OVERHAUL ENGINE AND ITS BY: INS.

BIRUK
ASSOCIATED COMPONENTS TILAHUN
 ENGINE
SERVICING
ENGINE SERVICING
Engine servicing is a method of keeping the engine in a state of better performance,
lower fuel consumption and lower emission.
 Engine servicing

Engine Tune-up Engine Overhaul

Partial Overhaul Major Overhaul

Engine Reconditioning Engine

Rebuilding

Engine Reconditioning Engine

Rebuilding
CONT.
As the engine is operating for a long period of time some component parts start to
deteriorate. As a result the engine starts to loose its performance.
In order to restore almost to its original operating condition the engine has to be
maintained periodically. This type of maintenance is called scheduled maintenance.
Scheduled maintenance can be time based or mileage based.
In other cases the engine may fail unexpectedly, in this case the type of servicing or
maintenance required is called unscheduled maintenance.
THE MAJOR STEPS IN SERVICING AN
ENGINE ARE TO:

Diagnose (find out) what is wrong within an engine.

Determine exactly the type of troubles.
Determine exactly the type of service required to restore to the normal operating
condition.

Diagnosing engine troubles is a method of finding out the troubles within the
engine by visual examination, by the sound produced, by the smoke of the exhaust
and with the help of instruments.
TYPES OF ENGINE
TROUBLES:
External troubles: the engine exterior should be thoroughly inspected and the
defective parts have to be adjusted. This type of servicing is called an engine tune-
up.

Internal trouble: a case that requires disassembling the engine to identify the
causes of the trouble. The trouble may be of burnt valves, worn out cylinder
walls, broken piston rings, defective bearings, etc. This requires further exhaustive
servicing, and this type of servicing is called an engine overhaul.
TYPES
OF
ENGIN
E
SERVI
 ENGINE
TUNE-UP
The process of checking and adjusting different
components of an engine, such as: carburetor,
spark plugs, contact breaker point, belts,
ignition timing, etc. to obtain the maximum
performance.
 ENGINE OVERHAUL

Engine overhaul is of two types;

Partial (top) overhaul includes; removing and
cleaning of carbon from the cylinder head, valves,
pistons; lapping and rubbing with abrasive; valves,
valve seats, repair and replacement of minor
assemblies as cylinder head gaskets. In this case there
is no need of removing the engine from the vehicle.
Major overhaul is includes; the partial (top)
overhaul; removal of pistons, piston rings, connecting
rods, crankshaft bearings, checking, repair and
replacing of worn out parts. In this case the engine has
to be removed from the vehicle.
 ENGINE
RECONDITIONING
During an engine overhaul some parts
may worn but may remain within their
service limits. In such cases the parts
have to be repaired. This process is
called engine parts reconditioning.
 ENGINE
REBUILDIN
G
During an engine overhaul some
parts may wear beyond their service
limits. In which case the parts have to
be replaced. This process is called
engine rebuilding.
CYLINDE
R
HEAD
 CYLINDER HEAD

The cylinder head is made of cast iron or aluminum.

On overhead valve engines, the cylinder head
contains the valves, valve seats, valve guides, valve
springs, rocker arm supports, and a recessed area that
makes up the top portion of the combustion chamber.
On overhead cam engines, the cylinder head contains
these items, plus the supports for the camshaft and
camshaft bearings.
CONT.
All cylinder heads contain passages that match
passages in the cylinder block.
These passages allow coolant to circulate in the
head and allow oil to drain back into the oil pan.
Oil also moves through some of the passages to
lube the camshaft and valve train. The cylinder
head also contains tapped holes in the combustion
chamber to accept the spark plugs.

The sealing surface of the head must be flat and smooth. To aid in the sealing, a gasket is
placed between the head and block. The head also serves as the mounting point for the
intake and exhaust manifolds and contains the intake and exhaust ports.
PORTS
Intake and exhaust ports are cast into the cylinder head. One port is normally used
for each valve. However, on engines with more than two valves per cylinder, the
ports for the intake or exhaust valves may be combined.

These ports are called Siamese ports. With

Siamese ports, individual ports around
each valve mesh together to form a larger
single port that is connected to a manifold.

