School of Mechanical & Manufacturing Engineering (SMME)

LAB REPORT 04
IC Engines

STUDENT DETAILS:
NAME : FAISAL AMIN
CLASS : ME-12 (A)
CMS ID : 338606
DATED : 21-FEBRUARY-2024
TABLE OF CONTENTS

Objective: ........................................................................................................................................................................................... 3
Introduction: - ................................................................................................................................................................................... 3
TOOLS: ............................................................................................................................................................................................. 3
Disassembling the Engine: ............................................................................................................................................................. 3
Removing the Carburetor: - ....................................................................................................................................................... 3
Removing the INTAKE MANIFOLD: - ............................................................................................................................... 4
Removing the Cam Shaft: - ........................................................................................................................................................ 4
Opening the Crank case: - .......................................................................................................................................................... 5
Detaching the Piston: - ............................................................................................................................................................... 5
Opening the Camshaft Valve Spring: - .................................................................................................................................... 6
Calibrating the Bore Gauge: - ................................................................................................................................................... 6
Taking Bore Gauge Readings: - ................................................................................................................................................ 7
Calculations: .................................................................................................................................................................................. 7
Safety Measures: - ............................................................................................................................................................................. 7
Results and Discussions: - .............................................................................................................................................................. 8
Conclusion: - ..................................................................................................................................................................................... 8
OBJECTIVE:
• To inspect the internal components of a gasoline engine for signs of wear, damage, or malfunction.
• To perform maintenance or repairs on a gasoline engine by accessing its internal components.
• To gain a deeper understanding of the working principles of a gasoline engine by examining its internal
components.

INTRODUCTION: -
Gasoline engines are intricate machines that power a vast array of vehicles and equipment. Understanding their
internal workings is crucial for both proper maintenance and diagnosing potential problems. This report details the
process of opening a gasoline engine, with the specific objective of inspecting the internal components of this petrol
engine and also measure the wear and tear in this engine cylinder by a bore gauge. This evaluation will allow for a
thorough assessment of the engine's condition and inform any necessary maintenance or repair decisions. The
report will provide a step-by-step account of the inspection process, detailed observations of the components, and
the calculated wear values using the bore gauge.

TOOLS:
1. Open End Spanner Set 5. Plier 9. Micrometre Screw
2. Torque Wrench 6. Ball Peen Hammer Gauge.
3. Closed end Spanners 7. Ellen Keys
4. Wrench 8. Bore Gauge

DISASSEMBLING THE ENGINE:

REMOVING THE CARBURETOR: -

Following the removal of the exhaust manifold, the next step involved dismantling the carburettor. This
component, responsible for mixing air and fuel for optimal engine combustion, necessitates careful handling due to
the presence of gasoline and delicate internal parts. The process of removing the carburettor generally entails:

• Disconnecting linkages and cables: Throttle, choke, and other related linkages might be connected to
the carburettor and need to be detached carefully, noting their original positions for proper reassembly.
• Disconnecting fuel lines: Fuel lines deliver gasoline to the carburettor, and their removal requires caution
to avoid spillage and potential fire hazards. Securely containing any leftover fuel and employing appropriate
tools like wrenches or fuel line pliers are crucial during this step.
• Detaching vacuum lines: These lines connect the carburettor to various engine components and sensors.
Similar to fuel lines, disconnecting them necessitates care to prevent damage and noting their original
positions for proper reassembly.
• Unscrewing mounting bolts: Once the linkages, lines, and cables are disconnected, the carburettor is
typically secured to the engine intake manifold by bolts. These bolts need to be unscrewed using
appropriate tools, remembering their location and order for accurate reassembly later.
REMOVING THE INTAKE MANIFOLD: -
The first step in the engine inspection involved removing the intake manifold. This component is responsible for
channelling air fuel mixture into the engine. Disconnecting the intake manifold requires careful attention. The
process typically involves:

• Identifying and loosening any brackets or braces: These elements might hold the inlet manifold in
place, and their removal is necessary for accessing the manifold bolts.
• Disconnecting the intake pipe: This connection point is usually secured with clamps or flanges that
need to be loosened or unbolted.
• Removing the manifold bolts: These bolts can be challenging to remove due to potential rust or
corrosion. Applying penetrating oil and using appropriate tools, such as swivel sockets or extensions, can
aid in this process.

