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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 -
SV470-SV620 Service Manual
SV470-SV620 Service Manual IMPORTANT: Read all safety precautions and instructions carefully before operating equipment. Refer to operating instruction of equipment that this engine powers. Ensure engine is stopped and level before performing any maintenance or service. 2 Safety 3 Maintenance 5 Specifi cations 13 Tools and Aids 16 Troubleshooting 20 Air Cleaner/Intake 21 Fuel System 31 Governor System 33 Lubrication System 35 Electrical System 44 Starter System 47 Emission Compliant Systems 50 Disassembly/Inspection and Service 63 Reassembly 20 690 01 Rev. F KohlerEngines.com 1 Safety SAFETY PRECAUTIONS WARNING: A hazard that could result in death, serious injury, or substantial property damage. CAUTION: A hazard that could result in minor personal injury or property damage. NOTE: is used to notify people of important installation, operation, or maintenance information. WARNING WARNING CAUTION Explosive Fuel can cause Accidental Starts can Electrical Shock can fi res and severe burns. cause severe injury or cause injury. Do not fi ll fuel tank while death. Do not touch wires while engine is hot or running. Disconnect and ground engine is running. Gasoline is extremely fl ammable spark plug lead(s) before and its vapors can explode if servicing. CAUTION ignited. Store gasoline only in approved containers, in well Before working on engine or Damaging Crankshaft ventilated, unoccupied buildings, equipment, disable engine as and Flywheel can cause away from sparks or fl ames. follows: 1) Disconnect spark plug personal injury. Spilled fuel could ignite if it comes lead(s). 2) Disconnect negative (–) in contact with hot parts or sparks battery cable from battery. -
Poppet Valve
POPPET VALVE A poppet valve is a valve consisting of a hole, usually round or oval, and a tapered plug, usually a disk shape on the end of a shaft also called a valve stem. The shaft guides the plug portion by sliding through a valve guide. In most applications a pressure differential helps to seal the valve and in some applications also open it. Other types Presta and Schrader valves used on tires are examples of poppet valves. The Presta valve has no spring and relies on a pressure differential for opening and closing while being inflated. Uses Poppet valves are used in most piston engines to open and close the intake and exhaust ports. Poppet valves are also used in many industrial process from controlling the flow of rocket fuel to controlling the flow of milk[[1]]. The poppet valve was also used in a limited fashion in steam engines, particularly steam locomotives. Most steam locomotives used slide valves or piston valves, but these designs, although mechanically simpler and very rugged, were significantly less efficient than the poppet valve. A number of designs of locomotive poppet valve system were tried, the most popular being the Italian Caprotti valve gear[[2]], the British Caprotti valve gear[[3]] (an improvement of the Italian one), the German Lentz rotary-cam valve gear, and two American versions by Franklin, their oscillating-cam valve gear and rotary-cam valve gear. They were used with some success, but they were less ruggedly reliable than traditional valve gear and did not see widespread adoption. In internal combustion engine poppet valve The valve is usually a flat disk of metal with a long rod known as the valve stem out one end. -
Vvt Solenoid
PROGRAM SPOTLIGHT VVT SOLENOID What does a Variable Valve Timing Solenoid do? The Variable Valve Timing Solenoid (VVTS) controls the oil flow to control the action of the Sprocket, which shifts the position of the camshaft. The position is varied based on the car’s computer commands to increase or decrease the engine’s valve timing. Where are Variable Valve Timing Solenoids located? The VVTS are usually located on or around the cylinder head block. Will a malfunctioning Variable Valve Timing Solenoid illuminate the check engine light or affect vehicle operation? Yes, a malfunctioning VVTS may cause the check engine light to be illuminated and may trigger multiple codes. What are the common causes of failure? VVTS can fail due to low engine oil levels, clogs due to oil sludge, and/or irregularly changed engine oil and filters. How to determine if Variable Valve Timing Solenoids are malfunctioning: Possible indications of a malfunctioning or failed VVTS include: an illuminated check engine light, engine noise and/or stalling, rough idling, and general poor performance. What makes Holstein Variable Valve Timing Solenoids the best? • Holstein focuses on using only the highest quality materials, manufactured to exacting standards for an aftermarket product that is truly built to match or exceed the OE part • Holstein Variable Valve Position Sensor line has superior coverage for domestic and import applications • Designed to maximize engine performance and fuel efficiency • 3 Year / 36,000 Mile Warranty on all Holstein Parts VVT Sensors HOLSTEINPARTS.COM | 1-800-893-8299. -
