ENGINE CONSTRUCTION

What is Engine?

➢ An engine is a
machine that converts
heat energy into
mechanical energy. The
heat from a fuel
produces power which
moves the vehicle.
 Construction of Engine

a. Stationary Parts.
b. Moving parts.
Main components of IC engines
 Cylinder Numbering

The cylinders in engines are numbered. In most engines, they are

numbered in the sequence in which the connecting rods attach along the
crankshaft. Cylinder number 1 is usually the farthest from the output
end of the crankshaft.
In v type or opposed cylinder engines, the cylinders may be numbered
in sequence of each bank
 The firing order

The firing order of an internal combustion engine is the sequence of

ignition for the cylinders. In a spark-ignition (e.g. gasoline/petrol)
engine, the firing order corresponds to the order in which the spark
plugs are operated. Firing order affects the vibration, sound, and
evenness of power output from the engine
Firing order is the sequence in which the cylinders delivers their
power strokes. It is designed into the engine. The crankpin and
camshaft arrangement determine the firing order. Two firing order
for inline four cylinder engines are: 1-3-4-2 and 1-2-4-3.
• IN LINE 6 cylinder engines use 1-5-3-6-2-4
• Ford V-6 engines have fired 1-4-2-5-3-6 and 1-4-2-3-5-6.
• GM motor’s V-8 engine 1-8-4-3-6-5-7-2
• Ford V-8 engines use 1-5-4-2-6-3-7-8 and 1-3-7-2-6-5-4-8
In line 6 cylinder engine V-8 engines by GM Motors
 Stationary Parts

➢ Cylinder block.
➢ Crankcase.
➢ Cylinder head.
➢ Gasket.
➢ Exhaust and intake manifold etc.
 Cylinder block

The cylinder block is the

foundation of the engine. The
cylinder block provides the
smooth cylindrical bores in which
the piston moves to and fro in
order to develop power.
Most blocks are cast from grey
cast iron or iron mixed with other
metals such as nickel &
chromium and aluminum alloy
 Cylinder Block

Aluminum is used whenever weight is a consideration. It is

not as practical to use for the following reasons:
a. Aluminum is more expensive than cast iron.
b. Aluminum is not as strong as cast iron.
c. Due to the softness, it cannot be used on
any surface of the block that is subjected to wear.
d. Aluminum has a much higher expansion rate
than cast iron when heated. This creates problems
with maintaining tolerances.
 Cylinder block
It contains following:
 Cylinders.
 Water jacket.
 Camshaft bearing.
 Ports and guides.
It supports the following Comps:
 Crankshaft.
 Camshaft.
 Clutch housing.
 Crankcase.
 Cylinder

It is a hole inside the

cylinder block which
contains the liner
piston.
 Cylinder Sleeve/Liner

Liner is used inside the

cylinder to prevent
permanent wear of cylinder
bore. Cylinder liners are
sleeves that are either cast
into the block or installed
later.
 Cylinder Sleeve/Liner
Three kinds of liners are commonly used as
follows:

a. Dry Liner. Are pressed into a full

cylinder. They touch the cylinder bore along their
full length.

b. Wet Liner. They touch the cylinder block

only at the top and bottom. The rest of the liner
touches only coolant. Wet Liners interact with
Engine coolant directly to protect the Piston. Wet
Liners have better heat dissipation and cooling
than Dry-type Cylinder Liner
c. Finned liners:

Finned liners are used in air-cooled engines. The

fins of the liner are exposed to open air. When the
air passes through the fins it increases the heat
transfer rate and cools the engine better.
The fin cooled engines can also have a wet liner
to further increase the heat transfer rate. These
liners are generally used in engines where the
engine is exposed to open air.
 Crankcase
It is cast integral with the
cylinder block or bolted to it,
is used to mount the main-
engine bearings, and thus
support the crankshaft. It
has two parts
a. Upper Crankcase
b. Lower Crankcase.
 Upper Crankcase

❑ It is an integral part of
the cylinder block which
support the crankshaft.

