Service Bulletin 13-081
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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 -
Spark Plug Condition Chart
Spark Plug Condition Chart Normal Mechanical Damage Oil Fouled May be caused by a foreign object that Too much oil is entering the combustion has accidentally entered the combus- Combustion deposits are slight chamber. This is often caused by piston tion chamber. When this condition is and not heavy enough to cause rings or cylinder walls that are badly discovered, check the other cylinders to any detrimental effect on engine worn. Oil may also be pulled into the prevent a recurrence, since it is possi- performance. Note the brown to chamber because of excessive clear- ble for a small object to "travel" from greyish tan color, and minimal ance in the valve stem guides. If the one cylinder to another where a large amount of electrode erosion which PCV valve is plugged or inoperative it degree of valve overlap exists. This clearly indicates the plug is in the can cause a build-up of crankcase pres- condition may also be due to improper correct heat range and has been sure which can force oil and oil vapors reach spark plugs that permit the piston operating in a "healthy" engine. past the rings and valve guides into the to touch or collide with the firing end. combustion chamber. Overheated Insulator Glazing Pre-Ignition A clean, white insulator firing tip and/or excessive electrode ero- Usually one or a combination of several sion indicates this spark plug con- Glazing appears as a yellowish, var- dition. This is often caused by over engine operating conditions are the nish-like color. This condition indicates prime causes of pre-ignition. -
UNIVERSAL-- AMERICAN LEADER in MARINE POWER Slnce 1898
MANUAL NO. 1-89 ---UNIVERSAL-- AMERICAN LEADER IN MARINE POWER SlNCE 1898 SERVICE MANUAL MODELS M-12 M2-t2 M3-20 M4-30 M-18 M-25 M-25XP M-35 -------[IDID]]~o~I----- MANUAL NO. 1-89 ---UNIVERSAL-- AMERICAN LEADER IN MARINE POWER SlNCE 1898 SERVICE MANUAL MODELS M-12 M2-t2 M3-20 M4-30 M-18 M-25 M-25XP M-35 -------[IDID]]~o~I----- CONTENTS NOTE: Refer to the beginning of the individual sections for a complete table of contents for that section. SECTION I - SPECIFICATIONS .................................................... 1-38 SECTION II - PREVENTIVE MAINTENANCE ........................................ 39-44 SECTION III - CONSTRUCTION AND FUNCTION .................................... 45-50 SECTION IV - LUBRICATION, COOLING, AND FUEL SYSTEMS ....................... 51-69 SECTION V - ELECTRICAL SYSTEM ............................................. 71-102 SECTION VI - DISASSEMBLY AND REASSEMBLy ................................ 103-150 SECTION VII - DYNAMO AND REGULATOR ...................................... 151-165 TROUBLESHOOTING ......................................................... 166-175 NOTES ii SECTION I - SPECIFICATIONS Model M-12 ..................................................................... 2,3 Model M2-12 .................................................................... 4,5 Model M3-20 . 6,7 Model M4-30 .................................................................... 8,9 Model M-18 ................................................................... 10,11 Model M-25 .................................................................. -
Digital Twin and Triple Spark Ignition in Four- Stroke Internal Combustion Engines of Two- Wheelers
International Journal of Innovations in Engineering and Technology (IJIET) Digital Twin and Triple Spark Ignition in Four- Stroke Internal Combustion Engines of Two- Wheelers G.V.N.B.Prabhkar Department Of Mechanical Engineering, V.K.R, V.N.B &A.G.K College of Engineering B.Kiran Babu Department Of Mechanical Engineering, V.K.R, V.N.B &A.G.K College of Engineering K.Durga Prasad Department Of Mechanical Engineering, V.K.R, V.N.B &A.G.K College of Engineering Abstract - Today it is a common trend. It has become a fashion for the people especially living in urban areas to ride such vehicles. Now the companies even want to launch such vehicles that attract the younger generation. This can be achieved by technology known as DTSi. Due to DTSi (digital twin spark ignition) system it is possible to combine strong performance and fuel efficiency. The improved engine efficiency modes have also resulted in lowered fuel consumption. The efficiency of these small engines were enhanced with increased power output just by increasing the number of fuel igniting element i.e. Spark Plug. Spark ignition is one of the most vital systems of an engine. Any variation in the spark timing and number of sparks per minute affects the engine performance severely. Thus a good design and control of the system parameters becomes most essential for optimum performance of an engine. Due to Digital Twin Spark Ignition system it is possible to combine strong performance and higher fuel efficiency. DTSi offers many advantages over conventional mechanical spark ignition system. -
