3.4L (DOHC) Engine Mechanical Specifications
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Engine Components and Filters: Damage Profiles, Probable Causes and Prevention
ENGINE COMPONENTS AND FILTERS: DAMAGE PROFILES, PROBABLE CAUSES AND PREVENTION Technical Information AFTERMARKET Contents 1 Introduction 5 2 General topics 6 2.1 Engine wear caused by contamination 6 2.2 Fuel flooding 8 2.3 Hydraulic lock 10 2.4 Increased oil consumption 12 3 Top of the piston and piston ring belt 14 3.1 Hole burned through the top of the piston in gasoline and diesel engines 14 3.2 Melting at the top of the piston and the top land of a gasoline engine 16 3.3 Melting at the top of the piston and the top land of a diesel engine 18 3.4 Broken piston ring lands 20 3.5 Valve impacts at the top of the piston and piston hammering at the cylinder head 22 3.6 Cracks in the top of the piston 24 4 Piston skirt 26 4.1 Piston seizure on the thrust and opposite side (piston skirt area only) 26 4.2 Piston seizure on one side of the piston skirt 27 4.3 Diagonal piston seizure next to the pin bore 28 4.4 Asymmetrical wear pattern on the piston skirt 30 4.5 Piston seizure in the lower piston skirt area only 31 4.6 Heavy wear at the piston skirt with a rough, matte surface 32 4.7 Wear marks on one side of the piston skirt 33 5 Support – piston pin bushing 34 5.1 Seizure in the pin bore 34 5.2 Cratered piston wall in the pin boss area 35 6 Piston rings 36 6.1 Piston rings with burn marks and seizure marks on the 36 piston skirt 6.2 Damage to the ring belt due to fractured piston rings 37 6.3 Heavy wear of the piston ring grooves and piston rings 38 6.4 Heavy radial wear of the piston rings 39 7 Cylinder liners 40 7.1 Pitting on the outer -
Timing Belt Interference Caution Note: Camshaft
Carmax 6067 170 Turnpike Rd Westborough, MA 01581 YMMS: 1991 Chevrolet Lumina Z34 Sep 3, 2020 Engine: 3.4L Eng License: VIN: Odometer: TIMING BELT INTERFERENCE CAUTION NOTE: CAMSHAFT DRIVE BELTS OR TIMING BELTS - The condition of camshaft drive belts should always be checked on vehicles which have more than 50,000 miles. Although some manufacturers do not recommend replacement at a specified mileage, others require it at 60,000-100,000 miles. A camshaft drive belt failure may cause extensive damage to internal engine components on most engines, although some designs do not allow piston-to-valve contact. These designs are often called "Free Wheeling". Many manufacturers changed their maintenance and warranty schedules in the mid-1980's to reflect timing belt inspection and/or replacement at 50,000- 60,000 miles. Most service interval schedules shown in this section reflect these changes. Belts or components should be inspected and replaced if any of the following conditions exist: Crack Or Tears In Belt Surface Missing, Damaged, Cracked Or Rounded Teeth Oil Contamination Damaged Or Faulty Tensioners Incorrect Tension Adjustment REMOVAL & INSTALLATION Tip: Timing belt CAUTION: For 1996-97 models, this application is an interference engine. Do not rotate camshaft or crankshaft when timing belt is removed, or engine damage may occur. NOTE: The camshaft timing procedure has been updated by TSB bulletin No. 47-61-34, dated December, 1994. REMOVAL Tip: timing 3.4 x motor 1. Disconnect negative battery cable. Remove air cleaner and duct assembly. Drain engine coolant. 2. Remove accelerator and cruise control cables from throttle body. -
Mean Value Modelling of a Poppet Valve EGR-System
