Kenroy Silvera

August 17, 201

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The two main parts of an engine are the Cylinder head and the Engine block.
 The Cylinder Head
Cylinder heads refers to a detachable plate, which is used for covering the closed end of a cylinder assembled in an
automotive engine. It comprises of combustion chamber valve train and spark plugs. Different types of automobiles
have different engine configurations such as Straight engine has only one cylinder head while a engine has two
cylinder heads.

The Engine Block

An engine block is a metal casting that serves as a basic structure on which other engine parts are installed. A
typical block contains bores for pistons, pumps or other devices to be attached to it. Even engines are sometimes
classified as small-block or big-block based on the distance between cylinder bores of engine blocks. Engine blocks
are made from different materials including Aluminum alloys, gray cast iron, ferrous alloys, white iron, gray iron,
ductile iron, malleable iron, etc.
Ten (10) components found in the two main parts of the engine are:

Components found in the Engine block

Valve
Valve seal
Camshaft
Valve spring
Camshaft bearing

Components found in the Cylinder head

Crankshaft

Connecting rod bearing

Connecting rod bearing cap

Crankshaft rear seal

Connecting conrod
 Top Dead Center (TDC)

(TDC) Highest point of piston and connecting-rod travel in a cylinder, the ends of the compression and exhaust
strokes in a four-cycle engine

Bottom Dead Center (BDC)

The bottom dead center (BDC) is the position of the piston within a cylinder of a reciprocating engine
when it has reached its position farthest from the cylinder head.
Valve
2
Valve seal
Camshaft
Valve spring
Camshaft bearing

Crankshaft

Connecting rod bearing

Connecting rod bearing cap

Crankshaft rear seal

Connecting conrod
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Ways in which pistons are arranged in the cylinder block

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Timing Belt or Timing Chain?

An engine's crankshaft, which directs and powers each individual piston, would fail to work
properly without benefit of an engine timing belt. By meshing with a set of cogs, or gears, on the
end of an engine crankshaft, a timing belt regulates the spinning crankshaft motion, which affects
engine piston function. Not all cars have a timing belt - many newer cars use a timing chain
instead of a belt. A timing belt wears out over time and needs to be replaced at a certain mileage.
A timing chain can last as long as the engine itself and doesn't need to be replaced unless there is
a problem with it

Piston Rings

Piston rings are installed in grooves around the pistons to form a seal between the piston and the
cylinder wall. Two types of rings are used: compression rings, which prevent combustion
pressure from entering the crankcase, and oil control rings, which prevent engine oil from
entering the combustion chamber above the piston. Oil rings scrape excess oil from the cylinder
walls for return to the crankcase.
 Piston pin

A piston pin, also known as a wrist pin, is a hardened steel pin which connects an engine’s piston to
a connecting rod. This pin is hollow to reduce weight and is held in place with a number of different
methods.

Connecting rods

Connecting rods are used in numerous situations, most commonly in the engines of automobiles.
Connecting rods connect the crankshaft to the pistons and are necessary for the proper functioning of an
internal combustion engine.

The crankshaft is located below the cylinders on an in-line engine, at the base of the V on a V-type engine and
between the cylinder banks on a flat engine. As the piston moves up and down due to the controlled
explosions, it causes the connecting rod to move. This then cause the crankshaft to move as well as it
is connected to the connecting rod, in a circular motion due to the configuration of the piston,
connecting rod and crankshaft.
The valves are opened and closed by means of a camshaft. A camshaft is a rotating shaft that has
individual lobes for each valve. The lobe is a "bump" on one side of the shaft that pushes against
a valve lifter moving it up and down. When the lobe pushes against the lifter, the lifter in turn
pushes the valve open. When the lobe rotates away from the lifter, the valve is closed by a
spring that is attached to the valve. A common configuration is to have one camshaft located in
the engine block with the lifters connecting to the valves through a series of linkages. The
camshaft must be synchronized with the crankshaft so that the camshaft makes one revolution for
every two revolutions of the crankshaft.