DEUTZ Pose Also Implies Compliance with the Con- Original Parts Is Prescribed
Operation Manual 914 Safety guidelines / Accident prevention ● Please read and observe the information given in this Operation Manual. This will ● Unauthorized engine modifications will in- enable you to avoid accidents, preserve the validate any liability claims against the manu- manufacturer’s warranty and maintain the facturer for resultant damage. engine in peak operating condition. Manipulations of the injection and regulating system may also influence the performance ● This engine has been built exclusively for of the engine, and its emissions. Adherence the application specified in the scope of to legislation on pollution cannot be guaran- supply, as described by the equipment manu- teed under such conditions. facturer and is to be used only for the intended purpose. Any use exceeding that ● Do not change, convert or adjust the cooling scope is considered to be contrary to the air intake area to the blower. intended purpose. The manufacturer will The manufacturer shall not be held respon- not assume responsibility for any damage sible for any damage which results from resulting therefrom. The risks involved are such work. to be borne solely by the user. ● When carrying out maintenance/repair op- ● Use in accordance with the intended pur- erations on the engine, the use of DEUTZ pose also implies compliance with the con- original parts is prescribed. These are spe- ditions laid down by the manufacturer for cially designed for your engine and guaran- operation, maintenance and servicing. The tee perfect operation. engine should only be operated by person- Non-compliance results in the expiry of the nel trained in its use and the hazards in- warranty! volved. -
High Pressure Ratio Intercooled Turboprop Study
E AMEICA SOCIEY O MECAICA EGIEES 92-GT-405 4 E. 4 S., ew Yok, .Y. 00 h St hll nt b rpnbl fr ttnt r pnn dvnd In ppr r n d n t tn f th St r f t vn r Stn, r prntd In t pbltn. n rnt nl f th ppr pblhd n n ASME rnl. pr r vlbl fr ASME fr fftn nth ftr th tn. rntd n USA Copyright © 1992 by ASME ig essue aio Iecooe uoo Suy C. OGES Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1992/78941/V002T02A028/2401669/v002t02a028-92-gt-405.pdf by guest on 23 September 2021 Sundstrand Power Systems San Diego, CA ASAC NOMENCLATURE High altitude long endurance unmanned aircraft impose KFT Altitude Thousands Feet unique contraints on candidate engine propulsion systems and HP Horsepower types. Piston, rotary and gas turbine engines have been proposed for such special applications. Of prime importance is the HIPIT High Pressure Intercooled Turbine requirement for maximum thermal efficiency (minimum specific Mn Flight Mach Number fuel consumption) with minimum waste heat rejection. Engine weight, although secondary to fuel economy, must be evaluated Mls Inducer Mach Number when comparing various engine candidates. Weight can be Specific Speed (Dimensionless) minimized by either high degrees of turbocharging with the Ns piston and rotary engines, or by the high power density Exponent capabilities of the gas turbine. pps Airflow The design characteristics and features of a conceptual high SFC Specific Fuel Consumption pressure ratio intercooled turboprop are discussed. The intended application would be for long endurance aircraft flying TIT Turbine Inlet Temperature °F at an altitude of 60,000 ft.(18,300 m). -
2-Stroke Scavenging in Conventional and Minimally-Modified 4-Stroke
inventions Article 2-Stroke Scavenging in Conventional and Minimally-Modified 4-Stroke Engines for Heavy Duty Applications at Low to Medium Speeds Dirk Rueter Institute of Measurement and Sensor Technology, University of Applied Sciences Ruhr-West, D-45479 Muelheim an der Ruhr, Germany; [email protected] Received: 14 June 2019; Accepted: 7 August 2019; Published: 9 August 2019 Abstract: The transformation of a standard 4-stroke cylinder head into a torque-improved and gradually more efficient 2-stroke design is discussed. The concept with an effective loop scavenging via an extended inlet valve holds promise for engines at low- to medium-rotational speeds for typical designs of conventional 4-stroke cylinder heads. Calculations, flow simulations, and visualizations of experimental flows in relevant geometries and time scales indicate feasibility, followed by a small engine demonstration. Based on presumably long-forgotten and outdated patents, and the central topic of this contribution, an additional jockey rides