached to the crankshaft.
5. Connecting rod bolts are tighten up to a torque of 8.2-9.0 kgm.
6. Check end play in connecting rod.
7. Check free movement of crankshaft with piston.
8. Bring the piston on T.D.C. position. Clean the surface of the piston and then place dial
gauge over the piston such that the tip of the dial gauge first touches the piston surface and
the dial gauge shows reading. Note this reading.

9. Place the dial gauge on the other piston and then note the reading shown by the dial gauge.
10. Now rotate the crankshaft and clean the surface of other two pistons.
11. Place the dial gauge on the piston and take the reading in the similar way as discussed
earlier.
12. Compare the values with the table.
13. The gasket is chose according to these readings. Gasket may be green or white.
14. Place the time case assembly on the trolley and move the trolley ahead.

Station E-4

1. Matching of spindle idle gear hole to done.

2. Mounting of case timing on block with gasket. Tightening of all the bolts of timing case up
to a torque of 2.3 kgm.
3. Tightening and torquing of filter bolts up to a torque of 2.5 kgm.
4. Cleaning and oiling of spindle gear is done.
5. FIP gasket and setting and adjustment.
6. Timing gears (cam gear and idle gear) are fixed with timing matched. For matching the
timing point A, B and C are matched properly.
7. Position of waver washer OK.
8. Idle gear thrust plate fitment and torque is done.
9. Torquing of cam gear bolt with thrust washer up to a torque of 6.4-9.6 kgm.

Station E-5
1. Pressing of oil seal with oil.
2. Timing cover fitment and tightening up of bolts up to a torque of 2.5 kgm.
3. Assembly of water pump gasket and torquing up to 2.5 kgm.
4. Assembling of rear oil seal and torquing up to 2.5 kgm.
5. Fitting of oil pump and tightening of of bolts up to a torque of 2.5-3.8 kgm.
6. Fitting of oil pipe with “O” ring.
7. Fitting of bracket of strainer pipe and torquing up to 2.5 kgm.
8. Tightening and torquing of oil pipe up to 2.5 kgm.

Station E-6

1. Put gasket on both sides ,side setting along with sealant.

2. Attachment of front/rear 1/2 seal with sealant.
3. Fitment of oil pan and torque up to 1.7-2.6 kgm.
4. Loose fitting of lower pan or sump with gasket.

Station E-7

1. Tighten up the lower pan up to torque of 1.7-2.6 kgm.

2. Fitting of end plate with the help of bolts up to a torque of 3.8-5.3 kgm.

3. Fix indicator pin on the end plate. Indicator pin is used to indicate the marking (degrees)
provided on the flywheel. This help in dismantling the FIP or adjusting the tappets.
4. Flywheel is bolted over the end plate. the torque of the flywheel is kept between 21-23
kgm.

Station E-7A

1. Two cylinder head stud fitment and tight.

2. Attachment and assembly of inlet manifold with gasket and torque.
3. Attachment of sub assembly of case thermostat with gasket and torque.
4. Tightening and torquing of front and rear engine hanger.
5. Vacuum pipe assembly and torque.

Station E-8

1. Cleaning of flywheel face.

2. Attachment of cover assembly and clutch assembly with centering tool. Tightening and
torquing of bolts up to 2.6 kgm.
3. Matching of indicator pin with TDC.
4. Putting up of cylinder head gasket as indicated at station E 3.
5. Attachment of cylinder head.
6. Oiling and fitment of crank pulley and torque.
7. Attachment of SOBP connector.

Station E-9
1. Locate cylinder head bolts after dipping in engine oil.
2. Tighten up cylinder head bolts up to a torque of 6.0 kgm. Then marking and rotation of
bolts 90°+ 90°.

3. Torquing of rocker arm nut 1.3-1.7 kgm.

4. Sub assembly of rocker and oiling, cleaning of cap valve.
5. Oiling of push rod and valve stem.
6. Engine mounting bracket torque.

Station E-10
1. Tappet clearance setting (inlet valve 0.30 mm, exhaust valve 0.35 mm).
2. Nozzles with ‘O’ ring washer.
3. Assembly of nozzle holder and torque.

Station E-11
1. Fitment of return pipe and clipping.
2. Assembling of fuel filter and torque.
3. Fitment of alternator bracket, alternator, strap and torquing.
4. Fitment of water pump pulley.
5. Cooling fan tightening torque 2.5 kgm.
6. Belt fitment and torque.

Station E-12
1. Assembly of 810 oil pipe and torquing.
2. Assembly of 560 fuel pipe and torquing.

3. Assembly of 880 fuel pipe and torquing.

4. Attachment of stud of manifold.

5. Movement of empty trolley.
6. Temporary attachment of HPP.

Station E-13
1. Placement of engine on trolley.
2. Assembly of stud, heater with gasket and torque up to 2.5 kgm
3. .

4. Attachment and oiling of of oil gauge pipe and dipstick.

5. Sub assembly of head cover with sealant.
6. Attachment of cylinder head cover and torque.
7. Attachment of mounting bracket and torquing.

Station E-14
1. Attachment of breather pipe and torquing.