Flywheel

To keep the combustion pulses from generating a vibration, a flywheel is attached to the back of the crankshaft. The
flywheel is a disk that is about 12 to 15 inches in diameter. On a standard transmission car, the flywheel is a heavy
iron disk that doubles as part of the clutch system. On automatic equipped vehicles, the flywheel is a stamped steel
plate that mounts the heavy torque converter. The flywheel uses inertia to smooth out the normal engine pulses. A 4
cylinder engine produces a power stroke every half crankshaft revolution, an 8 cylinder, every quarter revolution.
This means that a V8 will be smoother running than a 4.
 Engine Bearing

Engine bearings support the operating loads of the engine at all engine speeds and
along with lubricant, minimize friction. Most engine bearings are plain or sleeve bearing,
in contrast to roller, ball and needle bearings, called anti-friction bearings, which are
used where minimum lubrication is available. The lubricating system in automotive
engines continuously supplies lubricant to each bearing so that the shaft actually rolls
on a film of lubricant in plain bearings. The friction caused, in this case, is almost same
as in antifriction bearings.

Engine Oil Pump.

Oil is pumped under pressure to all the moving parts of the engine by an oil pump. The oil
pump is mounted at the bottom of the engine in the oil pan and is connected by a gear to either
the crankshaft or the camshaft. This way, when the engine is turning, the oil pump is pumping.
There is an oil pressure sensor near the oil pump that monitors pressure and sends this
information to a warning light or a gauge on the dashboard. When you turn the ignition key on,
but before you start the car, the oil light should light, indicating that there is no oil pressure yet,
but also letting you know that the warning system is working. As soon as you start cranking the
engine to start it, the light should go out indicating that there is oil pressure.
 Valve

Valves control the flow of fuel vapor into the combustion chamber and the flow of exhaust gases
leaving the engine. Faulty or dirty valves may stick and can develop pits, cracks or grooves that
cause the engine to lose power and fuel efficiency. Valves also seal the cylinder during the
compression and power strokes.

Valve Spring

The valve spring holds the valve against its seat, keeping it closed. Valve springs are always slightly
compressed when installed. This ensures that the valve closes tightly.

Head Gaskets

Head gaskets are used between the head and engine block for these purposes. They are thin and made
from steel, copper, and fibers. The cylinder head and head gasket are secured to the block with head
bolts. These must be torqued to specifications. A few engines have studs and nuts, rather than head
 Valve Retainers

The retainer is a cap which covers the spring. A locking device, usually called a split keeper, locks the cap
to the valve stem. Retainer material is made of steel and number of springs per valve is dual.

Valve Seals

The valve seals control the amount of oil lubricating the valve stem. When these seals wear, excessive
oil will leak past the seal into the combustion chamber resulting in the blue gray smoke at the top.

Valve Guide

The valve guide enables valve movement and stroke as consequence of acceleration by camshaft
and keeps the valve in the center of the valve seat. Valve guides are used to shoulder the side
forces operating on the valve stem. They conduct part of the combustion heat from the valve
head to the cylinder head.
 7
Different Sections of a Piston
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The engine is the power plant of a vehicle. Automotive engines have gone through tremendous
changes since the automobile was first introduced in the 1880s, but all combustion engines still
have three requirements that must be met to do their job of providing power – air, fuel, and
ignition. The mixture of air and fuel must be compressed inside the engine in order to make it
highly combustible and get the most out of the energy contained in the fuel mixture. Since the
mixture is ignited within the engine, automobile power plants are called internal combustion
engines. Most can be further classified as reciprocating piston engines, since pistons move up
and down within cylinders to provide power. This up-and-down motion is converted into turning
motion by the crankshaft.

The internal combustion engine is a heat engine in which the combustion process of a fuel
mixed with an oxidizer occurs in a combustion chamber, which is an integral part of the working
fluid flow circuit. The basic operating principle of any internal combustion engine is to combust
the fuel air mixture, to create a high pressure and temperature gas volume and use the pressure to
move a component attached to a shaft. The mechanisms used to obtain this functionality are
varied, and the engines are specifically designed and have characteristic properties of their own.
The most common type of the IC engines is the piston engine or reciprocating engine type,
where a piston connected to a crankshaft is moved using the pressure and heat generated in the
combustion.

