LEC - 5 - ME - 4203 (Actual L-6)

AHSANULLAH UNIVERSITY OF SCIENCE
AND TECHNOLOGY (AUST)
ME-4203: AUTOMOBILE ENGINEERING

BY
Dr. Abu Hamja
(LEC‐3)
ME-4203 (Automobile Engineering)
Engine Construction (Chapter ‐13):
 Piston Engine Construction (13‐1):
o SI and CI engines are similar in construction. The basic parts of engine
construction are:
 Cylinder blocks
 Cylinder heads
 Crankshafts
 Bearings
 Piston,
 Connecting rod
 Valve train
o CI (Diesel) engines are more heavier and stronger than SI engine due
to higher internal pressure in the combustion chamber.
 Cylinder Block (13‐2):
o Cylinder block is the foundation of the engine. All other parts of the
engine are assembled or attached to the cylinder block.
o Cylinder blocks are made of cast iron with nickel and chromium alloy
and some blocks are made of aluminum alloy.
2
o Cylinder blocks include large hole for cylinder bores and water jackets
and coolant passages. Water jackets are the spaces between cylinder
bores and the outer shell of the block.
3
Fig. 13‐2:
 Internal parts of a cylinder block for an inline four cylinder engine.
 Honda Motor Company, Inc
4
 The core clean‐out holes are used to facilitate removal of sand‐core for
water jacket during casting of cylinder blocks. The holes are sealed with
plugs during manufacturing which are called core plugs, freeze plugs or
expansion plugs. If coolant in the block starts to freeze, coolant expands
and pushes the plugs out. This provide some protection against crack of
block.
5
 Machining of Cylinder Block (13‐3):
 Holes are drilled for attaching various parts
 Cylinders are machined and finished.
 Camshaft‐bearing holes are bored.
 Surfaces to which parts are attach are machined and finished.
 Oil passages are drilled.
 Valve‐lifter bores are machined (for pushrod engines).
 Coolant passages are cleaned out.
 Parts Attached to and Installed in Block (13‐4):
 Following steps are followed to installed parts in the cylinder block:
 Crankshaft & main bearing are attached to the bottom of block.
 Piston, rings, piston pin are attached at small end of the
connecting rod.
 Big end of the connecting rod and rod bearing are attached to the
crankpin of the crankshaft by rod nuts.
 After installing all other parts, cylinder head, valves and camshaft
are assembled.
6
 Parts Attached to and Installed in Block (continue):
 After adjustment of bearing and installation of head oil pump and
oil pan is attached.
Fig. 13‐4:
 Piston, Piston ring and connecting rod assembly.
 Honda Motor Company, Inc
7
 Oil Pan (13‐5):
 Oil pan is made of plastic or metal. It enclose the crankshaft and
bottom of cylinder block.
 Gasket is installed between the oil pan and block to seal the joint
and prevent oil leaks.
 It hold about 3 to 8 L of oil depending on size of the engine.
 Oil pump is normally installed in the oil pan to circulate oil from
the pan to the all moving parts.
 Some engine has acoustical oil pan. A damping material or
stamped‐steel inserts attach to the flat surfaces inside the pan,
which prevents vibration and noise from reaching to the
passengers.
(Fig. 13‐2)
8
 Oil Pan (13‐5): Continue
Fig. 13‐6:
 Acoustic oil pan.
 Plastic and stamped steel
insert absorb engine noise
and vibration.
 Chrysler Corporation.
9
 Aluminum Cylinder Block (13‐6):
 Most cylinder blocks are made of aluminum.
 Aluminum is also too soft to use as cylinder‐wall material.
 So a cast‐iron or aluminum alloy containing silicon particles is used as
cylinder liners to prevent wear of the cylinder wall.
 Cylinder liners are either cast into the block or installed later.
 The wet and dry liners are installed later.
 Dry liners are pressed in along full length of the cylinder bore.
 Wet liners touch the cylinder block only at the top and bottom. The rest of
the liners touches only the coolant.
 Both dry and wet liners can be replaced if they become worn or damaged.
