Cylinder Head / Engine Block
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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. -
Cyclone 3.5 L Ecoboost, 3.5 Duratech and 3.7 L Ti-VCT V6 Engine
Cyclone 3.5L EcoBoost, 3.5 Duratech and 3.7L Ti-VCT V6 Engine Tech All 3 variants use the same forged crankshaft with 3.413” stroke. The difference is the bore, 3.64” for the 3.5/EcoBoost and 3.76” for the 3.7L version. The blocks are cast aluminum with floating cylinder walls and cast iron liners. They ap- pear to use the same block but we have not confirmed this yet. We’re interested to learn if the blocks use the same bell- housing pattern or are interchangeable between FWD, AWD and RWD applications. That was not the case with the 3.8 which used different FWD and RWD versions with the main difference being the bellhousing bolt patterns. Seems that just about all of the parts now use a QR symbol. All use the same powder metal connecting rod which includes a bushing on the pin end for a floating pin. The rod is shot peened for improved fatigue strength, has a decent cross-section and uses cap screws instead of through bolts. The rod shown on the left is a 96-04 3.8/4.2 powder metal rod, the Cyclone rod in the center and one of our favorite 351W forged I-beam rods on the right. Notice how the cross section of the Cyclone rod appears to be more like the 351W I-beam than the 3.8/4.2 rod which was much to weak for high perfor- mance applications. Only time, boost and nitrous will determine the durability and strength of the Cyclone rod, but since the EcoBoost engine has already been proven to provide exceptional durability in the 365-400 HP range with Ford’s factory tuning expertise, we can expect adequate durability at power levels around 500 HP or so with upper rev limits at 6500-7000 or so as long as the tuning is on the money without detonation. -
Cylinder Deactivation: a Technology with a Future Or a Niche Application?: Schaeffler Symposium
172 173 Cylinder Deactivation A technology with a future or a niche application? N O D H I O E A S M I O U E N L O A N G A D F J G I O J E R U I N K O P J E W L S P N Z A D F T O I E O H O I O O A N G A D F J G I O J E R U I N K O P O A N G A D F J G I O J E R O I E U G I A F E D O N G I U A M U H I O G D N O I E R N G M D S A U K Z Q I N K J S L O G D W O I A D U I G I R Z H I O G D N O I E R N G M D S A U K N M H I O G D N O I E R N G E Q R I U Z T R E W Q L K J P B E Q R I U Z T R E W Q L K J K R E W S P L O C Y Q D M F E F B S A T B G P D R D D L R A E F B A F V N K F N K R E W S P D L R N E F B A F V N K F N T R E C L P Q A C E Z R W D E S T R E C L P Q A C E Z R W D K R E W S P L O C Y Q D M F E F B S A T B G P D B D D L R B E Z B A F V R K F N K R E W S P Z L R B E O B A F V N K F N J H L M O K N I J U H B Z G D P J H L M O K N I J U H B Z G B N D S A U K Z Q I N K J S L W O I E P ArndtN N BIhlemannA U A H I O G D N P I E R N G M D S A U K Z Q H I O G D N W I E R N G M D A M O E P B D B H M G R X B D V B D L D B E O I P R N G M D S A U K Z Q I N K J S L W O Q T V I E P NorbertN Z R NitzA U A H I R G D N O I Q R N G M D S A U K Z Q H I O G D N O I Y R N G M D E K J I R U A N D O C G I U A E M S Q F G D L N C A W Z Y K F E Q L O P N G S A Y B G D S W L Z U K O G I K C K P M N E S W L N C U W Z Y K F E Q L O P P M N E S W L N C T W Z Y K M O T M E U A N D U Y G E U V Z N H I O Z D R V L G R A K G E C L Z E M S A C I T P M O S G R U C Z G Z M O Q O D N V U S G R V L G R M K G E C L Z E M D N V U S G R V L G R X K G T N U G I C K O -
Engine Block Materials and Its Production Processes
ENGINE BLOCK MATERIALS AND ITS PRODUCTION PROCESSES 2.2 THE CAST IRON MONOLITHIC BLOCK The widespread use of cast iron monolithic block is as a result of its low cost and its formidability. This type of block normally comes as the integral type where the engine cylinder and the upper crankcase are joined together as one. The iron used for this block is the gray cast iron having a pearlite-microstructure. The iron is called gray cast iron because its fracture has a gray appearance. Ferrite in the microstructure of the bore wall should be avoided because too much soft ferrite tends to cause scratching, thus increasing blow-by. The production of cast iron blocks using a steel die is rear because its lifecycle is shortened as a result of the repeated heat cycles caused by the molten iron. Sand casting is the method widely used in the production of cast iron blocks. This involves making the mould for the cast iron block with sand. The preparation of sand and the bonding are a critical and very often rate-controlling step. Permanent patterns are used to make sand molds. Usually, an automated molding machine installs the patterns and prepares many molds in the same shape. Molten metal is poured immediately into the mold, giving this process very high productivity. After solidification, the mold is destroyed and the inner sand is shaken out of the block. The sand is then reusable. The bonding of sand is done using two main methods: (i) the green sand mold and (ii) the dry sand mold. -