An external combustion engine is a heat engine where the working fluid is brought to high
temperature and pressure by external thermal source combustion through the engine wall or heat
exchanger in an external source and the combustion process occurs outside the working fluid
flow cycle. Most types of steam engines are external combustion engines, where the water is
turned into a superheated vapour by means of an external thermal source like a boiler operating
from thermal energy, nuclear power, or burning fossil fuels.
 10
A wet liner cylinder block features cylinder walls that are entirely removable,
which fit into the block by means of special gaskets. They are referred to as "wet
liners" because their outer sides come in direct contact with the engine's coolant. In
other words, the liner is the entire wall, rather than being merely a sleeve. Wet
liner designs are popular with European manufacturers, most notably Renault and
Peugeot, who continue to use them to the present.

Dry liner designs use either the block's material or a discrete liner inserted into the
block to form the backbone of the cylinder wall. Additional sleeves are inserted
within, which remain "dry" on their outside, surrounded by the block's material.
With either wet or dry liner designs, the liners (or sleeves) can be replaced,
potentially allowing overhaul or rebuild without replacement of the block itself;
but in reality, they are difficult to remove and install, and for many applications
(such as most late-model cars and trucks), an engine will never undergo such a
procedure in its working lifespan. It is likelier to be scrapped, with new equipment
—engine or entire vehicle—replacing it. This is sometimes rightfully disparaged as
a symptom of a throw-away society, but on the other hand, it is actually sometimes
more cost-efficient and even environmentally protective to recycle machinery and
build new instances with efficient manufacturing processes (and superior machine
performance and emission control) than it is to overvalue old machinery and craft
production.
.
 L-head type combustion chamber
L Head Type Combustion chambers • It is a modification of the T-head type of combustion chamber.
It provides the two values on the same side of the cylinder, and the valves are operated through
tappet by a single camshaft. This was first introduced by Ford motor in 1910-30 and was quite
popular for some time. This design has an advantage both from manufacturing and maintenance
point of view.

Over head valve or I head combustion chamber • The disappearance of the side valve or L-head
design was inevitable at high compression ratio of 8 : 1 because of the lack of space in the
combustion chamber to accommodate the valves. Diesel engines, with high compression ratios,
invariably used overhead valve design. Since 1950 or so mostly overhead valve combustion
chambers are used. This type of combustion chamber has both the inlet valve and the exhaust valve
located in the cylinder head. An overhead engine is superior to side valve engine at high
compression ratios.
The advance in combustion-chamber design is traced from the early T-head through the L-head, in
various forms, the overhead-valve, the hemispherical and four-valve types. Drawings of the different
heads supplement the text and some comparative power curves are included.

L-head Combustion Chamber

Hemispherical or Pentroof - The "Hemi"

Combustion Chamber

Hemi combustion chamber design.

A chamber of this design is considered to offer the least
amount of compromise for the efficiency gained.
Effectively, a hemispherical combustion chamber is one
half of a sphere cast into the bottom of the cylinder head.
The valves are placed at the outside of the bore area and
at a specific angle from the crankshaft centerline.
Optimizing this position allows for huge airflow gains,
since it moves the valve away from the wall to keep it from
creating turbulence.

This creates a more efficient cross-flow movement of the

charge during valve overlap and limits thermal transfer
from the exhaust valve to the fresh charge. As mentioned
previously, this design offers the best surface-to-volume
ratio and also creates a very short direct exhaust port,
essential in limiting heat rejection into the coolant.

Hemispherical chambers generally have a central spark

plug, which offers excellent octane tolerance. An
additional benefit is the distance between the intake and
exhaust valves, which further limits heat transfer.

Wedge-Shaped Chambers

Wedge shaped combustion chamber.

Used over the years by almost every manufacturer, this
type of chamber resembles an inclined basin recessed into
the deck of the head. Inline valves are normally tilted to
accommodate the sloping roof of this design. The spark
plug is located on the thick side of the wedge and is
usually positioned midway between the valves.