❑ It is the extended portion

of the cylinder block to the
short distance below the
crankshaft.
 Lower Crankcase
► It is used for holding the engine
oil.
► It is bolted at the bottom of
the
upper crankcase.
► A drain plug is provided with
it
to drain out the lubricating oil.
 Cylinder Head
A detachable unit of an engine
bolted to the top of the cylinder
block. It contains :
▪ Water jacket.
▪ Valve, valve seats, valve guide,
spring.
▪ Rocker arm and rocker arm
shaft.
▪ Injector or spark plug, pre-
combustion chamber.
▪ Intake and exhaust manifold.
Cylinder Head
 Gasket
A 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.
 Combustion Chamber

► A combustion chamber is the

part of an engine in which fuel is
burned.
► Space between cylinder and
cylinder head when piston at TDC.
► Spark plug for petrol engine
and injector for diesel engine loc at
the combustion chamber.
 Pre-Combustion Chamber
A small combustion chamber where
combustion begin. A primary intake valve
opens into the main combustion chamber.
An auxiliary intake valve opens into the pre-
combustion chamber. Both the intake
valves open at the same time. The
auxiliary intake valve admits a rich mixture.
The primary intake valve admits a lean
mixture. The spark plug in the pre-
combustion chamber ignites the rich
mixture. It streams out and mixes with the
lean mixture. This causes high turbulence
and good combustion.
 Intake Manifold

Intake Manifolds are

basically pipes used in
automobile fuel supply
system that are used for
carrying and distributing fuel
to internal combustion
engine cylinder.

➢ In case of petrol engine, cylinder receive the air

fuel mixture through intake manifold during suction.
 Intake Manifold

➢ In case of diesel engine cylinder receive air

through the intake manifold during suction
stroke.
➢ Intake Manifold is normally made of Cast Iron.
 Exhaust Manifold

Exhaust manifold connects

all the engine cylinder
together with the exhaust
system.

The waste products of

combustion are expelled to the
atmosphere by the exhaust
manifold.
 Exhaust Manifold
▪ It must be fitted opposite to the fuel sup to
avoid the fire risk.
▪ Exhaust manifold should have the smooth wall
and without sharp bend to reduce the back
pressure.
▪ Muffler is used to reduce the pr and noise.
▪ It is normally made of cast iron.
Moving Parts

❖ Crankshaft.
❖ Connecting rod.
❖ Piston.
❖ Piston Rings.
❖ Piston Pin.
❖ Cam and Camshaft.
❖ Valve.
❖ Fly Wheel etc.
 Crank Shaft
It is considered as the backbone
of an engine whose function is
to covert the reciprocating
motion of the piston into rotary
motion with the help of
connecting rod.

Crankshaft contains one or

more eccentric portions called
cranks. Crankshafts are made
from forged or cast steel.
 Crank Shaft

 It must be strong enough to take the

downward thrusts of the pistons during the power
strokes without excessive distortion.

 It must be well balanced to eliminate undue

vibration resulting from the weight of the offset
cranks.
 Components of Crankshaft

a. Main bearing journal.

b. Crank pin.
c. Crank arm.
d. Counter weight.
e. Fly wheel flange.
 Crankshaft Vibration
Crankshaft is very prone to vibration because of its
shape and heavy weight.
The following are three basic areas that are of
concern when considering vibration in crankshaft
design:
a. Vibration due to imbalance.
b. Vibration due to deflection.
c. Torsion al Vibration.
 Balancing of Crankshaft

a. Vibration Damper. Vibration Damper is used

at the end of the crankshaft opposite to the output
end to absorbed torsion al vibration.

b. Crankshaft Bearings. Crankshaft bearing is

named as crankshaft main bearing which is used to
support the crankshaft for its smooth rotation.

c. Connecting rod bearings. Connecting rod

bearing fits into the connecting rod.
 Balancing of Crankshaft

d. Thrust Bearing. Limits crankshaft end play.

The thrust bearing is one of the main bearings that
has flanges on its two sides. This limits the forward
and rearward movement of the crankshaft.
Crank Shaft
 Flywheel

It is heavy big wheel and bolted to

the rear end of the crankshaft
between the engine and the
transmission. The flywheel usually
made of cast iron.

❑ Flywheel stores energy from the

power strokes and smoothly delivers it
to the drive train of the veh and to
avoid the rough running of the engine.
 Flywheel

❑ Due to its inertia, it resist any change of speed

or direction of the motion.

❑ It helps to start the engine.

❑ It also serves as a driving member of the

engine clutch.
 PISTON
The piston is a cylindrical
plug that moves up and
down in the engine cylinder
and receives the energy or
force of combustion and
transmits that energy to the
crankshaft through the
connecting rod. The pistons
are generally made of
aluminum alloys.
 Requirement of Piston

 During the power stroke, the piston is

subjected to pressure on its head up to 18000 N so
it must be strong to take these stress.