And Heavy-Duty Truck Fuel Efficiency Technology Study – Report #2
DOT HS 812 194 February 2016 Commercial Medium- and Heavy-Duty Truck Fuel Efficiency Technology Study – Report #2 This publication is distributed by the U.S. Department of Transportation, National Highway Traffic Safety Administration, in the interest of information exchange. The opinions, findings and conclusions expressed in this publication are those of the author and not necessarily those of the Department of Transportation or the National Highway Traffic Safety Administration. The United States Government assumes no liability for its content or use thereof. If trade or manufacturers’ names or products are mentioned, it is because they are considered essential to the object of the publication and should not be construed as an endorsement. The United States Government does not endorse products or manufacturers. Suggested APA Format Citation: Reinhart, T. E. (2016, February). Commercial medium- and heavy-duty truck fuel efficiency technology study – Report #2. (Report No. DOT HS 812 194). Washington, DC: National Highway Traffic Safety Administration. TECHNICAL REPORT DOCUMENTATION PAGE 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. DOT HS 812 194 4. Title and Subtitle 5. Report Date Commercial Medium- and Heavy-Duty Truck Fuel Efficiency February 2016 Technology Study – Report #2 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Thomas E. Reinhart, Institute Engineer SwRI Project No. 03.17869 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Southwest Research Institute 6220 Culebra Rd. 11. Contract or Grant No. San Antonio, TX 78238 GS-23F-0006M/DTNH22- 12-F-00428 12. Sponsoring Agency Name and Address 13. -
Section 02 - Block Basics
Block Basics – Section 2 Section 02 - Block Basics 2.0 Small Block 330 & 350 Block Key Differences. The key differences between the 330 and 350 are the 350’s larger bore and the Generation 1 Cast Iron Small Block V-8 Facts 330’s forged crank. General. In 1964 Olds replaced their small block 215 V8 with 1964 – 1966 Valve Lifter Angle. All 1964–1966 blocks used a a cast iron block of completely new design. The 330 V-8 different valve lifter angle of attack on the cam (45). Thus shared none of its engine block architecture with that of the 1964–1966 330 blocks CANNOT USE 1967 AND LATER 215 V-8 and the 225 V-6 sourced from Buick. The engine CAMS. All 1964–1966 cams WILL NOT WORK in 1967 and was no longer aluminum, but cast iron, as weight became later blocks. Later blocks used a 39 lifter angle. Blocks with less of a factor with the engine going into both the larger a “1” or “1A” cast up near the oil filler tube used the 45 lifter mid-sized F-85s, Cutlasses and the full-size Jetstars angle and should be avoided, if possible. introduced in that year. The engine was designed as a replacement for the 215, but was cast iron and enlarged in Early 330 Rocker Arms. The first run of 330 blocks was anticipation of the growth in size of the mid-size cars, where equipped with rocker arms similar to the previous 394 block it was to be primarily used and as the workhorse for the that traces its heritage back to 1949. -
Opel History 1980-1989
Opel History 1980-1989 1981 The engineering study Tech 1 demonstrates Opel’s pioneering role in the field of aerodynamics: the experimental vehicle achieves a drag coefficient of 0.235, setting a world record. Opel becomes the first carmaker to use environmentally friendly water-based paints. The Ascona C and the performance-oriented Manta B 400 enter the market. Opel’s Tech 1 study, 1981. Opel’s Tech 1 study, 1981. The paint shop in Automated painting in the Rüsselsheim, 1981. Rüsselsheim plant. Body variants of the Opel The Opel Ascona C Luxus, The Opel Ascona C Berlina, The Opel Manta B 400, Ascona C, 1981–1988. 1981–1988. 1981–1988. 1981–1984. The Opel Manta B 400, 1981– The Opel Manta B 400, 1981– 1984. 1984. 1982 A new plant is commissioned in Saragossa, Spain, for the production of the Opel Corsa. The compact model rapidly advances to become the bestselling vehicle in its class. Walter Röhrl and his navigator Christian Geistdörfer prevail over tough four-wheel- drive competitors, piloting their Ascona 400 to victory in the Monte Carlo Rally and winning the Rally World Championship. The plant in Saragossa, Production of the Opel The Opel Corsa A GSi, The Opel Corsa A Swing, 1982. Corsa in the Saragossa plant, 1988–1992. 1988–1992. 1982. Opel Corsa A Luxus, 1982– Walter Röhrl and Christian The winners of the Monte The Opel Ascona B 400, 1992 Geistdörfer win the Rally Carlo Rally, 1982: Walter piloted to victory in the World Championship in an Röhrl and Christian Rally World Championship Opel Ascona B 400, 1982. -