Piston and Connecting Rod Assembly January 2013
1 50-13 1 1 50-13 SUBJECT DATE Installation of the Piston and Connecting Rod Assembly January 2013 Additions, Revisions, or Updates Publication Number / Title Platform Section Title Change DDC-SVC-MAN-0081 Piston and Connecting DD Platform Added special tool chart. Altered wording in step 21. Rod Assembly All information subject to change without notice. 3 1 50-13 Copyright © 2013 DETROIT DIESEL CORPORATION 2 Installation of the Piston and Connecting Rod Assembly 2 Installation of the Piston and Connecting Rod Assembly Table 1. Service Tools Used in the Procedure Tool Number Description W470589011400 DD13 Carbon Scraper Ring tool W470589021400 DD15 Carbon Scraper Ring tool W470589005900 DD13 Piston Ring Compressor J-47386 DD15/16 Piston Ring Compressor W470589015900 DD15/16 Piston Ring Compressor W470589002500 DD15/16 Cylinder Head Leak Tool NOTICE: DO NOT over-expand the piston rings. Over expansion of the piston rings during installation can lead to hairline cracks resulting in ring failure. Install as follows: 1. If the rings have been removed, install them into the grooves of the piston and rotate 120° apart as follows: a. Install the oil ring expander in the lowest groove in the piston. b. Install the oil control ring (top label up) in the lowest groove around the oil ring expander. c. Install the compression ring (top label up) in the middle groove. d. Install the fire ring (top label up) in the top groove. 2. Allowable new ring end gaps for (A), (B), and (C) are shown below. 4 All information subject to change without notice. Copyright © 2013 DETROIT DIESEL CORPORATION 1 50-13 1 50-13 Table 2. -
Small Gasoline Engine Repair, Troubleshooting and Tips
http://waterheatertimer.org Small Gasoline troubleshooting Engine Repair and Tips Three step approach Determine why a small engine will not start or run properly. Welcome to Find N Choose, your free information site. Fuel - Spark - Compression A gasoline engine needs the following three essentials to "run" In time problems develop with fuel delivery, spark or compression, it only takes one of these to fail to prevent an engine from starting or to run. The first step is to determine which of these is at fault. Three Step Trouble Shooting Spark Place the engine out of bright sunlight, remove the spark plug, reconnect the ignition wire to the spark plug and lie it on the engine head, or metal of the engine, where it makes a path to ground of the engine. Give the rope a tug and observe whether there is a good spark jumping the spark plug electrode gap. A good blue spark is ideal, If there is no spark, try changing the spark plug, and try this test again. No spark indicates ignition problems. 1 of 15 7/25/2011 5:35 PM Small Gasoline Engine Repair, Troubleshooting and Tips http://www3.telus.net/findNchoose/smallenginerepair.html Note the colors and sound to the spark. A fat blue spark that cracks audibly indicates a very good spark. A white spindly sparks indicates a problem in the spark producing mechanism (check grounding of spark coil first) A reddish sparks usually indicate burnt points, or a failing condenser. A weak spark may not ignite the fuel-air under compression. If there is a spark, the problem lies either in fuel delivery, or in the compression of the engine. -
Technical Information on Considerations When Choosing and Operating a Spark-Plug Sensor Solution
TECHNICAL INFORMATION ON CONSIDERATIONS WHEN CHOOSING AND OPERATING A SPARK-PLUG SENSOR SOLUTION This paper describes characteristics that must be considered when choosing the correct instrumented spark plugs to substitute for the original standard spark-plugs of an engine in order to allow reliable pressure measurements via the spark-plug bore. Electrode gap The integration of a pressure measurement function requires space inside the spark-plug body. This results in a smaller ceramic insulator for the spark-plug function, and therefore a lower arc-over resistivity. To compensate for the lower arc-over resistivity, the ignition voltage must be low enough to avoid damage to the unit. To reduce the ignition voltage, the Electrode Gap needs to be chosen wisely. This will ensure safe and long lasting operation of the unit. On the other hand, to avoid misfire and therefore insure proper ignition of the air-fuel mixture, the arc of the Electrode Gap requires a minimum length. Choosing this gap will require a tradeoff between a minimum suffi- cient size gap and engine operating condition versus risking an internal arc-over. The maximum Electrode Gap (EG) is determined by the Final Compression Pressure (FCP) from the compression stroke, as this is a convenient metric that is roughly proportional to the demand voltage required to jump the gap in the spark plug. It is neces- sary to match the spark-plug specifications exactly to have reliable firing of the engine and to insure that the demand voltage is not exceeding component limits to avoid permanent damage of the spark-plug sensor assembly. -