2. SOBP filter clamp fitment and torquing.

3. All bolts torque marking.
4. Attachment of hose alternator oil pin.
5. Sub assembly of mounting pad, fitment and torquing.
6. Sub assembly of insulator cover band torquing.
7. Tightening and torquing of braided lose.

Station E-15

1. Attachment of turbo charger with gasket.

2. Attachment of turbo charger outlet pipe with clamp.

3. Tightening and torquing of all oil and diesel pipes.

Station E-16
 1. Attachment of exhaust joint and torquing.
2. Attachment of feed pump and feed pump pipes.
3. Attachment of diesel pipes (fuel filter- main diesel pipes).

Station E-17

1. Attachment of air pipe bend (turbo charger- air cleaner) with rubber hose and clamp.

SUB ASSEMBLY OF CYLINDER HEAD

1. Cylinder head cleaning.

2. Valve cleaning and paste application.
3. Valve assembly depth measurement note.

4. Seal fitment
5. Spring fitment and setting.
6. Cotter pins and locking.
7. Valve leakage check with soap solution.
SUB ASSEMBLY OF COVER TIMING

1. Rubber seat fitment.

2. Plate fitment and torque.

SUB ASSEMBLY OF OIL COOLER

1. Gasket fitment on oil cooler.

2. Attachment of cooler body with cooler and torquing.
3. Filter gasket with oil and torque 2.5 kgm.
4. Leak test confirm.
TRANSMISSION SHOP

The transmission system of a vehicle consist of a clutch, a gearbox giving three, four or even five
different ratios of torque output to torque input, a propeller shaft to transmit the torque output
from the gearbox to the rear axle, and a differential gear to distribute the final torque equally
between the driving wheels. The gearbox is of three types:-

1. Sliding mesh type

2. Constant mesh type
3. Synchromesh type

The transmission system used in SML ISUZU vehicles is five speed synchromesh gearbox. In a
synchromesh gearbox there are synchronizers provided in between the 1 st , 2nd, 3rd, 4th and 5th
gear. These synchronizers synchronize the speed of the gears on the main shaft and the lay shaft
so that they can engage and disengage smoothly.

TRANSMISSION ASSEMBLY

Station T-1

1. First put the transmission case on the assembling table and check it.
2. Fix dowels to the transmission case.
3. Fit drain plug, level plug and reverse idle gear lock.
4. Fit PTO (Power Take Off) cover.
5. Putting up of counter shaft inside the transmission case along with counter gear and lock.
6. Putting uo idle pin.
7. Put up idle reverse gear along with needle bearing and two spacer.
8. Insert the gear inside the transmission case along with pin and lock with the help of reverse
lock screw.
9. Lock the counter shaft.
10. Insert the spacer then put bearing and press with the help of tool.
11. Check the counter shaft for rotation.

Station T-2

1. Put the main shaft inside the transmission case.

2. Insert needle bearing along with synchronizer for 4 th gear in the main shaft.
3. Insert the gear main drive.

4. Put bearing on both the sides of the shaft.

5. Lock the clutch shaft.
6. Put up bearing races on both sides of the counter sh

7. Put up spacer and Speedo gear (driver) on either sides of main shaft.
8. Check all the gears on the main shaft for free rotation.

Station T-3

1. Load the transmission case on the trolley.

2. Fitting up of rear cover along with gasket Speedo gear (driven) and seal.
3. With the help of dial gauge measure the value of shim on the rear cover and put the shims.
4. Put the shifter fork for different gears on their hub and sleeve.
5. Put up springs inside the fork.
6. Put the balls inside the shift rod. Press the balls with the help of tool by one hand and insert
the rod by hammering from the other side.
7. Check the neutral position of the gearbox.

Station T-4

1. Measure the shim with the help of dial gauge.

2. After selecting the shim then put up bearing cover.

3. Attach magnet with two bolts of bearing cover.

4. Apply sealant and put up clutch housing gasket.
5. Put clutch housing along with six bolts and tigten up clutch housing up to a torque of 9.1-
11.7 kgm.
Station T-5

1. Apply sealant, put gasket and fix up front cover.

2. Rotate transmission case and pour 4 liters of transmission oil SAE 90

3. Attach top cover after applying sealant and gasket.

Station T-6

1. Attach mounting bracket.

2. Fitting of parking brake assembly.
3. Put brake drum over the parking brake assembly.
4. Tightening of brake drum bolts up to a torque of 28-33 kgm.
5. Adjust the park brake. For this first tighten up the brake shoes fully. After this start rotating
the brake adjustment screw in the reverse direction up tp six threads.
6. Now put the grommet.

Station T-7

1. Testing of transmission.
2. Rotate in neutral position in clockwise and anticlockwise direction.
3. Check 1st , 2nd, 3rd, 4th, 5th,and reverse gear in clockwise and anticlockwise direction.
4. Check shifting force.
5. Check selecting force.
6. Check for any abnormal noise.
7. Check for any leakage.
8. Put up clutch release bearing assembly.
9. Fit breather plug.
10. Fitting of breather cap.
11. Application of grease.

Beside of these seven stations of the main line of transmission there are two sub stations also.