United States Patent (19) 11 Patent Number: 5,950,587 Sattler Et Al
USOO5950587A United States Patent (19) 11 Patent Number: 5,950,587 Sattler et al. (45) Date of Patent: Sep. 14, 1999 54 CONTINUOUSLY WARIABLE RUNNER 2682431-A1 4/1993 France. LENGTH MANIFOLD 3825000 A1 2/1989 Germany .......................... 123/184.55 60-224923 11/1985 Japan .................... ... 123/184.55 75 Inventors: Eric R. Sattler, Trenton; Joel S. 2239899 7/1991 United Kingdom ...... ... 123/184.55 Myers, Southgate; Michael J. Haspel, Westland, all of Mich. Primary Examiner Erick R. Solis 73 Assignee: BASF Corporation, Mount Olive, N.J. ASSistant Examiner Brian Hairston Attorney, Agent, or Firm-Ryan W. Massey; James J. Drake 22 Filed: Jul. 22, 1998 A continuously variable runner length manifold is provided (51) Int. Cl. ................................................ FO2B 27/06 for an internal combustion engine. The continuously vari 52 U.S. Cl. .................. 123/184.55; 123/18453 able runner length manifold includes a housing having an 58 Field of Search ........................... 123/184.55, 18453 inlet port and a plurality of outlet ports defined by a plurality of Stacked manifold Sections. A plurality of runner members 56) References Cited are rotatably mounted within the housing. The runner mem bers include wall portions which combine with the housing U.S. PATENT DOCUMENTS to define a plurality of runners in communication with a 4,619,226 10/1986 Ueda et al. ........................ 123s2 MB plenum and a respective one of the outlet ports. The runners 4,699,630 10/1987 Lee et al. ............................... 48/1801 have a length which is continuously variable upon rotation of the runner members relative to the housing. FOREIGN PATENT DOCUMENTS 237755 A2 9/1987 European Pat. -
Engine Timing Tool Kit BMW M50 & M52 Petrol
Part No. 3113 Instructions Engine Timing Tool Kit BMW M50 & M52 Petrol Please refer to www.lasertools.co.uk/toolpoint to check the most up to date product applications. www.lasertools.co.uk Introduction Applications This comprehensive set of tools enables the correct timing positions to be achieved on both The application list for this product has been compiled cross referencing the OEM Tool Code camshaft and crankshaft whilst replacing the timing belt on both petrol and diesel engines. Note with the Component Code. that the 2,5 litre diesel engine is also used in some Range Rover and Vauxhall / Opel Omega In most cases the tools are specific to this type of engine and are necessary for cam belt or models. chain maintenance. • This kit includes a special wrench for controlled turning of the exhaust camshaft sprocket If the engine has been identified as an interference engine valve to piston damage will occur if when removing and installing the VANOS unit. the engine is run with a broken cambelt. • Also included is a primary timing chain pre-load tool for tensioning the timing chain on M50, A compression check of all cylinders should be performed before removing the cylinder head. M52, M42 & M60 engines. Always consult a suitable workshop manual before attempting to change the cambelt or chain. • Specifically designed for M42, M43, M50, M52 and M60 petrol engines • Can also be used on M51 diesel engine. The use of these engine timing tools is purely down to the user’s discretion and The Tool Connection Ltd cannot be held responsible for any damage caused what so ever. -
Sept October 2010.Pub