Mean value modelling of a poppet valve EGR-system Master’s thesis performed in Vehicular Systems by Claes Ericson Reg nr: LiTH-ISY-EX-3543-2004 14th June 2004 Mean value modelling of a poppet valve EGR-system Master’s thesis performed in Vehicular Systems, Dept. of Electrical Engineering at Linkopings¨ universitet by Claes Ericson Reg nr: LiTH-ISY-EX-3543-2004 Supervisor: Jesper Ritzen,´ M.Sc. Scania CV AB Mattias Nyberg, Ph.D. Scania CV AB Johan Wahlstrom,¨ M.Sc. Linkopings¨ universitet Examiner: Associate Professor Lars Eriksson Linkopings¨ universitet Linkoping,¨ 14th June 2004 Avdelning, Institution Datum Division, Department Date Vehicular Systems, Dept. of Electrical Engineering 14th June 2004 581 83 Linkoping¨ Sprak˚ Rapporttyp ISBN Language Report category — ¤ Svenska/Swedish ¤ Licentiatavhandling ISRN ¤ Engelska/English ££ ¤ Examensarbete LITH-ISY-EX-3543-2004 ¤ C-uppsats Serietitel och serienummer ISSN ¤ D-uppsats Title of series, numbering — ¤ ¤ Ovrig¨ rapport ¤ URL for¨ elektronisk version http://www.vehicular.isy.liu.se http://www.ep.liu.se/exjobb/isy/2004/3543/ Titel Medelvardesmodellering¨ av EGR-system med tallriksventil Title Mean value modelling of a poppet valve EGR-system Forfattare¨ Claes Ericson Author Sammanfattning Abstract Because of new emission and on board diagnostics legislations, heavy truck manufacturers are facing new challenges when it comes to improving the en- gines and the control software. Accurate and real time executable engine models are essential in this work. One successful way of lowering the NOx emissions is to use Exhaust Gas Recirculation (EGR). The objective of this thesis is to create a mean value model for Scania’s next generation EGR system consisting of a poppet valve and a two stage cooler. -
Small Engine Parts and Operation
1 Small Engine Parts and Operation INTRODUCTION The small engines used in lawn mowers, garden tractors, chain saws, and other such machines are called internal combustion engines. In an internal combustion engine, fuel is burned inside the engine to produce power. The internal combustion engine produces mechanical energy directly by burning fuel. In contrast, in an external combustion engine, fuel is burned outside the engine. A steam engine and boiler is an example of an external combustion engine. The boiler burns fuel to produce steam, and the steam is used to power the engine. An external combustion engine, therefore, gets its power indirectly from a burning fuel. In this course, you’ll only be learning about small internal combustion engines. A “small engine” is generally defined as an engine that pro- duces less than 25 horsepower. In this study unit, we’ll look at the parts of a small gasoline engine and learn how these parts contribute to overall engine operation. A small engine is a lot simpler in design and function than the larger automobile engine. However, there are still a number of parts and systems that you must know about in order to understand how a small engine works. The most important things to remember are the four stages of engine operation. Memorize these four stages well, and everything else we talk about will fall right into place. Therefore, because the four stages of operation are so important, we’ll start our discussion with a quick review of them. We’ll also talk about the parts of an engine and how they fit into the four stages of operation. -
Belt Drive Systems: Potential for CO2 Reductions and How to Achieve Them
19 Belt drive 19 Belt drive Belt drive 19 Belt drive systems Potenti al for CO2 reducti ons and how to achieve them Hermann Sti ef Rainer Pfl ug Timo Schmidt Christi an Fechler 19 264 Schaeffl er SYMPOSIUM 2010 Schaeffl er SYMPOSIUM 2010 265 19 Belt drive Belt drive 19 If required, double-row Introducti on Tension pulleys and angular contact ball Single and double eccentric tensioners bearings (Figure 3) are Schaeffl er has volume produced components for idler pulleys used that also have an belt drive systems since 1977. For the past 15 years, opti mized grease sup- Schaeffl er has worked on the development of com- One use of INA idler pulleys is to reduce noise in ply volume. These plete belt drive systems in ti ming drives (Figure 1) criti cal belt spans, to prevent collision problems bearings are equipped as well as in accessory drives (Figure 2). with the surrounding structure, to guide the belt with high-temperature or to increase the angle of belt wrap on neighbor- rolling bearing greases ing pulleys. These pulleys have the same rati ng and appropriate seals. life and noise development requirements as belt Standard catalog bear- tensioning systems. For this applicati on, high-pre- ings are not as suitable Pulleys Variable camsha ming cision single-row ball bearings with an enlarged for this applicati on. grease supply volume have proven suffi cient. The tension pulleys in- stalled consist of single or double-row ball bearings specially de- veloped, opti mized and manufactured by INA for use in belt drive ap- Idler pulleys plicati ons. -