These sub stations are as discussed below

SA-1 MAIN SHAFT SUB ASSEMBLY:-

1. Put main shaft on the assembling table.

Beside of these seven stations of the main line of transmission there are two sub stations also.

These sub stations are as discussed below

SA-1 MAIN SHAFT SUB ASSEMBLY:-

2. Put main shaft on the assembling table.

3. Insert needle bearing for first gear in the main shaft.
4. Put first gear in the shaft.
5. Now put synchronizer.
6. Inset hub and sleeve assembly for first and second gear.
7. Again insert synchronizer.
8. Now put steel ball in the main shaft with the help of grease.
9. Put needle bearing for second gear.
10. Put second gear.
11. Put gear sleeve.
12. Put snap ring.
13. Put needle bearing for third gear.
14. Put third gear.

15. Put synchronizer.

16. Put hub and sleeve assembly for third and fourth gear.
17. Insert snap ring.
18. Rotate the direction of the shaft.
19. Put needle gear for reverse gear.
20. Put reverse gear.
21. Put hub and sleeve assembly for fifth and reverse gear.
22. Put snap ring.
23. Put synchronizer.
24. Put fifth gear.

COUNTER SHAFT ASSEMBLY:-

1. Assembly of thrust washer diaphragm friction gear and bearing.

2. Snap ring in shaft and counter over top gear.

3. Check for any dent in the teeth.

SA-2 TOP COVERS ASSEMBLY:-

1. Take top cover.

2. Fix the baffle plate and guide plate and tighten then up to a torque of 1.9-2.6 kgm.
3. Fit “O” ring spring with reverse lock stopper.
4. Fit change lever and check lever.
5. Fit shift lever and check it.
6. Fitment of selection assembly.
7. Fitment of reverse and neutral switches and tightens them up to a torque of 2.5 to 3.8 kgm.
8. Apply sealant on plug and tighten them up.

AXLE SHOP

The axle shop is another prime area of a vehicle assembly line at SML ISUZU assembling
plant, it holds position of critical credence.

Differential is a mechanism by means of which outer wheels runs faster than the inner wheel
while taking a turn or moving over upheaval road.

HOT BED ENGINETESTING LAB

In this lab 100 % engines which are assembled in the engine assembly shop are tested. in the hot
bed testing lab engine is tested for 5-10 minutes. In this engine is tested for various parameters
which are as follows:

1. Filling of engine oil.

2. Checking for any leakage.
3. Checking for any abnormal noise.
4. Checking of oil pressure at idle RPM which should be 1.8 bar at 650-720 RPM and at 80°.
5. Checking for any vibrations.

PERFORMANCE ENGINE TESTING LAB

In this lab 10 % engines which are tested in the hot bed testing lab. In the performance testing lab
engine is tested for 4 hours. First of all lapping is done for 1.35 hours. In this engine is tested for
various parameters which are as follows:
 1.Power
2.Torque
3.Specific fuel consumption (SFC)
4.Smoke
5.Any abnormal noise.
6.Any leakage.

In performance testing 2 engines are tested at one time i.e. 4 engines are tested In one shift.

The performance testing is done on the two beds namely

1. Shanck Bed
2. SAJ Bed

These are made by the Indian manufacturers. These are fully electronic. In this various sensors
are assembled.
 Project 1

WATER OIL MIX

Problem Statement
To eliminate Man-hour loss due to Quality problems in Engine Assembly Shop.

Mission Statement
To eliminate Man-hour loss due to major Quality problems contributing 80% of the
problem (Based on May-July’10 data) by Dec’10

Parameters Critical to Quality:

1. Water Oil Mix

2. Oil Pressure Low

3. Water Leakage

4. Oil Leakage

5. Starting Problem

6. Abnormal Noise
7. Component Failure

8. Fitment Problem

9. Low Power

10. Diesel Leak

11. Fitment Fault

12. Engine Vibration

13. Hunting

14. White Smoke

15. Engine Jam

16. High Smoke

17. High SFC

18. RPM Less
 19. Puffing

20. Fan Wobbling

FRONT AXLE ASSEMBLY

1. Transport the axle beam on the assembling jig with the help of hoist.
2. Hold the front axle beam with one hand and set it to the attaching hole of the leaf spring.
3. Tighten damper holding bolts on both the sides of the axle beam. The torque of damper
holding bolts should be 5-6 kgm.
4. Place steering knuckle along with thrust bearing on the lower side.
5. Place shims between steering knuckle and front axle beam.
6. Insert king pin guide tool in the king pin hole from upward direction.
7. Insert king pin guide tool in the king pin hole from upward direction pushing down the king
pin guide tool.
8. Take cotter pin out of part box.
9. Insert cotter pin as the matching face of the pin is parallel to the notch portion of the king
pin.
10. Take a hammer and hit the head of cotter pin and fix king pin.
11. Take flange nut out of part box and tighten the nut to the thread of the cotter pin with hand.
12. Place the cap on the upper side of the steering knuckle and hold it partially with the help of
three bolts.
13. Inject SAE 90 oil in the king pin hole. Inject the oil until completely fill up.
14. Hang the spring balance to the spindle portion of steering knuckle assembly.
15. The turning torque for pulling the spring balance should be 6 kgm.
16. Now place the cap on the lower side of steering knuckle and tighten it with the help of two
bolts up to torque of 1.3-2 kgm.
17. Take knuckle arm and fix crescent key to it with the help of hammer. Now insert knuckle
arm in its hole and tighten it with the help of castle nut.
18. Insert split pin to the hole as the longer side of the split pin being outside. Hit the head of
split pin lightly with hammer, and then bend the fleet of split pin with the notch portion of
the hammer.
19. Take tie rod and fix one of its end to knuckle arm. Adjust its nut so that the remainder of
thread on both sides should be same.
20. Check right and left hand side of tie rod assembly and insert the ball joint to knuckle arm.
Insert castle nut to ball joint inserted to knuckle arm.
21. Insert split pin to ball joint hole fit to ditch of castle nut. Hit the head of split pin lightly with
hammer and bend the fleet of split pin.
22. Repeat the above procedure on the other side of axle beam.
23. Place brake assembly on both sides of the axle beam and tighten with the help of bolts up to
torque of 12-14 kgm.
24. Grease hub on the on the steering knuckle side. Insert the hub completely with the help of
hub assembling tool.
25. Tighten up the lock nut. Check the preload of its value should be between 3.5-5.5 kgm.
Adjust the nut such that the hub rotates freely now insert the lock pin.
26. With the help of width gauge inspect whether the lo9ck nut get seated at its place or not. For
this the value should be 42.3 mm maximum.
27. Now put the hub cover on the both sides of the axle beam. Tighten up the hub cover with the
help of cross head type screws.
28. Fill the bearing cap with grease and fix them at the center of the hub to prevent it from dust.
Hit the cap lightly with hammer so that it gets fix properly.
29. Adjust the brake of the brake drum with the help of brake adjustment and turning tool.
Before adjusting the brakes remove the hole plug. After adjusting the brakes insert the plug
again to its place.
30. Tighten up the tie rod nut up to a torque of 9.0-12.0 kgm.\
31. Lift the axle and put it on the trolley.

ASSEMBLY OF DIFFRENTIAL GEAR:-

1. Place the cage differential gear on the assembling table.
2. Putting up of sun gear with thrust washer inside the cage.
3. Insert four planet gear on the cross inside the cage over the sun gear.
4. Again put a sun gear with thrust washer over the cross assembly.
5. Place the upper cover of the cage and tighten it with the help of bolts up to torque of 6.5
kgm.
6. Ensure free rotation of gears.
7. Check for any abnormal noise.
8. Press bearings on the both the sides of this assembly.
9. Put the above assembly on the assembling jig. Now put crown wheel on this assembly.
10. Tighten up the crown wheel with the help of bolts up to a torque of 28 kgm.

PINION GEAR ASSEMBLY

1. Take the differential carrier and set MD measurement machine with master tool. Set the dial
reading with master reading consist of measurement tool, spacer, shim adjustment tool,
measurement block and housing bearing.
2. Check MD reading of differential carrier with combination of bearing.
3. Pick up pinion, spacer and pilot bearing.
4. Attach the pinion gear to the pilot bearing inserting a spacer in between the two and press all
of them with the help of hydraulic press.
5. Now put pinion, spacer and pilot bearing assembly on the jig.
6. Put the bearing that is used in the MD machine previously on the above assembly.
7. Now press it with the help of hydraulic press of assembly jig after putting a tool.
8. Now put distance piece, bearing housing along with a small bearing placed on it.
9. Put a seal cover over it.
10. Again pres the whole assembly with the help of hydraulic press with the help of tools.-
11. Now put the flange with the dust cover.
12. Press it with the help of hydraulic press of jig.
13. Now put a washer and a nut and screw it up to 2-3 nuts.
14. Check the motion of the pinion gear.

DIFRRENTIAL CARRIER ASSEMBLY

1. According to the reading written on the differential carrier, puts shims of combination of
0.10 mm and 0.15 mm values on differential carrier.
2. Now locate pinion gear assembly on the differential carrier such that the shims are in
between the pinion gear assembly and the differential gear.
3. Tighten up the pinion gear assembly with the help of bolts up to torque 25-40 kgm.
Preloading of pinion nut with multiplier and torque wrench should be done up to a value of 18-
20 kgm.
4. Now insert the differential carrier.
5. Lift the differential gear assembly with the help of hydraulic lift and put it in the
differential carrier.
6. Put cone bearing on both sides of differential gear assembly.
7. Now put adjustment screws on both sides of differential gear assembly
8. Turn the adjustment screw with the help of tool.
 9. Placing the puppy dial gauge near the crown wheel teeth and turn the pinion gear with the
help of hand so that the crown wheel teeth just touches the puppy dial tip.
10. Bring the dial gauge pointer to zero position.
11. Now see the backlash between the crown wheel and the pinion gear. It should be between
0.22 to 0.27.
12. If it is not between these values then adjust adjustment screws and repeat points 10 and 11
and check backlash.
13. After adjusting the backlash then apply white paint on the crown wheel teeth and the pinion
gear teeth.
14. Screw up the clips on the adjustment screws.
15. Check preload of final assembly. Its value should be 23-25 kgm.
16. Lift the carrier.