Recall Bulletin
Bulletin No.: 07035D Date: September 2016 Recall Bulletin PRODUCT SAFETY RECALL SUBJECT: Engine Compartment Fire MODELS: 1997-2003 Buick Regal GS 1997-2003 Pontiac Grand Prix GTP Equipped with a 3.8L V6 Supercharged Engine (RPO L67 – VIN 1) This bulletin is being revised to enhance the Service Procedure with additional information to assure proper sealing of the replacement valve cover gasket, and to add the customer re-contact letter to the end of the bulletin. Please discard all copies of bulletin 07035C. It is a violation of Federal law for a dealer to deliver a new motor vehicle or any new or used item of motor vehicle equipment (including a tire) covered by this notification under a sale or lease until the defect or noncompliance is remedied. All involved vehicles that are in dealer inventory must be held and not delivered to customers, dealer traded, or used for demonstration purposes until the repair contained in this bulletin has been performed on the vehicle. CONDITION General Motors has decided that a defect, which relates to motor vehicle safety, exists in certain 1997-03 model year Buick Regal GS and Pontiac Grand Prix GTP model vehicles, equipped with a 3.8L V6 Supercharged (RPO L67 – VIN 1) engine. Some of these vehicles have a condition in which drops of engine oil may be deposited on the exhaust manifold through hard braking. If this condition occurs, and if a hot surface ignition source were present, an engine compartment fire could occur. CORRECTION Dealers are to replace the engine’s front valve cover and front valve cover gasket with new parts of an improved design. -
Investigation of Micro-Pilot Fuel Ignition System for Large Bore Natural Gas Engines
2004 Gas Machinery Conference Albuquerque, NM INVESTIGATION OF MICRO-PILOT FUEL IGNITION SYSTEM FOR LARGE BORE NATURAL GAS ENGINES Scott A. Chase, Daniel B. Olsen, and Bryan D. Willson Colorado State University Engines and Energy Conversion Laboratory Mechanical Engineering Department Fort Collins, CO 80523 and oxides of nitrogen (NOx) below their original ABSTRACT design values. The cost of replacing these engines is This investigation assesses the feasibility of a highly prohibitive creating a need for retrofit retrofit diesel micro-pilot ignition system on a technologies to reduce emissions within the current Cooper-Bessemer GMV-4TF two-stroke cycle standards. natural gas engine with a 14” (36 cm) bore and a One of the current retrofit technologies 14” (36 cm) stroke. The pilot fuel injectors are being investigated is a pilot fuel ignition system. installed in a liquid cooled adapter mounted in a Pilot fuel ignition systems have been investigated spark plug hole. The engine is installed with a set of by a number of engine manufactures with a high dual-spark plug heads, with the other spark plug degree of success. Pilot fuel ignition systems used to start the engine. A high pressure, common- implemented on large bore reciprocating engines rail, diesel fuel delivery system is employed and employ natural gas as the primary fuel. Natural gas customizable power electronics control the current is either inducted into the cylinder through an intake signal to the pilot injectors. manifold or directly injected into the cylinder. In Three independent micropilot variables are order to initiate combustion, a small amount of pilot optimized using a Design of Experiments statistical fuel is injected into the cylinder self igniting at technique to minimize a testing variable consisting compression temperatures. -
1 Fuels and Combustion Bengt Johansson