Decoupled Pulley Fax +49 6201 25964-11 Fax +39 0121 369299
The typical crankshaft vibrations are compensated by employing high quality decoupled belt pulleys. This minimizes the transmission of vibrations to other vehicle components and the associated effects on the entire vehicle. So you can enjoy undisturbed ride comfort. CORTECO GmbH CORTECO S.r.l.u. SEALING VIBRATION CONTROL CABIN AIR FILTER Badener Straße 4 Corso Torino 420/D 69493 Hirschberg 10064 Pinerolo (TO) Germanny Italy Corteco original quality Tel. +49 6201 25964-0 Tel. +39 0121 369269 Decoupled PULLEY Fax +49 6201 25964-11 Fax +39 0121 369299 CORTECO S.A.S. CORTECO Ltd. Z.A. La Couture Unit 6, Wycliffe Industrial 87140 Nantiat Park Complex inner workings: France Lutterworth The decoupled belt pulley Tel. +33 5 55536800 Leicestershire is joined to the torsional Fax +33 5 55536888 LE17 4HG vibration damper by a United Kingdom highly elastic elastomer Tel. +44 1455 550000 part, thereby offering opti- www.corteco.com Fax +44 1455 550066 mum damping properties. 19036674 SIG-08/2012 THE belt DRIVE MOVES A EXPENSIVE economic Satisfied customers NUMBER OF THINGS MEASURES ARE GOOD customers No matter whether a drive belt is too loud or ancillary units are damaged by vibration – belt drive decoupling deficiencies are always associated with dissatisfaction. Anyone not using original parts for a decoupled belt pul- ley is making a false saving. Cheap counterfeit products generally lead to complaints after a short running time and loss of customer confidence. On the other hand, ori- ginal parts from CORTECO still work reliably, often after 100,000 kilometers. Transmission of crankshaft vibrations to ancillary units can produce an increased noise level, severe wear of adjoi- Original: after 100,000 km in the vehicle The decoupled belt pulley should be checked after about ning components and undesirable vehicle vibration. -
A Model-Based Design Approach to Redesign a Crankshaft for Powder Metal Manufacturing
A model-based design approach to redesign a crankshaft for powder metal manufacturing VASILEIOS ANGELOPOULOS Master of Science Thesis Stockholm, Sweden 2015 A model-based design approach to redesign a crankshaft for powder metal manufacturing VASILEIOS ANGELOPOULOS Master of Science Thesis MMK 2015:100 MKN 154 KTH Industrial Engineering and Management Machine Design SE-100 44 STOCKHOLM Examensarbete MMK 2015:100 MKN 154 En modellbaserad designstrategi att omkonstruera en vevaxel för pulvermetallurgi Angelopoulos Vasileios Godkänt Examinator Handledare 2015-11-08 Ulf Sellgren Stefan Björklund Uppdragsgivare Kontaktperson Höganäs ab Marcus Persson Sammanfattning En vevaxel är en motorkomponent som används för att omvandla den fram- och återgående rörelsen hos kolv och vevstake till en roterande rörelse. De klassiska metoderna att tillverka vevaxlar har varit dominerande och inte gett någon plats för alternativa tillverkningsmetoder. Powder manufacturing är en metod som kan revolutionera produktionens effektivitet och ekonomi. För att denna tillverkningsmetod ska vara möjlig måste vevaxeln tillverkas i delar. Webs, counter-weights och journal shafts måste produceras individuellt för att sedan sammanfogas. Den största utmaningen för denna avhandling är att förstå om vevaxelns counter webs kan tillverkas med samma form eller med så få olika former som möjligt. Denna avhandling handlar främst om att fastställa dessa tekniska krav och föreslå en ny, modulär design för PM. En kinematisk-kinetisk analys utförs med hjälp av en befintlig vevaxel som skannats och omvandlats till en CAD-modell. De numeriska värdena jämförs med en MBS-modell från Adams. Vevaxeln analyseras med avseende på balansering då motvikternas placering, massa och geometriska egenskaper undersöks. Nya modeller som följer de tekniska krav som krävs skapas och utvärderas med Pugh-matris. -