REAR AXLE ASSEMBLY

1. Place the rear axle beam on the assembling jig and punch serial number over it.
2. Put up brake assemblies on both sides of the axle beam. tighten up the bolts of the brake
assemblies up to a torque of 10-12 kgm.
3. Put up wheel hub over the brake assemblies. Lock the wheel hub with wheel hub lock plate
and tighten up the lock plate with two bolts up to a torque of 2 kgm. Now put brake drum
over the hub.
4. Pour 3.5 liters of differential oil SAE 140 in the axle beam.
5. Insert differential assembly in the center of the axle beam along with the application of
sealant and tighten it up with the help of bolts up to a torque of 4 kgm.
6. Insert axle shafts from the both sides. Ensure that it is properly engaged with the SUN gear.
7. Tighten up the axle shafts with the help of bolts up to a torque of 10 kgm.
8. Adjust the brake of the brake assembly.

Lift the axle beam from the assembly jig with the help of hydraulic hoist

HOT BED ENGINETESTING LAB

In this lab 100 % engines which are assembled in the engine assembly shop are tested. in the hot
bed testing lab engine is tested for 5-10 minutes. In this engine is tested for various parameters
which are as follows:

1. Filling of engine oil.

2. Checking for any leakage.
3. Checking for any abnormal noise.
4. Checking of oil pressure at idle RPM which should be 1.8 bar at 650-720 RPM and at 80°.
5. Checking for any vibrations.
 PERFORMANCE ENGINE TESTING LAB

In this lab 10 % engines which are tested in the hot bed testing lab. In the performance testing lab
engine is tested for 4 hours. First of all lapping is done for 1.35 hours. In this engine is tested for
various parameters which are as follows:

1.Power
2.Torque
3.Specific fuel consumption (SFC)
4.Smoke
5.Any abnormal noise.
6.Any leakage.

In performance testing 2 engines are tested at one time i.e. 4 engines are tested In one shift.

The performance testing is done on the two beds namely

1.Shanck Bed
2.SAJ Bed
These are made by the Indian manufacturers. These are fully electronic. In this various sensors
are assembled.
Project 1

WATER OIL MIX

Problem Statement
To eliminate Man-hour loss due to Quality problems in Engine Assembly Shop.

Mission Statement
To eliminate Man-hour loss due to major Quality problems contributing 80% of the
problem (Based on May-July’10 data) by Dec’10

Parameters Critical to Quality:

1. Water Oil Mix

2. Oil Pressure Low

3. Water Leakage

4. Oil Leakage

5. Starting Problem

6. Abnormal Noise
7. Component Failure

8. Fitment Problem

9. Low Power

10. Diesel Leak

11. Fitment Fault

12. Engine Vibration

13. Hunting

14. White Smoke

15. Engine Jam

16. High Smoke

17. High SFC

18. RPM Less
 19. Puffing

20. Fan Wobbling

POSSIBLE CAUSES FOR WATER OIL MIX:

All possible causes of categorized defects which have come out from brain storming session and
based on wisdom of the team are:-
 Core shifting in Casting
 In adequate Core Holding
 Core Mismatch
 Guide Pins worn out
 Metal flow not OK
 Moisture contents
 Internal leakages in Cylinder block
 Internal leakages in Cylinder head
 Variation in core fixing
 Pouring Temp control
 Inadequate Vents
 Water mix in Engine oil before testing
 Low pressure at Pressure Testing
 Defective pump at Pressure Testing
 Low Pressure setting at Pressure Testing
 Poor visibility at Pressure Testing
 Drill deflection in Cylinder Block Machining
 Improper sealing during Cylinder block Pressure Testing
 Inspection gallery not opening skipped by mistake
 Inspection gallery not opened by untrained operator
 Ref. machining shifted in Cyl. Block machining
 Cylinder block m/cing shifted as comp not rested properly
 Cylinder block m/cing shifted as Locking Pin not locked
 Body Assy gasket missing during Engine Assy
 Cyl. head bolts loose during Engine Assy
 Leakages not deductable at Pressure Testing
 Production pressure at Pressure Testing
 Pressure testing open skipped by operator
 Pressure testing operator lethargic
 Inspection valve not opened at Pressure Testing
 SOP not displayed at Pressure Testing
 Cylinder head pressure testing at low pressure

Probable Causes – Water oil mix

 Ref. Machining shifted in Cyl. Block machining

 Internal leakages in Cyl Block
 Water mix in Engine oil before Testing
 Internal leakages in Cylinder head
 Body Assy Gasket missing during Engine Assy
 Cylinder head bolts under torqued

TESTING OF HYPOTHESIS – WATER OIL MIX

 METHOD
SR.
PROBABLE OF TESTING & OBSERVATIONS. CONCLUSI
NO.
CAUSES TESTING ON

Ref.
Coordinate 05 no’s of leak blocks checked for ref
Machining machining. Ref dowel generation dim
1 measuring Invalid
shifted in 23.6 found against reqd. 23.65 as
machine
Cyl Block casting reference
machining

300 no’s of Cylinder blocks checked

on Pressure Test rig at supplier end &
Internal
duly marked. Water Oil mix
2 leakages in Valid
Pressure observed in 02 Engines with above
Cyl Block
Test rig marked blocks. Analysis revealed
that leakage in Cyl. Blocks.