Cross-flow ports are used on some

engines and have intake and exhaust ports
on opposite sides of the combustion
chamber. Heads of this design are called
cross-flow heads.
COMBUSTION CHAMBER
The performance of an engine, its fuel efficiency,
and its exhaust emissions all depend to a large
extent on the shape of the combustion chamber.
An efficient combustion chamber must be
compact to minimize the surface area through
which heat is lost to the engine’s cooling system.
The point of ignition (the nose of the spark plug)
should be at the center of the combustion chamber
to minimize the flame path, or the distance from
the spark to the furthermost point in the chamber.
The shorter the flame path, the more evenly the
air-fuel mixture will burn.
CONT.
Manufacturers have designed several shapes of combustion chambers. Before
looking at the popular combustion chamber designs, two terms should be defined.
1.Turbulence is a very rapid movement of gases. Turbulence causes better
combustion because the air and fuel are mixed better.
2. Quenching is the mixing of gases by pressing them into a thin area. This area is
called the quench area.
TYPES OF COMBUSTION
CHAMBER
Wedge Chamber
In the wedge-type combustion chamber, the spark plug is
located at the wide part of the wedge. The spark travels
from the large area in the chamber to a smaller one. This
allows for rapid and even combustion.

Hemispherical Chamber
The hemispherical combustion chamber gets its name
from its basic shape. Hemi is defined as half, and
spherical means circle. The combustion chamber is
shaped like a half circle.
CONT.
Pent roof Chamber
Many of today’s engines have a pent roof
combustion chamber. This design is a modified
hemispherical chamber. It is mostly found in
engines with four valves per cylinder. The spark
plug is located in the center of the chamber and the
intake and exhaust valves are on opposite sides of
the chamber.
INTAKE AND EXHAUST
VALVES
The intake and exhaust valves are commonly called poppet
valves. They tend to pop open and close. When they open,
they allow intake air to flow into the combustion chamber
or allow the exhaust to leave it. When closed, they must
seal the chamber.

The heads of the intake and exhaust valves have different

diameters.
The intake valve is the larger of the two.
An exhaust valve can be smaller because exhaust gases
move easier than intake air.
 VALVE CONSTRUCTION
Valves are made from special hardened steel, steel
alloys, or stainless steel. Other metals are often
used in high-performance valves.
Heat is an important factor in the design and
construction of a valve.
The material used to make a valve must be able to
withstand high temperatures and be able to
dissipate the heat quickly.
Most of the heat is dissipated through the contact
of the valve face and seat.
CONT.
Intake and exhaust valves are typically made with different materials.
Intake valves are typically low-alloy steels or heat- and corrosion-resistant high-
alloy steels. The alloy used in a typical exhaust valve is chromium for oxidation
resistance with small amounts of nickel, manganese, silicon, and/or nitrogen.
Heat resistance is critical for exhaust valves because they face temperatures of
816°C to 2,204°C.
Intake valves need less heat resistance because the intake air and fuel tend to cool
them. Intake valves also need less corrosion protection because they are not exposed
to the corrosive action of the hot exhaust gases.
 VALVE TERMINOLOGY
Valves have a round head with a tapered face used to seal the
intake or exhaust port. This seal is made by the valve face
contacting the valve seat. The distance between the valve
face and the head of the valve is called the margin.
The valve stem guides the valve during its up-and-down
movement and serves to connect the valve to its spring
through its valve spring retainers and keepers. The keepers
are fit into a machined slot at the top of the stem, called the
valve keeper groove.
The stem moves within a valve guide that is either machined
into (integral type) or pressed into the head (insert type).
VALVE SPRINGS
A valve spring closes the valve and maintains valve
train contact during valve opening and closing. Some
engines have one spring per valve.
To dampen spring vibrations and increase total
spring pressure, some engine manufacturers use a
reverse wound secondary spring inside the main
spring. Low spring pressure may allow the valve to
float during high-speed operation.
Too much pressure will cause premature valve train
or camshaft lobe wear and can also lead to valve
breakage.
 ROCKER ARMS
Rocker arms change the direction of the cam’s
lifting force.
As the lifter and pushrod move upward, the
rocker arm pivots at its center point. This causes
a change in direction on the valve side and
pushes the valve down.
Rocker arms also allow the valve to open farther
than the actual lift of the cam lobe.
This is done by having different distances from
the pivot point to the ends of the rocker arm.
PUSHRODS

Pushrods are the connecting link between the

rocker arm and the valve lifter. Pushrods transmit
cam action to the valves. Often the pushrods have
a hole in the center to allow oil to pass from the
hydraulic lifter to the rocker arm assembly. Some
engines use pushrod guide plates to limit the side
movement of the pushrods.
CAMSHAFT BEARINGS