Intake Throttle and Pre-Swirl Device for LP EGR Systems
Intake Throttle and Pre-swirl Device for Low-pressure EGR Systems Knowledge Library Knowledge Library Intake Throttle and Pre-swirl Device for Low-pressure EGR Systems Low-pressure EGR systems to reduce emissions are state of the art for diesel engines. They offer efficiency benefits compared to high-pressure EGR systems and will gain further importance. BorgWarner shows the potential of a so-called Inlet Swirl Throttle to make use of the losses and turn them into a pre-swirl motion of the intake air entering the turbocharger to improve the aerodynamics of the compressor. By Urs Hanig, Program Manager for PassCar Systems at BorgWarner and a member of BorgWarner’s Corporate Advanced R&D Organisation Technology to meet future Emission the compressor. Obviously, pre-swirl will have a Standards positive impact on the compressor also in are- Low-pressure EGR systems (LP EGR sys- as where no throttling is required. So the IST tems), see Figure 1 , for gasoline engines yield can be used to improve engine efficiency and significant fuel consumption benefits, they are performance also in regions where no throttling also an important technology to meet future or EGR is required. emission standards (e.g. Real Driving Emissi- ons) [1 ]. To achieve the targeted EGR rates in Approach and Modes of Operation particular on diesel engines throttling the LP With IST the throttling effect is achieved by ad- EGR path is necessary in some areas of the justable inlet guide vanes in the fresh air duct. engine operating map. This can be done either In other words, IST is an intake throttle desi- on the exhaust or the intake side but to throttle gned as a compressor pre-swirl device. -
Wärtsilä 32 PRODUCT GUIDE © Copyright by WÄRTSILÄ FINLAND OY
Wärtsilä 32 PRODUCT GUIDE © Copyright by WÄRTSILÄ FINLAND OY COPYRIGHT © 2021 by WÄRTSILÄ FINLAND OY All rights reserved. No part of this booklet may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the copyright owner. THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS BOOKLET OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN. Wärtsilä 32 Product Guide Introduction Introduction This Product Guide provides data and system proposals for the early design phase of marine engine installations. For contracted projects specific instructions for planning the installation are always delivered. Any data and information herein is subject to revision without notice. This 1/2021 issue replaces all previous issues of the Wärtsilä 32 Project Guides. Issue Published Updates 1/2021 15.03.2021 Technical data updated. -
Electronic Throttle Body
New ELECTRONIC THROTTLE BODY Because of the exacting standards of our proprietary engineering Product Description processes, all CARDONE 100% New Electronic Throttle Bodies are guaranteed to fit and function like the original. Critical components Features and Benefits such as the housing, throttle plate, position sensors, and throttle Signs of Wear and actuator motor, all conform to the precise dimensions as designed by Troubleshooting the O.E. Manufacturer – meaning each unit is guaranteed to last and perform consistently under all driving conditions. FAQs • Critical components used in manufacturing the electronic throttle body, including the housing, throttle plate, position sensors, throttle actuator motor and throttle plate return spring conform to precise O.E. dimensions. • Each throttle body is tested for all critical functions, including response time and air flow at multiple points, ensuring an optimal fuel/air ratio. • 100% computerized testing of motor, throttle position sensor and articulation ensures reliable and consistent performance. • Each unit is guaranteed to fit and function like the original. Signs of Wear and Troubleshooting • Throttle position sensor codes stored • Consistent reduced engine power • Intermittent reduced engine power • Low idle RPM • Idle RPM hunt or erratic idle Subscribe to receive email notification whenever cardone.com we introduce new products or technical videos. Tech Service: 888-280-8324 Click Electronics Tech Help for technical tips, articles and installation videos. Rev Date:Rev 063015 Date: -