Water mix 05 no’s of rejected Engines re tested

in Engine oil with fresh Engine Oil in Engine
3 Engine In Valid
before Testing. Water mix again observed in
Testing
Testing all these Engines

100 no’s of Cylinder heads checked on

Pressure Test rig at Supplier End. Air
Internal Pressure seepage observed from resting face in Valid
leakages in Test Rig 08 cylinder heads. All these heads
4
Cylinder were OK as per operator. These Cyl.
head Heads brought to SML for Engine
assembly. Water oil mix observed in
one of the 08 Engines

Body Assy
05 no’s of Water mix Engines analysed
Gasket Engine Invalid
5 & it is observed that Body Assy gasket
missing Assy was properly pasted in all these
during
Engines
Engine Assy
Cylinder 50 no’s of Engines audited for
6 head bolts Torquing of Cylinder head mtg bolts.
Torque Invalid
under All bolts found Torque above 12.0 Kg-
torqued meter m

Possible Root Causes – Water oil mix

 (Possible causes where hypothesis proved valid)

 Internal leakages in Cylinder Block

 Internal leakages in Cylinder Head

Root Causes – Water oil mix

a. Internal leakages in Cylinder Block:

Water from small water galleries or oil from oil galleries leak in to Cyl. Block & get mixed with
Engine oil. These leakages are not deductable at supplier end because Pressure testing of
Cylinder Block is ineffective & not clearly visible. Pressure testing is done at low pressure of 3.5
kg/cm2, whereas Engine oil pressure is 4.5 Kg/cm2.
b. Internal leakages in Cylinder head:

Water from Water jackets of Cyl. Head mix with Engine oil in push rod holes during Engine
Testing. These leakages are not deductable at supplier end because Pressure testing of Cylinder
head at supplier end is ineffective.

Why-why analysis to establish root causes – Water Oil Mix

ROOT
S. No Why? WHY? WHY? WHY?
CAUSE

Operator skip to open

discharge valve while Manual system
testing water gallery

Less visibility Poor Lux level

Skip testing No traceability

Internal
Water galleries Not detectable at
leakages in Pump defective/
1 open in to Pressure Testing
Cylinder Leakages in rig
Cylinder Block stage Less Pump Pressure
Block
Pressure not defined

Operator skip/reduce
Manual control
testing time

Untrained workmen No SOP’s

 Less sealing of Cyl.
head bottom face
during Testing

Sealing gasket
Internal Water jacket Not detected in damaged
Pressure Testing not
2 leakages in open in to push Pressure Testing
full proof
Cylinder head rod oil passage stage No Preventive
maintenance
schedule

No traceability of
workmen doing opn

Process for identification and prioritization of possible solutions

S.
Root cause Observations Possible solutions - Prioritized
No

1st 2nd 3rd 4th

Operator skip to
Internal
open the discharge Check
Leakages Poke Yoke Quality
1 valve while SOP on
in Cyl. implementation alarm
checking water operator
Block
gallery

Operator skip to
open the discharge Check
Poke Yoke Quality
valve while SOP on
implementation alarm
checking water operator
gallery
Internal
Leakages Increase pump Procure New
1 Less Pump Pressure
in Cyl. pressure m/c
Block
Inadequate lighting Increase Lux value

Deploy
Untrained operator, Make SOP’s & train
regular skilled
No SOP’s operators
operators
 Operator skip / Wall clock for
Introduced timer
reduce testing time operator

Less sealing of Cyl.

Improve sealing by Replace Testing
head bottom face
changing mounting m/c
during Testing

Sealing gasket
Internal damaged Replace gasket
2
leakages in
Cyl. head Bad condition of Test Rework Test rig & Give Annual
rig, No Preventive make preventive Maintenance of
maintenance maintenance schedule Test rig

Computerized
No Traceability Traceability Register
record

Pressure setting
Repair
gauge at supplier
Wrong New Pressure gauge Pressure
end not working
setting of gauge
3 properly
Pressure
relief valve Seepage in Testing
New standardized New local
- Non standard
gaskets from SML gaskets
gaskets at supplier

No Traceability of Write Pump

Oil leakage pressure setting at Punch pump number number with
from oil supplier end marker
4
pump back Lub oil Pump test
plate Repair Test
rig for auditing at Procure new Test rig
rig
SML not working

List of Root causes & actions taken – Water oil mix

S. No Root causes Observations Action Taken

Operator skip to
open the discharge Poke - Yoke applied by
valve while installing Auto control valve
checking water during Pressure Testing
gallery

New Pump installed for

Less Pump Pressure Pressure increase from 3.0 to
4.5 Kg/cm2
Internal Lux value in Pressure testing
leakages in Inadequate lighting
1 area increased from 200 to
Cylinder in Testing area
600 lux
Block
Untrained operator, SOP made & displayed for
No SOP’s displayed Pressure Testing

Poke - Yoke applied by

Operator reduce
installing Timer in Pressure
testing time
Test rig.