 The piston head is subjected to temp well over

22040C so it must be withstand these temp.
 Piston Ring
These are circular rings and
made of special steel alloy/ cast
iron. The piston rings are fitted in
the piston ring grooves. The
piston rings are of the following
types:
a. Compression Ring. Seal
compression and combustion
pressures in the combustion
chamber. Compression rings are
usually made of cast iron.
 Piston Ring

b. Oil Control Ring.

Scraps oil from the
cylinder wall and prevent the
oil from getting into the
combustion chamber.
 Rings serve three important
Purposes:

a. Provide a seal between the piston and

cylinder wall.
b. Keep the lubricating oil from bypassing the
piston and getting into combustion chamber from
the crankcase.
c. Provide a solid bridge to conduct the heat
from piston to the cylinder wall.
Compression Rings:

The compression ring is the topmost ring in the piston attached to its
outside diameter. The main function of the compression ring is to seal
the gap between the piston and the cylinder walls.
Sealing this gap with the outer diameter of the piston and the cylinder
walls ensure that the air-fuel mixture in the combustion engine does not
move down to the crankcase and causes low compression and power.
In addition, this sealing also makes sure that the engine oil in the
crankcase, used for lubrication, does not move up into the combustion
chamber and gets burnt.
Oil Control / Scrapper Rings
The oil control rings control the amount of lubricating oil passing up or
down the cylinder walls. These rings are also used to spread the oil
evenly around the circumference of the liner.
The oil is splashed onto the cylinder walls. These rings are also called
scraper rings as they scrap the oil off the cylinder walls and send back
to the crankcase.
These rings do not allow the oil to pass from the space between the face
of the ring and the cylinder
 MAIN COMPONENTS OF
PISTON

❖ Piston head.
❖ Piston Pin.
❖ Lands.
❖ Ring grooves.
❖ Piston pin hole.
❖ Piston skirt.
 Main Purpose of the Piston

❖ To compress the air fuel mixture.

❖ Transmit the combustion pressure to the

crankshaft through connecting rod.

❖ Force out the brunt gases during exhaust

stroke.

❖ Produce the vacuum in the cylinder to draw the

air fuel mixture during suction stroke.
 Expansion Control in Piston

To control expansion, piston may be designed with the

following features:
▪ Use of vertical or T slot on the non thrust side of the skirt.
▪ Taper the piston slightly from bottom to top i.e head is
smaller than the skirt.
▪ Cam ground piston.
▪ Using steel braces or struts cast into the piston.
▪ Wire wound piston.
▪ Bi-metal piston.
 Piston Clearance

Piston Clearance is the distance between the

cylinder wall and the skirt. Piston Clearance is
usually between .025 and 0.12mm.

If piston clearance is too small, there is loss of

power from higher friction and severe wear.

Excessive piston clearance causes piston slap. This

noise is caused by the piston shifting from one side
of the cylinder to the other, when the power stroke
begins.
 Piston Slap

Piston slap is generally caused when the cold running clearance (piston-to-
wall clearance) is large enough that when the piston rocks from side to side
in the bore it “slaps” the side of the cylinder and causes noise.

Piston slap is the major force contributing to noise levels in combustion

engines. This type of noise depends upon a number of factors such as the
piston-liner gap, type of lubricant used, number of piston pins as well as
geometry of the piston
 CAM GROUND PISTON

Many piston are slightly

oval or egg in shape, it
will able to fit the cylinder
better throughout its
operational temps range.
A piston of this
configuration is called
Cam ground piston.
 CAM GROUND PISTON

Cam ground pistons are machined so that their

diameter is smaller parallel to the piston pin axis
than it is perpendicular to it.
When the piston is cold, it has normal clearance only
in the areas 900 from the pin hole.
As it warms up. It will expand across its smaller
diameter at much higher rate than its larger
diameter. This will tend to make the piston round at
operating temp.
 Piston Pin Offset

To eliminate the slapping tendency

of pistons, the piston – pin holes are
offset towards the major thrust face.
This is the piston face that bear most
heavily on the cylinder wall during the
power stroke.
The axially offset should pre-shift
the time at which the piston changes
sides between compression and
power stroke into the area of lower
pressure. Thus, noise and wear
remain low.
1.When the pin is in the center of the piston, now that the piston
reaches TDC or BDC. In this position, the rod moves straight up and
down, placing a heavy load on the rod. The crank has to move past
TDC or BDC to make the piston move again. This rods provides both
a lot of power and RPM from the engine.
2.With an offset pin, the piston wrist pin is slightly offset to one side
of the piston so the rod doesn’t move straight up and down when the
piston is at TDC or BDC. This allows the crank to rotate with less
resistance giving the engine more power and speed.
 Piston Pin Offset