REMOVING THE CAM SHAFT: -

This crucial component, responsible for opening and closing the engine's valves at precise moments, demands a
meticulous approach during removal. The process typically involves:

• Releasing valve spring tension: This step is critical to safely remove the camshaft without damaging the
valve springs or lifters. Depending on the engine design, this might involve using a specialized tool to
compress the springs or carefully loosening the rocker arm bolts in a specific sequence.
• Removing timing belt/chain and sprockets: The camshaft is usually driven by a timing belt or chain
connected to the crankshaft. Removing this belt/chain, along with its corresponding sprockets on the
camshaft and crankshaft, allows for safe camshaft removal. Proper alignment marks should be made on the
belt/chain and sprockets before disassembly to ensure accurate reassembly and maintain correct valve
timing.

Following these steps, the camshaft can be carefully withdrawn from the engine, paying close attention to its
orientation and the position of any attached components like lifters or gears. Handling the camshaft with care is
crucial to prevent damage to its lobes and bearing surfaces.
OPENING THE CRANK CASE: -
With the camshaft removed, the next crucial step involved accessing the crankcase. This lower portion of the engine
houses the crankshaft, connecting rods, pistons, and cylinders. Opening the crankcase requires careful consideration
and specific procedures to avoid damaging internal components or introducing contaminants.

The process typically involves:

• Draining engine oil: Before opening the crankcase, any remaining engine oil needs to be drained and
disposed of responsibly. This ensures a clean and safe working environment during the inspection.
• Removing crankcase bolts: The crankcase is usually secured by numerous bolts along its parting line.
These bolts need to be unfastened in a specific sequence, often following a star pattern or specific torque
specifications, to prevent warping of the crankcase halves.
• Separating crankcase halves: Once the bolts are removed, the crankcase halves can be carefully
separated. This process requires caution to avoid damaging gaskets or internal components that might be
caught between the halves.

DETACHING THE PISTON: -

After accessing the pistons and cylinders within the opened crankcase, detaching the piston big end, also known as
the connecting rod, is the next step. This crucial component connects the piston to the crankshaft, transmitting the
force from combustion and facilitating the piston's movement. The removal process requires careful attention to
detail and proper tools to avoid damaging the connecting rod or other engine components. Here's what typically
needs to be done:

• Removing connecting rod bolts: The connecting rod is secured to the crankshaft by one or more bolts,
depending on the engine design. These bolts need to be unfastened using the appropriate wrench or socket
size, following any specific torque specifications outlined in a service manual.
• Separating the connecting rod: Once the bolts are removed, the connecting rod can be carefully
separated from the crankshaft. This might require gentle manoeuvring to avoid scraping or damaging the
bearing surfaces on the connecting rod or crankshaft.
 • Securing the piston and connecting rod assembly: As you detach the connecting rod, it's crucial to
maintain control of both the rod and the piston. This can be achieved by using various methods, such as
zip-tying the piston to the connecting rod or carefully placing them together on a clean, flat surface. This
step is essential to prevent them from falling or getting damaged during the process.

OPENING THE CAMSHAFT VALVE SPRING: -

Following the disassembly of the connecting rod, the next step involved addressing the valve spring. This crucial
component, responsible for returning the valves to their closed position after being opened by the camshaft,
requires careful handling due to the high forces involved. The process typically involves using a specialized tool to
compress the spring, allowing access to the valve keepers and retainers that secure the spring in place. Once
compressed, the keepers can be removed, and the spring carefully released while maintaining control to prevent
injuries. Remember, this step should only be attempted with proper training, tools, and following the specific
instructions in a service manual for your engine.

CALIBRATING THE BORE GAUGE: -

After completing the valve spring disassembly, the focus shifted towards precise measurement. To ensure accurate
readings when inspecting the cylinder bores, the bore gauge required calibration. This crucial step involved utilizing
a high-precision micrometre screw gauge. Here's how the calibration was likely conducted:

1. Setting the micrometre screw gauge to 75 mm: The micrometre’s spindle was carefully adjusted until
the distance between its anvils precisely matched 75 millimetres, as indicated by the scale and thimble
graduations.
2. Inserting the standard length rod: A standard length rod, also measuring exactly 75 millimetres, was
then inserted between the micrometre’s anvils. This rod acts as a known reference dimension to verify the
accuracy of the micrometre setting.
3. Verifying micrometre reading and adjusting if necessary: Once the rod was inserted, the micrometre
reading was observed. If it matched the expected value of 75 mm, the micrometre was considered correctly
set. However, if a slight deviation was observed, the micrometre’s zero point might require fine
adjustments using the dedicated mechanism until the reading aligned perfectly with the rod's known length.
TAKING BORE GAUGE READINGS:
After successfully calibrating the bore gauge, the next step involved taking precise measurements within the engine
cylinders. To ensure a comprehensive assessment of the cylinder's condition, readings were taken at three critical
positions:

• Top Dead Centre (TDC): This point represents the highest position of the piston within the cylinder.
The bore gauge was carefully inserted into the cylinder at TDC, and its reading was recorded. This
measurement provides insights into the cylinder's wear at the topmost point where the piston rings exert
significant pressure during combustion.
• Centre: Once the TDC reading was obtained, the engine was manually rotated to position the piston at the
approximate centre of its travel within the cylinder. The bore gauge was again inserted, and another reading
was taken. This measurement helps assess the wear throughout the cylinder's working length, providing
valuable information about potential variations in wear patterns.
• Bottom Dead Centre (BDC): Finally, the engine was rotated to position the piston at the bottom of its
travel, also known as Bottom Dead Centre (BDC). The bore gauge was inserted one last time, and its
reading was recorded. This measurement offers insights into the wear at the lower end of the cylinder
where the piston experiences less pressure compared to TDC.

By taking measurements at these three crucial positions, a comprehensive picture of the cylinder's overall condition
and potential wear patterns can be established. This information becomes crucial for further analysis, wear
calculations, and ultimately, determining the engine's overall health and the need for any necessary repairs or
replacements.

CALCULATIONS:
Location Bore gauge reading (mm)
Top Dead Center 74.01
Center 74.05
Bottom Dead Center 74.02

𝑊𝑒𝑎𝑟 = 𝐵𝑜𝑟𝑒 𝐺𝑎𝑢𝑔𝑒 𝑟𝑒𝑎𝑑𝑖𝑛𝑔 − 𝑁𝑜𝑚𝑖𝑛𝑎𝑙 𝑅𝑒𝑎𝑑𝑖𝑛𝑔

𝑊𝑒𝑎𝑟 𝑎𝑡 𝑇𝐷𝐶 = 74.01 − 74 = 0.01𝑚𝑚
𝑊𝑒𝑎𝑟 𝑎𝑡 𝐶𝑦𝑙𝑖𝑛𝑑𝑒𝑟 𝑐𝑒𝑛𝑡𝑒𝑟 = 74.05 − 74 = 0.05𝑚𝑚
𝑊𝑒𝑎𝑟 𝑎𝑡 𝐵𝐷𝐶 = 74.02 − 74 = 0.02𝑚𝑚

SAFETY MEASURES: -
 1. Work in a well-ventilated area: Avoid inhaling harmful fumes.
2. Wear safety glasses and gloves: Protect yourself from debris and fluids.
3. Consult a service manual: Follow specific instructions for your engine.
4. Disconnect the battery: Prevent accidental electrical sparks.
5. Use the right tools: Avoid damaging components and causing injuries.

RESULTS AND DISCUSSIONS: -

The engine cylinder inspection involved meticulous measurements using a calibrated bore gauge. Measurements
were taken at three crucial points within each cylinder: Top Dead Centre (TDC), centre, and Bottom Dead Centre
(BDC). The collected data, presented in a table (not shown here), will be used to analyse cylinder wear and assess the
engine's condition.

The next step involves calculating the wear for each measurement point in each cylinder. This will be done by
subtracting the measured bore diameter from the reference diameter of the standard rod (75 mm) and converting
the difference to micrometres (thousandths of a millimetre).

Once the wear values are calculated, a comprehensive analysis will be conducted. This analysis will involve
comparing wear values across different cylinders and measurement points. Any significant discrepancies in wear
between cylinders or variations in wear patterns across the cylinder height (TDC, centre, BDC) will be investigated
further.

Crucially, the calculated wear values will be compared to the acceptable wear limits specified in the engine's service
manual. This comparison will allow us to determine the overall condition of the engine cylinders. Are they within
acceptable wear limits, or do they indicate potential problems requiring repairs or replacements?

Furthermore, the observed wear patterns might shed light on the underlying causes of wear. For instance, uneven
wear across the cylinder height could suggest issues with piston ring alignment or lubrication.

CONCLUSION: -
In conclusion, the data collected from the bore gauge measurements will be meticulously analysed to assess the
engine's cylinder condition. The calculated wear values and their comparison to acceptable limits will be central to
this process. Based on the analysis, recommendations for further actions, such as repairs, replacements, or further
investigation, will be formulated.