Traceability introduced by
Operator skip testing recording pc number and
operator and name

Pressure Testing fixture

Less sealing of Cyl.
improved by changing Cyl.
head bottom face
head mounting from 6 studs to
during Testing
10 studs

Sealing gasket Sealing gasket of Cylinder

2 Internal damaged head Pressure Testing changed
leakages in
Cylinder head Bad condition of Test Preventive maintenance
rig, No Preventive schedule for leakage testing
maintenance schedule implemented.

Traceability introduced by
Operator skip testing recording pc number and
operator name
BENEFITS
Tangible
Man-hour loss of major contributors eliminated from average of 308 hours per month to zero
.
Total annual recurring savings for this gain = Rs 12, 53,349

Running expenses/investment

No increase in running expenses. One time Investment made for improvement is Rs

15000 approx.

Intangible

(i) Improved focus on solving internal problems

(ii) Better understanding & implementation of problem solving techniques

(iii) Strengthening of Team work culture

(iv) Improved daily work management

(v) Change in mindset of Shop Managers

(vi) Decisions based on facts (Data based)

(vii) Improved supplier- customer relationship

Project 2

LOW OIL PRESSURE

Problem Statement
To eliminate Man-hour loss due to Quality problems in Engine Assembly Shop.

Mission Statement
To eliminate Man-hour loss due to major Quality problems contributing 80% of the
problem

POSSIBLE CAUSES FOR LOW OIL PRESSURE:

All possible causes of categorized defects which have come out from brain storming
session and based on wisdom of the team are:
 Crank Bore oversize
 Cam Bore oversize
 Non – Genuine sealant used
 Expired sealant used
 Spring constant less
 Spring length u/s
 Wrong setting of pressure relief valve
 Gear Shafts O.D u/s
 Blow hole in oil pump body
 Shaft Bush OD & Thickness less
 Oil pump body gallery block
 Oil leakage from oil pump back plate
 Low discharge of oil pump
 Plunger Dia u/s
 Variation in Dim. 14.0 +0.04/0.07
 Variation in PVC plug depth 49.2 +0.02
 Flatness of inlet & outlet pipe mtg face excess
 Ovality in Bush bore dia 18mm
 Flatness of bottom mtg face excess
 Dents on mtg faces
 Locating pins & pads in fixtures damaged
 Non availability of stage wise measuring instruments
 SOP for critical points not available
 Instruments calibration not done
 Poor ergonomics
 Oil Pressure gage working
 Oil Temp gage working
 SOP not adhered
 Material of gasket not OK
 Operator lethargy
 Unclean work area
  OJT not imparted
 Pressure setting gauge not working

Probable Causes – Low oil pressure

 Crank Bore Oversize in Cyl. Block

 Cam Bore Oversize in Cyl. Block
 Wrong setting of Pressure relief valve
 Low discharge of oil pump
 Blow holes in oil Pump body
 Oil Leakage from Oil pump back plate
 Plunger Dia undersize

TESTING OF HYPOTHESIS – LOW OIL PRESSURE

METHOD
SR.
PROBABLE OF TESTING & OBSERVATIONS.
NO. CONCLUSION
CAUSES TESTING

05 no’s of Cyl blocks of rejected

1 Crank Bore Engines checked for Crank Bores
Oversize in Bore diameter 80.0 +0.066/ 0.092. Crank Invalid
Cyl. Block Gauge Bore Dia observed between 80.071
to 80.089

05 no’s of Cylinder Blocks of

rejected Engines checked for Cam
Cam Bore Bore shaft dia 51.25 to 52.0 + 0.030 (1st
2 Oversize in Gauge Invalid
to 5th bore). All Cyl. Blocks observed
Cyl. Block
between +0.005 to 0.025 from basic
Size.

05 no’s of oil Pumps of rejected

Wrong Engines checked on Pump Testing
setting of Pump
3 rig at supplier end. All these pumps Valid
Pressure Testing found set at Low Pressure of 5.5
relief valve Test Rig Kg/cm2 against required 6.5 ± 0.3
Kg/cm2 @ 1000 RPM. 100 no’s of
 pumps audited at supplier end, High
variation observed from 5.0 – 6.5
Kg/cm2 during Pump pressure
testing.

Pump 100 no’s of Oil pumps checked on

Low
Testing Pump Testing rig for discharge &
4 discharge Invalid
Test rig found OK (11 lpm at 3.5 Kg/cm2
of oil pump
@ 1000 RPM)

05 no’s of Lub oil Pumps of rejected

Engines checked on Pressure
Blow holes Pump Test
5 in oil Pump Testing rig for any Blow holes/ Invalid
rig Porosity. No casting defect observed
body
in any pump body.

05 no’s of Lub oil pumps of rejected

Engines checked for leakage at
Oil Leakage Pump supplier end, out of which 03 no’s
from Oil Testing found leak from back plate. Flatness
6 Test Rig Valid
pump back of 100 no’s of back plates checked
plate on m/c at supplier end & observed
0.2mm against required 0.05 max in
08 no’s of plates.