 If the pin is centered, the minor thrust face remains in

contact with the cylinder wall until the end of the
compression stroke. Then, as the power stroke starts, the
rod angle changes from left to right. This causes the piston
to shift suddenly to the left. If there is too much clearance,
the piston movement causes piston slap.
 If the piston pin is offset slightly toward the major
thrust face, combustion pr causes the piston to tilt as it near
TDC. The lower end of the major thrust face makes first
contact with the cylinder wall. Then, after TDC the piston tilts.
Full contact of the major thrust face occurs. This minimize
piston slap.
 Connecting Rod
Connecting rod is used to transmit
the motion from the piston to the
crankshaft.

The connecting rod is usually of

I - section.
 Valves

❖ Valve admits air fuel

mixture into the cylinder during
intake stroke and discharge
brunt gases during exhaust
stroke.

❖ It remains closed during

compression and power stroke
to seal the combustion chamber
tightly.
Valve are usually made of special alloy steel. Cr-Ni-Mo steel used for
inlet valve. Exhaust valves run at high temperature made of Si-Cr alloy
steel or Austenitic. Austenitic is better that Si-Cr steel as far as impact
value, hot hardness, and resistance to oxidation and corrosion are
concerned. It contains high percentage of Cr and Ni
 Why inlet valve is greater than the exhaust valve?

❖ Intake valve is usually larger than the exhaust valve. The

reason is that when intake valve is open, the only force
moving air-fuel mixture into the cylinder is atmospheric
pressure.
❖ A smaller exhaust valve provides enough space for the high
pressure exhaust gases to get out of the cylinder. Some
engine have three valves per cylinder, Two are intake and
one is an exhaust valve.
 Valve Cooling
Intake valve runs relatively cool. It passes only the air fuel
mixture. Exhaust valve passes the very hot exhaust gases. The
exhaust valve may become red hot in operation with temperature
up to 871 deg C. The valve stem is coolest. The area between the
stem and the face is the hottest. The valve stem transfers heat to
the valve guide to help cool the stem. The valve face transfers
heat to the valve seat each time the valve close. This helps cool
the face
 Valve Cooling

The valve seat and stem are cooled by the engine cooling system.
Coolant circulates through the water jackets or coolant passages
around the valve seat and valve guide in the cylinder head.
Some head has nozzles that force coolant around the valve seats.
Others use deflectors in the water jackets to improve coolant
circulation around the seats.
To help cool exhaust valve. some have hollow stems partly filled with
the metal sodium. When engine is running, the sodium is a liquid and
circulation of sodium takes heat from the valve head and carries it up
to the cooler stem. A sodium filled exhaust valve runs about 93.3 deg
C cooler than a nonfilled valve.
Cams and Camshaft
Cams and Camshaft
 Cams and Camshaft

❖ It is used for changing rotary motion into linear motion.

❖ It controls the opening and closing of the intake and

exhaust valve as required.

❖ It is also used to operate the fuel pump, oil pump etc.

❖ There are two cams for each cylinder, one for intake
and another for exhaust valve.

❖ For two complete rotation of the crankshaft, camshaft

rotates once.
 Tappet clearance

Tappet clearance is a space between the top of the valve

stem and the rocker arm. Its purpose is to allow for some
mechanical expansion and lengthening of the valve stem and
push rods as the engine warms up. This clearance is also
called valve lash.

If insufficient valve lash is set when the engine is cold the

valves will not properly close when the engine warms up. If
too much lash is provided (additional clearance) then even
after the engine warms up there will be some clearance which
will result in lost motion.
Tappet clearance
 Tappet clearance

Lost motion mean that as the cam tries to open the valve the
push rod and rocker arm moves to first take up the clearance
before touching the valve to open the valve. The result is late
opening of the valve.

Excess lash can be heard in an idling engine as a series of

ticking sounds that should disappear as the engine warms up.
Over time mechanical wear causes an increase in lash
usually with the symptomatic ticking sound in the engine (one
or more valves can produce the sound). The fix was to
remove the valve cover and mechanically adjust the lash with
an adjustment screw on the rocker arm
 Tappet clearance
Modern engines now operate with zero lash through the use
of hydraulic lifters. Lifters use engine oil pressure to
automatically remove the mechanical clearance of the valve
operating components.
Intake is set to .024" and exhaust is set to .030",