 Aluminum is used to make most engine cylinder block. Because of
its light weight, good thermal conductivity; and it also improve fuel
efficiency.
10
 Aluminum Cylinder Block (13‐6): Continue
Fig. 13‐7:
 Wet cylinder liners uses in
Diesel engine.
 Peugeot Motors of America,
Inc.
11
 Aluminum Cylinder Block without liners (13‐7):
 Some manufacture such as Mercedes‐Benz, Porsche use aluminum cylinder
block without liners.
 Those manufacturer use silicon with aluminum to make cylinder block.
Silicon is very hard material. After casting the block, cylinders are honed.
 After honing, cylinders are treated with a chemical that eats away (or
etches) the aluminum surface and leaves only silicon in the cylinder wall.
 Piston and ring slide on the silicon particles with minimum wear.
Fig. 13‐8:
 Enlarged view of an aluminum
cylinder wall.
 Al is etched away, exposing only
silicon (hard particles) in the wall.
12
 Cylinder Head (13‐8):
 Cylinder heads are cast from cast iron or aluminum alloy. After casting,
cylinder head is machined to installed various parts.
 Cylinder head forms the top of the combustion chamber and piston &
piston ring forms the bottom of the combustion chamber.
 There are some differences in shape and construction of cylinder head for
OHV (Over Head Valve) engine and OHC (Over Head Camshaft ) engine.
 The shape of upper combustion chamber has specific effect.
Fig. 13‐10: Shapes of combustion chamber.
13
 Cylinder Head (13‐8): Continue
Fig. 13‐5:
 Cylinder head for
an OHC four
cylinder engine.
 Mazda Motors of
America, Inc.
14
Fig. 13‐9:
 Cylinder head for an
OHV four cylinder
engine.
15
 Wedge shape increases the turbulence of the burning mixture but it has high
exhaust emission.
 Hemispheric provides relatively slow burning .
 Cup or bowl‐in‐piston improves turbulence in diesel, turbocharged and high
performance engines. Cylinder head is flat.
 The height and shape of the crescent or pent‐roof is easily varied to change
the compression ratio and turbulence.
 Greater turbulence causes the air‐fuel mixture to burn faster.
16
Acoustic Cylinder head or valve covers:
 Valve covers or cylinder‐head covers are stamped from three‐layer sheets.
 Two outer layers is made of metal and middle layer is plastic.
 Noise from the engine causes the inside metal layer to vibrate and middle
plastic layers prevents noise and vibration from reaching the passengers
chamber.
Fig. 13‐11:
 Acoustic Valve Cover.
17
 Cylinder‐Head Casket (13‐9):
 Cylinder head gasket seals the joint between the cylinder head and the
cylinder block.
 Head‐gasket installation becomes extremely important in sealing between an
aluminum head and a cast‐iron block.
 Gasket ensured leak‐proof combustion chamber.
 Swirl‐Type Combustion Chamber (13‐10):
 Improve turbulence some engine uses a high‐swirl intake port and masked
intake‐valve seat.
 This arrangement causes the incoming air‐fuel mixture to move rapidly in a
circular pattern (Fig. 13‐12).
 Some engine uses a small jet valve or auxiliary intake valve which admits a jet
or stream of air into the combustion chamber. This creates additional
turbulence and reduces exhaust emissions (Fig. 13‐13).
18
 Swirl‐Type Combustion Chamber (13‐10): Continue
Fig. 13‐12:
 High‐swirl intake port.
 Mazda Motors of America, Inc.
Fig. 13‐13:
 Swirl action with auxiliary intake
valve or jet valve.
19
 Pre‐combustion Combustion Chamber (13‐11):
 Some engine use a pre‐combustion chamber which is a separate small
combustion chamber where combustion begins.
 Primary intake valve opens into the main combustion chamber and auxiliary
intake valve opens the pre‐combustion chamber. Both valve open at the same
time.
 Auxiliary valve admits rich mixture and primary valve admits a lean mixture.
 Spark plug installed in the pre‐combustion chamber which ignites the rich
mixture. It streams out and mixes with the lean mixture which causes high