Outside Outside diameter of Plunger of 10

Plunger Dia
7 Micrometer no’s of rejected Engines checked &
undersize Invalid
observed OK

Possible Root Causes – Low Oil Pressure

(Possible causes where hypothesis proved valid)

 Wrong setting of Pressure relief valve

 Oil leakage from oil pump back plate

Root Causes – Low Oil Pressure

a. Wrong setting of pressure relief valve:
Low oil pressure setting of Pump relief valve resulting in to low pressure of Engine during
Engine Testing.

b. Oil leakage from Oil pump back plate:

Oil leakage observed from oil pump back plate resulting oil pressure drop of Engine during
Engine Testing.

Why- why analysis to establish root causes - Low oil Pressure

ROOT
S. NO Why? WHY? WHY? WHY?
CAUSE

Gauge not No calibration

calibrated system

Pressure setting
Wrong setting Inadequate gauge
Low setting from gauge of Test rig No Standardization
1 of Pressure least count
supplier end giving error
relief valve
(Zero scale shifted)
Pump sealing not
Seepages during
proper during
Pressure setting
pressure setting

Oil Leakage
Less sealing Susceptible gap
from Lub oil Machining process Turning done to
2 between pump between pump face
pump back not capable maintain flatness
face & back plate & back plate
plate
LIST OF ROOT CAUSES & ACTIONS TAKEN – LOW OIL PRESSURE

S. No Root causes Observations Action Taken

Pressure setting gauge at

supplier end not working
properly New Pressure gauge introduced of
least count 0.5 Kg/cm2
Pressure setting gauge least
count less

Seepage in Testing due to

1 Wrong setting
Non standard gaskets used
of Pressure
at supplier end
relief valve
No Traceability of
pressure setting at supplier
end
New standardized gaskets provided
by SML
Pump number punching
introduced & traceability
introduced at supplier end

Lub oil Pump test rig for New test rig procured at SML for
auditing at SML not regular auditing. Audit schedule
working made.

Opn changed to grinding machine

Oil Leakage from CNC Turning
Flatness of back plate
from Oil
2 excess to 0.2mm against
pump back
required 0.05mm max Surface finish changed in drawing
plate
from 12.5 Rz to less than 0.8µRa

Project 3

Auditing of engine

In this project we check the various attributes of the engine during the assembly of the engine, to
ensure that the assembly is done according to the standard procedure or not.
During the auditing of the engine assembly we check the 57 attributes. The main points which
are audited are as follows:

1. Torquing of various nuts and bolts used in the assembly of the engine.
2. Free movement of crank shaft.
3. End play of crank shaft.
4. End play in connecting rod.
5. Topping of liner
6. Gasket selection
7. Tappet clearance setting.
8. Filling of engine oil.
9. Oil pressure at idle RPM 650-720.
10. Any vibrations.

Instruments used for auditing.-

1. Torque meter
2. Dial gauge
3. Feeler gauge
4. Puppy dial
5. Pressure gauge.

Achievements of auditing:-

1. Before auditing at some stages torque wrench are not used. Then we inform the supervisor
in charge who took the corrective action.
2. Before auditing the end play of the crank shaft and the connecting rod is done manually no
puppy dial was used. Then we provide them.
3. Before auditing feeler gauge is not used at the tappet adjustment station. Then we inform the
supervisor in charge who took the corrective action.

Some audit reports are attached here for reference.

Project 4

Auditing of transmission

In this project we check the various attributes of the transmission during the assembly of the
transmission, to ensure that the assembly is done according to the standard procedure or not.

During the auditing of the engine assembly we check the 16 attributes. The main points which
are audited are as follows:

1. Gear End play

2. Torquing of various nuts and bolts used in the assembly of the transmission
3. Gear shift force.
4. Any vibrations.

Instruments used for auditing.-

1. Feeler gauge
2. Torque meter
3. Spring balance.

Achievements of auditing:-

1. Before auditing at some stages torque wrench are not used. Then we inform the supervisor
in charge who took the corrective action.
2. Before auditing the gear end play of the main shaft is done manually no feeler gauge was
used. Then we provide them.
3. Before auditing spring balance is not used at the gear shift force testing station. Then we
inform the supervisor in charge who took the corrective action.

Some audit reports are attached here for reference.

Project 5

Auditing of Axle

In this project we check the various attributes of the axle during the assembly of the axle, to
ensure that the assembly is done according to the standard procedure or not.

During the auditing of the engine assembly we check the 37 attributes. The main points which
are audited are as follows:

1. Torquing of various nuts and bolts used in the assembly of the axle.
2. Gear backlash
3. Contact pattern
4. Steering knuckle preload.
5. Front hub preload.
6. Rear hub preload.

Instruments used for auditing.-

1. Torque meter
2. Puppy dial
3. Snap gauge
4. Spring balance
5. Feller gauge.
Achievements of auditing:-

1.Before auditing at some stages torque wrench are not used. Then we inform the supervisor in
charge who took the corrective action.
2 Before auditing shim adjustment tool and feeler gauge is not used. Then we provide them.
3. Before auditing spring balance is not used at the preload testing station. Then we inform the
supervisor in charge who took the corrective action.

Some audit reports are attached here for reference