30th Volume 30, Issue 5 Se Anniversary The BIG Blitz Index OMCOMC Blitz President’sIndex 1985-2010 Message Inside this issue: ptember/October 2010Inside this issue: 1985-2010 Welcome to the Opel Motorsport Club THE OPEL MOTORSPORT CLUB IS CELEBRATING ITS 30TH YEAR OF DEDICATION TO THE PRESERVATION AND APPRECIATION OF ALL GERMAN OPELS, WITH SPECIAL EMPHASIS ON MODELS IMPORTED INTO THE UNITED STATES. WE ARE HEADQUARTERED IN THE LOS ANGELES AREA, AND HAVE CHAPTERS ACROSS THE COUNTRY, IN EUROPE AND IN CANADA. MEMBERSHIP BENEFITS INCLUDE SUBSCRIPTION TO OUR NEWSLETTER, THE BLITZ, LISTINGS FOR PARTS AND SERVICE SUPPLIERS, BLITZ INDEX AND TECH TIP INDEX (1985-DATE), FREE CLASSIFIED ADS (3 PER YEAR), CLUB ITEMS, OWNER SUPPORT AND ACTIVITIES, INCLUDING MEETINGS AND OUR ANNUAL PICNIC AND CAR SHOW. The Club Regional Chapters The Blitz TO APPLY FOR MEMBERSHIP European Chapter (Netherlands) SEND EVENT INFORMATION, TECH CONTACT: Contact Louis van Steen: (011 31) 297 340 TIPS, PARTS INFORMATION, LETTERS, OMC TREASURER, c/o Dick Counsil 536 (please take note of the time zone CHAPTER ACTIVITY ANNOUNCEMENTS, 3824 Franklin Street before calling), fast60gt (at) yahoo.com ADVERTISEMENTS AND ALL OTHER ITEMS OF INTEREST TO: La Crescenta, CA 91214-1607 Florida Chapter (Coral Gables, FL) Opel BLITZ Editor Contact John Malone: 305-443-8513 P.O Box 4004 MEMBERSHIP DUES: Michigan Chapter Sonora, CA 95370-4004 USA Regular: $45 Annually via Checks and Contact John Brooks: 616-233-9050 ext 12 Deadline: (At Discretion of OMC Editor) Money Orders (US funds only, made payable to Opel Motorsport Club) or $47 Johncinquo (at) hotmail.com. -
Compacted Graphite Iron for Diesel Engine Cylinder Blocks
Compacted Graphite Iron for Diesel Engine Cylinder Blocks Wilson Luiz Guesser, Dr Eng - Tupy Fundições and UDESC - Joinville, SC – Brazil – [email protected] Pedro Ventrela Duran, M Sc - Tupy Fundições - Joinville, SC – Brazil – [email protected] Walmor Krause, M Sc - Tupy Fundições - Joinville, SC – Brazil – [email protected] Abstract The recent trends in diesel engines are discussed, and also the consequences in materials selection for engine cylinder blocks. The increasing demand for higher specific power and the need for weight reduction and decrease of emissions require the use of stronger materials for cylinder blocks, opening a promising space for compacted graphite iron (CGI). The properties of CGI are described, in particular those required for engine cylinder blocks (fatigue strength and elastic modulus). Results of mechanical properties from actual castings are presented. As a result of the mechanical properties improvement, some design opportunities are suggested, in order to decrease the weight of the cylinder block. Keywords diesel engines, compacted graphite iron, cylinder blocks 1. Introduction: In a recent paper discussing CGI uses for engine cylinder blocks and heads, S. Dawson (2001) stated that “the Iron Age is just beginning” and we have taken this statement for the present paper. His point of view, added to those from Rizzo (2001), discloses the enormous CGI potential for manufacturing engine components, especially for diesel engines. The growth of diesel engines usage for passenger cars has been remarkable in Europe (see Fig. 1), especially after the introduction of the high-pressure common-rail technology (Buchholz, 2003). This growth is surrounded by requirements as: less fuel consumption, emissions reduction , larger power output and torque, and for passenger cars more compact engines are being required due to space limitations. -
Progress Report on Clean and Efficient Automotive Technologies Under Development at EPA
Office of Transportation EPA420-R-04-002 and Air Quality January 2004 Progress Report on Clean and Efficient Automotive Technologies Under Development at EPA Interim Technical Report Printed on Recycled Paper (This page is intentionally blank.) EPA420-R-04-002 January 2004 Progress Report on Clean and Efficient Automotive Technologies Under Development at EPA Interim Technical Report Advanced Technology Division Office of Transportation and Air Quality U.S. Environmental Protection Agency NOTICE This Technical Report does not necessarily represent final EPA decisions or positions. It is intended to present technical analysis of issues using data that are currently available. The purpose in the release of such reports is to facilitate an exchange of technical information and to inform the public of these technical developments. Authors and Contributors The following EPA employees were major contributors to the development of this technical report: Jeff Alson Dan Barba Jim Bryson Mark Doorlag David Haugen John Kargul Joe McDonald Kevin Newman Lois Platte Mark Wolcott Report Availability An electronic copy of this technical report is available for downloading from EPA’s website: http://www.epa.gov/otaq/technology.htm Jan 2004 Progress Report on Clean and Efficient Automotive Technologies page 4 Table of Contents Abstract........................................................................................................................................... 6 Executive Summary ......................................................................................................................