turbulence and good combustion.
 Stratified‐charge engine:
 SI engine with pre‐combustion chamber is known as stratified‐charge
engine.
 Ignition begins in a layer or pocket of rich mixture which is surrounded
by leaner mixture (example only air in diesel engine).
 Leaner average air‐fuel ratio provides greater fuel economy and less
exhaust emissions.
 Diesel engine is an example of stratified‐charge engine.
20
 Pre‐combustion Combustion Chamber (13‐11): Continue
Fig. 13‐14:
 Stratified‐charge spark‐ignition
engine.
 Honda Motor Company, Inc.
21
 Exhaust Manifold and Exhaust System (13‐12):
 Exhaust manifold is a set of tubes which carries exhaust gas from the cylinder
head to the exhaust system.
 It is installed in between exhaust port of the cylinder head and exhaust pipe.
 In‐line engine required one exhaust manifold but V‐type and opposed‐
cylinder engine required two exhaust manifolds.
 In V‐type engine two exhaust manifolds are connected through a crossover
pipe.
 Exhaust gases are flow from the exhaust manifold to the muffler through a
catalytic converter.
 Muffler and resonator reduce the exhaust noise.
 Catalytic converter converts most of the pollutants in the exhaust gas to a
harmless gases.
Fig. 13‐15:
 Lower part of Fig. 13‐15
22
 Exhaust Manifold and Exhaust System (13‐12): Continue
Fig. 13‐16:
 Single exhaust system for V‐type engine with catalytic converter.
 Oldsmobile Division of General Motors corporation.
23
 Exhaust Manifold and Exhaust System (13‐12): Continue
Fig. 13‐17: Exhaust manifold for an inline six‐cylinder engines that uses a heat control valve.
24
 Intake Manifold (13‐13):
 A set of tubes which carry air or air‐fuel mixture from the throttle valves to
the intake ports in the cylinder head.
 In inline engines, the intake manifold attaches to the opposite side of the
cylinder head (Fig. 13‐9).
 Some engines have intake and exhaust manifold on the same side of the
engine (Fig. 13‐15).
 In V‐type engines, the intake manifold is between the two banks of cylinders
(Fig 12‐11).
 Some carbureted in‐line engines have a heat‐control valve in the exhaust
manifold which provides heat to the air‐fuel mixture in the intake manifold
while the engine is cold. This improves fuel vaporization for better cold‐engine
performance.
 Some V‐type engines have an exhaust‐gas passage that runs across the intake
manifold under the carburetor mounting pad. When engine is cold, heat
control valve forces exhaust gas to flow from the cylinder bank to the
passage. This heats the air‐fuel mixture entering the intake manifold (more in
section 21‐22).
25
 Intake Manifold (13‐13): Continue
Fig. 13‐9:
 Exhaust and intake manifolds are
opposite side of engine cylinder head.
converter.
26
Fig. 13‐15:
 Exhaust and intake manifolds are attached
on the same side of cylinder head.
 OHV Six cylinder engine.
27
Fig. 12‐11 (Alternative):
 Intake manifolds in between two cylinder block.
 Exhaust manifolds on opposite side of cylinder head.
28
Fig. 13‐17:
 6 cylinders engine.
 Exhaust manifolds uses a heat‐control valve.
29
 Crankshaft (13‐14):
 Crankshaft is made of one piece casting or forging of heat‐treated alloy steel
(Fig. 13‐2 & 13‐18).
 Counter‐weights placed opposite the cranks pins balance the crankshaft (Fig.
13‐19).
 Crankshaft of some V‐6 engines have spread out or splayed crankpins. A
splayed crankpin is split into two parts (Fig. 13‐19, top). Each connecting rod
has its own crankpin. This reduces out‐of‐balance conditions.
Fig. 13‐19, Bottom: Crankshaft. Fig. 13‐2: Crankshaft.
30
 Crankshaft (13‐14): Continue
Fig. 13‐18:
 Oil holes drilled through Crankshaft to carry oil from the main bearing
to the connecting‐rod bearings.
 Toyota Motor Sales, USA, Inc.
31
Fig. 13‐19:
 Splayed Crankpins.
 Buick Division of General Motors
Corporation.
 A flywheel or drive plate is attached to the output end of crankshaft.