1 1 Fuels and Combustion Bengt Johansson 1.1 Introduction All internal combustion engines use fuel as the source for heat driving the thermo- dynamic process that will eventually yield mechanical power. The fuel properties are crucial for the combustion process. Some combustion processes require a fuel that is very prone to ignition, and some have just the opposite requirement. Often, there is a discussion on what is the optimum. This optimum can be based on the fuel or the combustion process. We can formulate two questions: • What is the best possible fuel for combustion process x? • What is the best possible combustion process for fuel y? Both questions are relevant and deserve some discussion, but it is very seldom that the fuel can be selected without any considerations, and similarly, there is only a limited selection of combustion processes to choose from. This brief intro- duction discusses the combustion processes and the link to the fuel properties that are suitable for them. Thus, it is more in the line of the first question ofthe aforementioned two. 1.2 The Options For internal combustion engines, there are three major combustion processes: • Spark ignition (SI) with premixed flame propagation • Compression ignition (CI) with nonpremixed (diffusion) flame • Homogeneous charge compression ignition, HCCI with bulk autoignition of a premixed charge. These three processes can be expressed as the corner points in a triangle accord- ing to Figure 1.1. Within this triangle, all practical concepts reside. Some are a combination of SI and HCCI, some a combination of SI and CI, and others a Biofuels from Lignocellulosic Biomass: Innovations beyond Bioethanol, First Edition. -
Scuderi Split Cycle Engine: a Review
Int. J. Mech. Eng. & Rob. Res. 2013 Anshul Jangalwa et al., 2013 ISSN 2278 – 0149 www.ijmerr.com Vol. 2, No. 4, October 2013 © 2013 IJMERR. All Rights Reserved Review Article SCUDERI SPLIT CYCLE ENGINE: A REVIEW Anshul Jangalwa1*, Aditya Kumar Singh1, Akshay Jain1 and Ankit Barua1 *Corresponding Author: Anshul Jangalwa, [email protected] Internal Combustion engines have become a very important prime movers in today’s life, there study is also an active field of research for many automobile industries and also has its environmental concerns. IC engines are used not only in automobile industries but are also used in transportation in sea as well as air, as a prime mover for electric generators and in industrial applications. There efficiencies and there environmental impacts are very crucial. A new IC engine developed by the Scuderi group called ‘Scuderi Split Cycle Engine’ is described in this review paper. It is more efficient than a conventional engine and also have less emissions. Keywords: Conventional engine, Efficiency, Split cycle INTRODUCTION different groups all over the world. Various Scuderi Split-cycle engines divides the four engineers and scientists worked on it to strokes of intake, compression, power, and explore the possibility of the split cycle engine. exhaust into two separate but paired cylinders. But, none has matched the efforts and the The first cylinder is used for intake and results obtained by Late Carmelo J. Scuderi. compression. The compressed air is then He gave his entire life for the Scuderi split cycle transferred through a crossover passage from engine. The Scuderi Group, an engineering the compression cylinder into the expansion and licensing company based in West cylinder, where combustion and exhaust occur. -
The Influence of Lubricant Degradation on Measured Piston Ring Film Thickness in a Fired Gasoline Reciprocating Engine
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Bradford Scholars The Influence of Lubricant Degradation on Measured Piston Ring Film Thickness in a Fired Gasoline Reciprocating Engine Rai Singh Notay1), Martin Priest2) and Malcolm F Fox2) 1) [email protected] 2) Faculty of Engineering and Informatics, University of Bradford, Bradford, BD7 1DP, UK Abstract A laser induced fluorescence system has been developed to visualise the oil film thickness between the piston ring and cylinder wall of a fired gasoline engine via a small optical window mounted in the cylinder wall. A fluorescent dye was added to the lubricant in the sump to allow the lubricant to fluoresce when absorbing laser radiation. The concentration of the dye did not disturb the lubricant chemistry or its performance. Degraded engine oil samples were used to investigate the influence of lubricant quality on ring pack lubricant film thickness measurements. The results show significant differences in the lubricant film thickness profiles for the ring pack when the lubricant degrades which will affect ring pack friction and ultimately fuel economy. 1. Introduction With the drive towards better energy resource utilisation and an improved environment, current automotive engine tribology research is geared towards reduced pollutant emissions and improved efficiency. A large proportion of the internal friction of an engine is due to the piston assembly, comprising the piston ring pack and the piston skirt, and the lubricant in the ring pack also plays a vital role in exhaust emissions control [1, 2]. Demands on the engine lubricant to help improve engine efficiency are becoming more intense and recent engine technology, such as engine downsizing and stop start functions, are increasing the stress on modern engine lubricants.