Twin Air Powerflow Throttle Body Kit
Mounting Instructions Powerflow Throttle Body Kit Twin Air Powerflow Throttle Body Kit Configuration # 1: Can significantly increase horsepower and throttle response in low to mid- range. This configuration uses the following parts supplied in the packaging: orange intake tube, shaft, butterfly valve (small diameter) and two bolts. Configuration # 1 (The tubes shown in this mounting instruction may be different than your application) Instructions: 1. Remove your throttle body from your motorcycle. Check your motorcycle manual for reference. 2. Connect a TPS-tool (Throttle Positioning Sensor tool, Picture 14, also available from Twin Air) to the TPS-sensor connector; connect the cables as recommended in the TPS connection tables on page 3. 3. Write down the TPS-sensor position read-out on 0% throttle position before disassembling the TPS-sensor. You will need this value at step 13. 4. Grind off the ends off the screws with a file. Remove the screws. (Picture 1 and 2) Picture 1 Picture 2 Page 1 of 5 Mounting Instructions Powerflow Throttle Body Kit 5. Remove the butterfly valve, by holding the throttle body at full throttle. (Picture 3) Picture 3 6. Remove the screws that holds the TPS-sensor. Remove TPS-sensor. (Picture 4) Picture 4 7. Remove the 11mm nut that holds the shaft. (Picture 5 and 6) Picture 5 Picture 6 8. Remove the original shaft by pulling it out on the TPS-sensor side. Page 2 of 5 Mounting Instructions Powerflow Throttle Body Kit 9. Insert the Twin Air throttle tube. Maneuverer it around to make sure the holes match. (Picture 7 and 8) Picture 7 Picture 8 10. -
SL2016-634: Ridge Wear at Crankpin Journals
Service Letter SL2016-634/JNN Action code: WHEN CONVENIENT Ridge Wear at Crankpin Journals SL2016-634/JNN November 2016 Dear Sirs Concerns This service letter contains important information about the develop- Owners and operators of ment of ridge wear at the crankshaft journal and the precautions re- MAN four-stroke diesel engines. quired in connection with the replacement of connecting rod bearings. Type: If the ridge is not addressed, this may cause severe engine damage GenSets: L16/24(S), L21/31(S), with a possible loss of property and life. L27/38(S), L23/30H/DF, L23/30S, Ridge wear will inevitably develop over time at the crank pin journal. L28/32H/DF, L28/32S, V28/32H, The wear pattern is caused by abrasive impurities that remain in the V28/32S lube oil. Efficient lube oil cleaning is therefore essential to keep the Propulsion: L21/31, L27/38, L23/30(A), development of ridge wear as low as possible in trunk engines. V23/30(A), L28/32(A), V28/32(A) If you have any questions or comments, please forward your email to [email protected] with reference to this service letter. Yours faithfully Mikael C. Jensen Jørgen Paaske Nielsen Vice President Superintendent Engineer Engineering Operation MAN Diesel & Turbo MAN Diesel & Turbo MAN Diesel & Turbo H. Christoffersensvej 6 Niels Juels Vej 15 Branch of MAN Diesel & Turbo SE, 4960 Holeby 9900 Frederikshavn Germany Denmark Denmark CVR No.: 31611792 Phone: +45 54 69 31 00 Phone: +45 96 20 41 00 Head office: Teglholmsgade 41 Fax: +45 54 69 30 30 Fax: +45 96 20 40 30 2450 Copenhagen SV, Denmark [email protected] [email protected] German Reg.No.: HRB 22056 Amtsgericht Augsburg www.mandieselturbo.com Service Letter SL2016-634/JNN Ridge wear will inevitably develop over time at the crank pin journal.