on the inlet valve’s disk (facing away from the combustion chamber) and reshapes the in-cylinder flow into a reverted tumble. A quick gas exchange with a well-suppressed shortcut into the open exhaust is approached. For overall mechanical efficiency, the required charge pressure for scavenging is of paramount importance due to the short scavenging time and the intake’s reduced cross-section. Herein, still acceptable charging pressures are reported for scavenging periods equivalent to low or medium rotational speeds, as characteristic for heavy-duty applications. Using widely available components (charger, direct injection, variable camshaft angles) an increased engine efficiency is suggested due to the 2-stroke’s downsizing effect (relatively less internal friction as well as the promise of more torque and a decreased size). -
Design and Analysis of Cylinder and Cylinder Head of 6-Stroke Si Engine for Weight Reduction
ISSN (Online): 2319-8753 ISSN (Print) : 2347-6710 International Journal of Innovative Research in Science, Engineering and Technology (A High Impact Factor, Monthly, Peer Reviewed Journal) Visit: www.ijirset.com Vol. 8, Issue 3, March 2019 Design and Analysis of Cylinder and Cylinder Head of 6-Stroke Si Engine for Weight Reduction T. Siva Subramanian1, B. Surendran Murali1, M. Vairamuthu1, M. Vignesh Saravanan, M. Muthu kumar2 U.G. Student, Department of Mechanical Engineering, Francis Xavier Engineering College, Vanarpettai, Tirunelveli, Tamil Nadu, India1 Associate Professor, Department of Mechanical Engineering, Francis Xavier Engineering College,Vanarpettai, Tirunelveli, Tamil Nadu, India2 ABSTRACT: The term six-stroke engine has been applied to a number of alternative internal combustion engine designs that attempt to improve on traditional two-stroke and four-strokeengines. Claimed advantages may include increased fuel efficiency, reduced mechanical complexity and/or reduced emissions. These engines can be divided into two groups based on the number of pistons that contribute to the six strokes.The present paper deals with design of cylinder & cylinder head with air cooling system for 6 strokes 6 cylinder SI engine. The main objective of design is to reduce weight to power ratio & will result in producing high specific power. The authors have proposed preliminary design cylinder & cylinder head of a horizontally opposed SI engine, which develops 120 BHP and possess the maximum rotational speed of 6000rpm. Four stroke opposed engine is inherently well balanced due to opposite location of moving masses and also it provides efficient air cooling. For the requirement of weight reduction the material selected for design of cylinder and cylinder head is Aluminium alloy 6063 and aluminium alloy 5052. -
Nautilus Engineering White Paper
Nautilus Four Stroke, Six Cycle, Dynamic Multiphasic Combustion Engine Nautilus Engineering, LLC Document - 00005R01V00 Release 01 Date Friday, March 16, 2018 Prepared by: Matthew Riley, Sina Davani, Shabbir Dalal, Fujian Yan, Fenil Desai Nautilus Engineering, LLC Proprietary Data This document contains proprietary technical data or information pertaining to items, or components, or processes, or other matter developed or acquired at the private expense of Nautilus Engineering, LLC and is restricted to use only by Nautilus Engineering, LLC employees or other persons authorized by Nautilus Engineering, LLC in writing. Disclosure to unauthorized persons would likely cause substantial competitive harm to Nautilus Engineering, LLC’s business position. Neither said document nor said technical data or information shall be furnished or disclosed to, or copied or used by, persons outside Nautilus Engineering, LLC without the express written approval of Nautilus Engineering, LLC Table of Contents Table of Contents ....................................................................................... i Glossary ..................................................................................................... ii Abstract ...................................................................................................... 1 Introduction ............................................................................................... 1 Concept of HCCI............................................................................................... -
Software Controlled Stepping Valve System for a Modern Car Engine