 Gear or sprocket (to drive camshaft), vibration damper and drive‐belt pulley
are attached with front end of crankshaft.
 Engines with a distributor less ignition system or an electronic engine control
(EEC) system have a notched plate or timing disc on the crankshaft. A
crankshaft sensor (Fig. 12‐3) signals the passing of the notches to the
computer in EEC system. The computer then uses this information to calculate
engine speed (crankshaft rpm) and piston position.
32
Fig. 13‐20:
 Crankshaft with vibration damper, flywheel or drive plate.
33
 Vibration Damper (13‐15):
 In each power stroke, thrust on crankpin may exceed 4000 pounds or 18000 N
which try to twist the crankshaft. This force tries to push the crankpin a head
of other portion of the crankshaft. Again, when force on the crankpin is
reduces, the crankshaft is untwists. This twist and untwist action repeats in
every power stroke. This action tends to create an oscillating (back and forth)
twisting in the crankshaft. This is called torsional vibration and it can break the
crankshaft.
 To reduced the torsional vibration in the crankshaft a vibration damper or

harmonic balancer is attached at front end of the crankshaft. This forms the
hub to which the crankshaft pulley attaches. The inertia ring is bonded
through the rubber ring to the pulley. The inertia ring has a damping effect
which tends to hold the crankshaft to a constant speed and cancels the twist‐
untwist action oscillating in the crankshaft (Fig. 13‐20).
34
 Engine Bearing (13‐16):
 Bearings are installed in the engine, where rotary motion exists between two
engine parts. These bearings are usually sleeve bearings that fit like sleeves
around the rotating shaft. The part of the shaft that rotates in the bearing is a
journal.
 Crankshaft and connecting rod bearing are split into two parts. One haft of
connecting rod bearing fits into the connecting rod and other half into the rod
bearing cap (Fig. 13‐4 & 11‐8).
 One half of the crankshaft or main bearing fits into a semicircle machined in
the cylinder block and other half fits into the main bearing cap (Fig. 13‐23).
 Each bearing has a steel or bronze back with up to five linings of soft bearing
material. The bearing wears but not the more expensive crankshaft or other
parts. This reduces the cost of repair by allowing the reuse of the more
expensive parts.
35
 Engine Bearing (13‐16): Continue [ See Fig. 13‐4 too].
Fig. 11‐7: Connecting Rod Bearing . Fig. 11‐8: Connecting Rod Bearing .
36
 Engine Bearing (13‐16): Continue
Fig. 13‐23: Main Bearing of Crankshaft .
Fig. 13‐22: Connecting Rod & Main Bearing.
37
 Thrust Bearing (13‐17):
 Thrust bearing limits crankshaft endplay. Main bearing has flange on both
sides.
 Flanges on the crankshaft fit close to the thrust bearing flanges, which limits
the forward and rearward movement of the crankshaft.
Fig. 13‐22: Thrust type Main Bearing.
38
 Bearing Lubrication (13‐18):
 Oil pump sends oil through oil galleries in the cylinder block to the bearings.
 The crankshaft is supported on a thin film of oil filled in the clearance
between main bearing and crankshaft journals.
 The upper half of main bearing has an oil hole. Oil flows through this hole and
flows into the crankpins by a passages.
 Oil spreads through the bearing clearance to all bearing and journal surfaces.
 Oil thrown off when it reaches the edges. The throw‐off lubricates the
cylinder walls, piston and piston rings. Then oil falls into the oil pan.
 Heat is picked up by the oil as it circulates through the engine. By the time oil
leaves the oil pan, the oil is relatively cool. Thus helps to reduce temperature
of the engine parts.
 Oil flushes and cleans the bearings. It carries dirt and grit particles back to the
oil pan. They settle to the bottom or are filtered out by the oil filter when oil
is sent back through the engine.
39
 Bearing Lubrication (13‐18): Continue
Fig. 13‐24: Typical sleeve‐type bearing half.
40
 Bearing Lubrication (13‐18): Continue
Fig:
Engine
Lubricating
system.
41
 Bearing Oil Clearance (13‐19):
 Typical clearance varies with 0.0015 inch or 0.04 mm for new bearing. As
bearing wear, clearance increases gradually. Then more oil flows through and
thrown off on the cylinder walls.
 Possibility of some oil enters into combustion chamber. This increases oil
consumption in the engine.
 Some bearing fail due to excessive clearance, because to support crankshaft
with high clearance more oil is required but pump is designed to handle a
certain amount oil to pump. So most of the oil passes through the loose
bearings closest to the pump but bearing farthest way from the pump will not
get enough oil.
42
 Bearing Requirement (13‐20):
 Bearing must strong enough to support radial load during power stroke of the
engine. Bearing must be soft enough to embed small particles that work their
way onto bearings.
 However, bearing must be hard enough not wear too rapidly. Again if bearing
material is too hard, the particles lie on the surface will scratch the journal.
 Both cases, bearing failure will occur. During selection of bearing, it need to
be made sure that bearing material is softer than the journal.
43
 Connecting Rod (13‐21):
 The big‐end of the connecting rod is attached with crankpin and small‐end is
attached with piston pin. Two ways to connect the small end with piston pins.
 The most widely used is to press‐fit the piston pin in the connecting rod and
no bushing or bearing in between piston pin and piston. In this case
aluminum piston surface acts as bearing surface.
 The other method uses a bushing in the connecting rod. Piston moves or
floats freely in the rod and in the bushing. A snap ring is used to prevent axial
sliding of piston pin and also preventing striking of cylinder wall.