The relatively steep walls in such chamber design force

the air/fuel flow path and deflect and force it to move in a
downward spiral around the cylinder axis. During the
compression stroke, the compressed air/fuel area reduces
to such an extent that the trapped mixture is violently
thrust from the thin to the thick end of the chamber. This
builds up significant kinetic energy, which when ignited
contributes to overall power.

Bathtub or Heart-shaped Combustion Chamber

Bathtub design
The bathtub designation is generally reserved for any
chamber that's not a wedge or hemispherical. Most
domestic engines of pushrod design have used it in varying
forms. In some instances the shape of the combustion
chamber was almost oval, with later trends being the more
efficient heart shape.

An example of this would be the current LS1 by Chevrolet.

The deck of the cylinder head that overlaps the piston
forms two squish regions: a large area across from the
spark plug and a smaller region on the opposite side. Its
crescent shape makes it look like a heart chamber.
The valves are inline and partially masked by the chamber
wall, being more exposed on the plug side. The area across
from the major squish region is generally tapered and does
not have the steep wall of a wedge style. Spark plug
location is maximized by biasing toward the exhaust valve
and as central as possible, making the overall design very
efficient for producing power. However, heat transfer from
the close proximity of the valves limits volumetric
efficiency and octane tolerance.

Bowl in Piston

Bowl & Piston with flathead on right.

This approach is essentially the reverse of a chamber-in-
head design. It isn't popular with U.S. engine designers,
although it was in the early part of the 20th Century in
flat-head engine configurations. European engine
designers do still occasionally use this design, however.

It consists of a flat cylinder head deck with a single row of

valves facing a circular cavity cast into the piston. An
annular squish region is created around the piston
perimeter. Known for very turbulent combustion, it works
well for diesel engines but was deemed excessively noisy
for American standards.

Making Sense From All This

How the combustion chamber uses the airflow is just as
important as the flow itself. Of equal importance is the
shape of the top of the piston, since any protrusion into the
combustion chamber will slow the flame speed. The ideal
design is a dished or flat piston, since theoretically the
flame front can spread evenly across its surface.

All that said, the name of the game in engine design is

thermal efficiency. The ideal engine should have a high
compression ratio for thermal efficiency and throttle
response but needs to work in unison with a combustion
chamber that has a fast burn rate.

The engine is the power plant of a vehicle. Automotive engines have gone through tremendous
changes since the automobile was first introduced in the 1880s, but all combustion engines still
have three requirements that must be met to do their job of providing power – air, fuel, and
ignition. The mixture of air and fuel must be compressed inside the engine in order to make it
highly combustible and get the most out of the energy contained in the fuel mixture. Since the
mixture is ignited within the engine, automobile power plants are called internal combustion
engines. Most can be further classified as reciprocating piston engines, since pistons move up
and down within cylinders to provide power. This up-and-down motion is converted into turning
motion by the crankshaf
10. A wet liner cylinder block features cylinder walls that are entirely
removable, which fit into the block by means of special gaskets. They are referred
to as "wet liners" because their outer sides come in direct contact with the engine's
coolant. In other words, the liner is the entire wall, rather than being merely a
sleeve. Wet liner designs are popular with European manufacturers, most
notably Renault and Peugeot, who continue to use them to the present. Dry
liner designs use either the block's material or a discrete liner inserted into the
block to form the backbone of the cylinder wall. Additional sleeves are inserted
within, which remain "dry" on their outside, surrounded by the block's material.
With either wet or dry liner designs, the liners (or sleeves) can be replaced,
potentially allowing overhaul or rebuild without replacement of the block itself;
but in reality, they are difficult to remove and install, and for many applications
(such as most late-model cars and trucks), an engine will never undergo such a
procedure in its working lifespan. It is likelier to be scrapped, with new equipment
—engine or entire vehicle—replacing it. This is sometimes rightfully disparaged as
a symptom of a throw-away society, but on the other hand, it is actually sometimes
more cost-efficient and even environmentally protective to recycle machinery and
build new instances with efficient manufacturing processes (and superior machine
performance and emission control) than it is to overvalue old machinery and craft
production.
Engines can come in several different varieties, with various parts depending on the type of vehicle it
is. For example, a truck engine would be different as compared to the engine of a regular car due to
the amount of power required. Today, many vehicles make use of the internal combustion engine,
however with slight variations according to vehicle types, having some added features or components.
Developed in the 19th century, this type of engine still remains a popular choice and it continues to
benefit from the technological advances in engineering. Today’s advanced engines may even feature
computerized controls and advanced systems to make them more efficient, durable and powerful. With
advances come several components which all work together to allow the engine to perform the
required tasks. In order to be able to understand how an engine works, it is important to understand
what the different engine parts are.