The camshaft is part of the cylinder head assembly in all

OHC-type engines.
The unit that holds the camshaft(s) may be a separate unit
bolted to the cylinder head or the camshaft’s bore is
machined into the upper part of the head.
In the most common design, the cylinder heads are
machined to accept one or two camshafts and have caps
that secure the camshaft.
 OVERHEAD VALVE (OHV)

As the same implies, the intake and exhaust valves

in an OHV engine are mounted in the cylinder head
and are operated by a camshaft located in the
cylinder block.
This arrangement requires the use of valve lifters,
pushrods, and rocker arms to transfer camshaft
rotation to valve movement.
 OVERHEAD CAM (OHC)
An OHC engine also has the intake and exhaust
valves located in the cylinder head.
But as the name implies, the cam is located in the
cylinder head. In an OHC engine, the valves are
operated directly by the camshaft or through cam
followers or tappets. Engines with one camshaft
above a cylinder are often referred to as single
overhead camshaft (SOHC) engines.
CYLINDER HEAD REMOVAL
The first step in disassembly of an engine is usually the removal of the intake and
exhaust manifolds. On some inline engines, the intake and exhaust manifolds are often
removed as an assembly.
To start cylinder head removal, remove the valve cover or covers and disassemble the
rocker arm components according to the guidelines given by the manufacturer. Check
the rocker area for sludge. Excessive buildup can indicate a poor maintenance schedule
and is a signal to look for wear on other components.
When removing the cylinder head, keep the pushrods and rocker arms or rocker arm
assemblies in exact order. Use an organizing tray or label the parts with a felt-tipped
marker to keep them together and labeled accurately. This type of organization greatly
aids in diagnosing valve-related problems. Remove the lifters from the block and place
them in the order they were installed.
CONT.
The cylinder head bolts are loosened one or two turns
each, following the pattern specified by the
manufacturer. The sequence is typically the opposite of
the tightening sequence.
If there is no specified procedure, the bolts ought to be
loosened one or two turns, beginning in the ends and
working toward the center. This prevents the distortion
that can occur if bolts are all loosened at once.
The bolts are then removed and the cylinder head saved
to compare with the new head gasket during reassembly.
x
Set the cylinder head(s) on cardboard or another soft
surface to prevent damage to the sealing surfaces.
CLEANING ENGINE PARTS
After the component that needs service has been disassembled, its parts should be
thoroughly cleaned. The cleaning method depends on the component and the type of
equipment available. An incorrect cleaning method or agent can often be more harmful
than no cleaning at all.
For example, using caustic soda to clean aluminum parts will dissolve the part. Caustic
soda is a strong detergent that is commonly found in solvents that are effective in
removing carbon. Only after all components have been thoroughly and properly
cleaned can an effective inspection be made or proper machining be done.
TYPES OF CONTAMINANTS
Being able to recognize the type of dirt you are to clean will save you time and effort.
Basically there are four types of dirt.
Water-Soluble Soils The easiest dirt to clean is water-soluble soils, which includes dirt,
dust, and mud.
Organic Soils Organic soils contain carbon and cannot be effectively removed with plain
water. There are three distinct groupings of organic soils:
■ Petroleum by-products derived from crude oil, including tar, road oil, engine oil,
gasoline, diesel fuel, grease, and engine oil additives
■ By-products of combustion, including carbon, varnish, gum, and sludge
■ Coatings, including such items as rust-proofing materials, gasket sealers and cements,
paints, waxes, and sound-deadener coatings
RUST

Rust is the result of a chemical reaction that takes place when iron and steel are
exposed to oxygen and moisture. Corrosion, like rust, results from a similar chemical
reaction between oxygen and metal containing aluminum. If left unchecked, both
rust and corrosion can physically destroy metal parts quite rapidly. In addition to
metal destruction, rust also acts to insulate and prevent proper heat transfer inside the
cooling system.
CONT.
Scale
When water containing mineral and deposits is heated, suspended minerals and
impurities tend to dissolve, settle out, and attach to the surrounding hot metal
surfaces. This buildup of minerals and deposits inside the cooling system is known
as scale.
Over a period of time, scale can accumulate to the extent that passages become
blocked, cooling efficiency is compromised, and metal parts start to deteriorate.