 Oil scraped from the cylinder wall by piston rings lubricates the piston pin in
many engines. Some engines use a drill passage from big‐end to the small‐
end of the connecting rod. Oil flows from the connecting rod bearings (big‐
end) to the drilled passages to lubricate piston‐pin bushing or bearing.
 Note: During manufacturing, rod caps and rods are bolted together. Then big‐
end bore is machine out. The result each cap fits only its own rod. So during
servicing caps should be not be interchanged.
44
 Connecting Rod (13‐21): Continue
45
 Pistons (13‐22):
 Force applied on the piston head during power stroke may reach up to 4000
lbf or 18000 N and this happens 30 to 40 times a second to each piston at
highway speed. Again, temperature of the piston head reaches up to 40000F
or 22040C or higher.
 Piston must be strong enough to withstand these stresses and also it has to be
light weight to reduce inertia load on the bearings.
 Most automotive engines use full‐slipper pistons. The skirts of the piston are
cut away to save weight and to make room for the counterweights on the
crankshaft.
 Automotive pistons vary from 3 to 4 in ( 76 to 122 mm) in diameter and
weight about one pound. All pistons has to be same weight to prevent
excessive engine vibration.
 Aluminum piston either forged or cast. Forged pistons are used in high
performance engine.
 Many pistons are plated. Pistons are coated with thin film of tin or other
material. This helps prevent scuffing during break‐in.
 Forged piston is denser, stronger and has better heat path so it runs cooler.
46
 Pistons (13‐22): Continue
Fig. 13‐28: Slipper piston.
47
 Pistons (13‐22): Continue
Fig. 13‐29: Forged and Cast Piston.
48
 Pistons Clearance(13‐23):
 Piston clearance or skirt clearance is the distance between the cylinder wall
and the skirt (lower portion of piston).
 Piston clearance is usually 0.001 and 0.004 inch (0.025 mm to 0.12 mm).
 If piston clearance is too small there will be high frictional wear and piston
can seize in the cylinder.
 If high piston clearance causes piston slap. Piston slap is the noise caused by
the piston shifting from one side of the cylinder to the other when power
stroke begins.
 Expansion Control in Piston (13‐24):
 Aluminum piston expands more than the cast‐iron cylinder walls. Piston runs
more hotter than the cylinder wall. So expansion of piston must be control
properly to ensure the optimum piston clearance.
 Expansion of piston can be controlled by increasing amount of heat removed
through cylinder head. But excessive heat removed will cause reduction of
thermal efficiency and excessive temperature of piston head will cause
premature ignition or knocking.
49
 Expansion Control in Piston (13‐24):
 May pistons are cam‐ground i.e. slightly oval shape. When the piston is cold, it
has normal clearance only in the areas 90 degrees from the pin holes.
 As piston warm up, the head of piston expands in all directions and area of
normal clearance increases gradually. Due to stiff piston‐pin bosses move
outward even more, causing the piston to assume a round shape.
 Another way to control expansion of piston is use of steel struts cast into the
piston which takes outward thrust of the expanding head toward the piston‐
pin bosses. Effect is similar to cam‐ground piston.
 Some manufacture make piston slightly taper from bottom to top. The smaller
head diameter allows more expansion space at the top.
50
 Expansion Control in Piston (13‐24): Continue
Fig. 13‐28: Full Slipper Piston.
51
 Piston‐Head Shapes (13‐25):
 Shape of piston top depends on specific engine design. The shape of the
piston top may be
Flat‐top piston
Cups piston: Allow to move valves while opening.
Dome piston: To improve better combustion and improve turbulence in
the combustion chamber.
52
 Piston‐Head Shapes (13‐25): Continue
53
 Piston‐Pin Offset (13‐26):
 In many engines, the piston‐pin holes are offset toward the major thrust face.
 If piston pin is offset slightly toward the major thrust face, combustion
pressure causes the piston to tilt as it nears TDC. The lower end of the major
thrust face makes first contact with the cylinder wall. Then after TDC (during
power stroke), the piston tilts and full contact of the major thrust face occurs.
This minimizes piston slap.
Fig. 13‐28: Full Slipper Piston.
54
 Ring‐Grove Fortification (13‐27):
 During intake stroke, compression ring moves up into contact with the upper
surface of the ring groove and during compression stroke rings moves up into
contact with the lower surface of the ring groove.
 Compression rings move up and down in
their grooves. These repeated impact can
cause wear in the top ring groove.
 Some manufacture use top‐ring‐groove
fortification. A cast iron or nickel‐iron
alloy ring is cast into the piston.
 In forged piston, ring‐groove
area is sprayed with special
wear resistance molten metal.
Figure: Fortification of piston grooves.
55
 Low –Friction Pistons (13‐28):
 Some engines use low‐friction pistons. This pistons are made of
aluminum alloy with silicon particles in it.
 After cast, piston surface is treated with a chemical which remove
aluminum from the piston surface and left only silicon on the surface.
Silicon is more durable than aluminum.
56
 Piston Rings (13‐29):
 Two types of piston rings: compression rings and oil‐control rings.
 Compression rings seal compression and combustion pressures in the
combustion chambers.
 Oil‐control rings scrape oil from the cylinder walls.
 Rings are slightly larger diameter than the piston. They are remain
compressed in between cylinder wall and piston. Piston rings are
remain in tension between piston grooves and cylinder wall.
Fig. 13‐32: Set of piston rings.