Many of the automotive engines used in the industry today are four-stroke internal combustion engine
that use either gasoline or diesel as a fuel. These engines get their name ‘four-stroke’ from the four
distinct phases that occur in the engine during operation. Being the first phase, fuel and air are taken
into the combustion chamber, earning this phase the name; intake phase. A piston is then used to
compress the fuel in the next phase. Thereafter a spark is used to ignite the fuel to cause a controlled
explosion. This explosion provides the engine with the energy required to drive the car forward. The
ignition of the fuel varies in diesel powered engines and gasoline powered engines. Gasoline powered
engines make use of a spark to ignite the fuel. The spark is generated through electrical components.
On the other hand, the fuel in a diesel engine is ignited through compression and does not require an
extra electrical component. After the ignition phase, the final part in the four-stroke phase is the
exhaust phase. During which, the unused fuel and carbon emissions are let out of the combustion
chamber to allow new fuel and gas to enter the space, allowing the process to start over again.

The core component of an engine is the cylinder that houses the pistons. In a regular car engine, it can
have anywhere from four to eight cylinders. The arrangement of the cylinder can pose different
advantages and disadvantages. Depending on the size and type of vehicle, manufacturers opt for
differing number of cylinders to match the requirements of the vehicle. The movements of the pistons
in the cylinders provide the engine with power for the vehicle to function.
Components of an Engine
Spark Plug
As mentioned earlier, gasoline engines make use of a spark to ignite the fuel and cause a controlled explosion in the
engine. The spark plug in these engines supplies the spark that is required to ignite the air and fuel mixture.

Valves
These engine parts allow for fuel and air to enter the combustion chamber and later let the exhaust out. They remain
sealed during the combustion process and only open when required.

Pistons & Piston Rings

This is a cylindrical piece of metal that is located inside the cylinder of the engine. Piston rings are located between
the piston and the cylinder in which the piston is located in. They provide a sealing edge between the exterior of the
piston and the interior of the cylinder. The purpose of these engine parts is to seal the space and prevent the fuel and
air mixture on one side of the piston from leaking into the sump during the combustion or compression process and
also prevent the oil in the sump from leaking into the combustion area as it would get burnt and lost, deterring the
movement of the piston.

Connecting rod and Crankshaft

The connecting rod connects the piston to the crankshaft. As the piston moves up and down due to the controlled
explosions, it causes the connecting rod to move. This then cause the crankshaft to move as well as it is connected to
the connecting rod, in a circular motion due to the configuration of the piston, connecting rod and crankshaft.

Sump
Surrounding the crankshaft, the sump contains some amount of oil.

2.

a. Large diameter holes in the block-castings form the cylinder bores required to guide the
pistons.
b. The Coolant Passages
The coolant passages are cast in the cylinder block. These surround the cylinder walls
circumferentially and lengthwise covering approximately the full depth of the cylinders.
The
coolant passages terminate near the bottom of the cylinders, where the cylinder walls
merge
with the crankcase. At the top of the cylinder, the coolant passages end either at the
level of the
block’s joint face, called as an open deck (Fig. 3.7), or just below the block’s machine
face, known
as a closed deck (Fig. 3.8). In the closed deck cylinder block, the vertical drillings, which
communicate with corresponding holes in the cylinder head, provide coolant circulation.
A closed
deck has better joint reliability than an open deck. On the other hand, it is easier to cast
an
open-deck cylinder block.

c. Threaded bolt holes are provided around the cylinders to form an even holding pattern. These
bolt holes go into reinforced areas within the block that carry the load to the main bearing
bulkheads.