Available online at www.sciencedirect.com ScienceDirect Procedia Manufacturing 8 ( 2017 ) 525 – 532 14th Global Conference on Sustainable Manufacturing, GCSM 3-5 October 2016, Stellenbosch, South Africa Software Controlled Stepping Valve System for a Modern Car Engine I. Zibania, R. Marumob, J. Chumac and I. Ngebanid.* a,b,dUniversity of Botswana, P/Bag 0022, Gaborone, Botswana cBotswana International University of Science and Technology, P/Bag 16, Palapye, Botswana Abstract To address the problem of a piston-valve collision associated with poppet valve engines, we replaced the conventional poppet valve with a solenoid operated stepping valve whose motion is perpendicular to that of the piston. The valve events are software controlled, giving rise to precise intake/exhaust cycles and improved engine efficiency. Other rotary engine models like the Coates engine suffer from sealing problems and possible valve seizure resulting from excessive frictional forces between valve and seat. The proposed valve on the other hand, is located within the combustion chamber so that the cylinder pressure help seal the valve. To minimize friction, the valve clears its seat before stepping into its next position. The proposed system was successfully simulated using ALTERA’s QUARTUS II Development System. A successful prototype was built using a single piston engine. This is an ongoing project to eventually produce a 4-cylinder engine. ©© 2017 201 6Published The Authors. by Elsevier Published B.V. Thisby Elsevier is an open B.V. access article under the CC BY-NC-ND license (Peerhttp://creativecommons.org/licenses/by-nc-nd/4.0/-review under responsibility of the organizing). committee of the 14th Global Conference on Sustainable Manufacturing. -
Variable Valve Timing (VVT) Solenoids and Sprockets
Variable Valve Timing (VVT) Solenoids and Sprockets Comprehensive coverage and premium quality for high-tech VVT systems Comprehensive Coverage for Variable Valve Timing Variable Valve Timing (VVT) systems are designed to reduce emissions and maximize engine performance and fuel economy. The electro-mechanical system depends on the circulation of engine oil. Lack of oil circulation can cause VVT components to fail prematurely. Providing a premium quality replacement for this high-tech, high-failure category, Standard® and Intermotor® are proud to introduce a line of variable valve timing (VVT) solenoids and sprockets. With more than 200 SKUs in the line, Standard® and Intermotor® provide comprehensive coverage for the aftermarket. 200 HIGH TECH Standard® and Irregular oil change Variable Valve Timing Standard and Intermotor’s Intermotor® offer more service is one of is an extremely high VVT line undergoes than 200 SKUs, which the leading causes tech category, which extensive design and is comprehensive of Variable Valve is why premium testing to ensure aftermarket coverage Timing failure quality is a must performance and longevity Designed and Tested for Real-World Conditions In addition to providing comprehensive coverage, Standard® and Intermotor® are committed to supplying professional technicians with the premium quality that’s critical for this high-tech category. That’s why Standard® and Intermotor® V VT solenoids and sprockets undergo an in-depth design process. Our continued commitment to high-quality design and testing standards ensures that each Standard® and Intermotor® V VT component will endure real-world conditions. V VT Solutions for High-Failure Applications Every Variable Valve Timing (VVT) system is slightly different, but there are three general rules to follow to ensure proper performance. -
Technical Info
ENGINE (4G6) – GENERAL 1-1 SECTION 1 ENGINE CONTENTS Engine (4G6)............................................1-1 Fuel System.............................................1-7 General information................................1-1 1. Fuel tank ........................................................1-8 1. Major specifications .......................................1-1 Control System.......................................1-9 2. Engine Performance Curve ...........................1-2 1. Fuel injection control ....................................1-11 Base Engine ............................................1-2 2. Idle speed control.........................................1-11 1. Timing belt cover............................................1-2 3. Ignition timing and distribution 2. Piston.............................................................1-3 control..........................................................1-12 3. Valve spring ...................................................1-3 4. Other controls ..............................................1-12 4. Delivery pipe ..................................................1-4 5. Diagnosis system.........................................1-12 Cooling Equipment.................................1-5 Emission Control System ....................1-13 Intake and Exhaust Equipment .............1-5 Mount .....................................................1-14 1. Air intake system............................................1-5 Engine (4G6) General information The 4G63-T/C engine of the Lancer Evolution-VIII