Top ring is made of cast‐iron and filled
with molybdenum.
57
 Compression Rings (13‐30):
 Compression rings are usually made of cast iron. Some diesel and high
performance engines use ductile iron rings.
 Compression ring helps to control lube oil. During intake stroke, it
scrape all the oil and leave only a thin oil film on the cylinder wall.
During exhaust stroke, ring moves up on that thin oil film.
 Compression rings are two types : Reverse Twist and barrel face.
58
 Compression Rings (13‐30): (Continue)
 During intake stroke, vacuum above the piston tries to draw oil up the
cylinder wall and past the rings. The reverse‐twist ring prevent this.
The twist pushes the lower side of the ring against the ring groove to
produce a seal. But positive twist ring twists the other way so oil can
work around the ring.
 The barrel‐face ring has a slightly rounded face. It has only a narrow
line of contact with the cylinder wall so the force against the wall is
relatively high.
59
 Compression‐Rings Coatings (13‐31):
 Coating on compression rings help to reduce wear of cylinder wall and
rings. Relatively soft materials such as phosphate, graphite, iron oxide
can be used to reduce scuffing.
 Chromium plating also used in the compression ring. It causes very
little wear in the cylinder wall.
 To fight scuff wear, the cast‐iron top compression ring may be filled
with molybdenum which allow rings to run at high temperature
without scuffing.
 Need for Two Compression Rings (13‐32):
 During combustion pressure may go as high as 1200 psi (6895 KPa). So
single compression ring usually cannot hold this much pressure. So
two compression rings are used : Top compression ring and lower or
intermediate compression ring.
60
 Need for Two Compression Rings (13‐32):
 Pressure behind upper compression pushes the ring against the
cylinder wall. Pressure also pushes the ring down against lower side of
the ring groove. But pressure above upper ring is not enough to seals
the lower ring at both places. The lower ring often twist type to
improve sealing.
 Sometimes an expander or inner tension ring is installed behind the
lower ring to improve sealing against the wall.
Fig. 13‐32: Set of piston rings.

Top ring is made of cast‐iron and filled
with molybdenum.
61
 Oil Control Rings (13‐33):
 Oil control rings scrape most of the oil off the walls and oil return to
the crankcase.
 One piece oil ring usually have an expander springs in the back for
greater tension.
 Multispecies ring has two chrome‐plated steel rails and an expander
or expander spacer which separates the rails and forces them upward,
downward and outward.
Fig. 13‐35: Oil Control Rings.
62
 Replacement of Rings (13‐34):
 As cylinder walls wear, power is lost and more oil is burned in the
combustion chamber. Eventually engine requires repair.
 If the taper in the cylinder bore is not excessive, a set of new
standard‐size piston rings can be installed.
 If there is excessive taper or out‐of‐round, the cylinders are bored or
honed. Then new oversize piston rings are installed.
 Engine with replaceable cylinder liners, a new liners and ring installed.
63
 Replacement of Rings (13‐34): Continue
Fig. 13‐36: Wear of cylinder Wall.
64
 Engine Mounts (13‐35):
 Engine is attached to the vehicle frame or chassis at three or four
places with engine mounts.
 Engine mounts absorb engine noise and vibration. It also prevent
damaging vibration from reaching radiator, electronic controls and
other components.
 Engine mounts are flexible to permit the car engine or frame or body
to twist in normal operation.
 Some engine mount includes solid rubber dampers or isolators. Some
manufacturer uses hydraulic engine mounts which is control
electronically.
 Some hydraulic engine mount use piston and spring, which work like a
shock absorber to prevent engine roll.
65
 Engine Mounts (13‐35): Continue
66
 Engine Mounts (13‐35): Continue
67

LEC - 5 - ME - 4203 (Actual L-6)

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LEC - 5 - ME - 4203 (Actual L-6)

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AHSANULLAH UNIVERSITY OF SCIENCE

AND TECHNOLOGY (AUST)

ME-4203: AUTOMOBILE ENGINEERING

 A flywheel or drive plate is attached to the output end of crankshaft.

 To reduced the torsional vibration in the crankshaft a vibration damper or

Fig. 13‐32: Set of piston rings.

Fig. 13‐32: Set of piston rings.

Fig. 13‐35: Oil Control Rings.

Fig. 13‐36: Wear of cylinder Wall.

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