298 SECTION Ill ENGINE CONSTRUCTION AND OPERATION —_—— Dir Partie , Displaced Bearing Material ea Oil Clearance: Bearing Backing, \, Embedabity refers to the ability of to absorb dirt particles and embed them into the sot babbtlayerto prevent scoring the rank journal — ~ A variety of construction techniques are used to achieve different balances among the characteristics that will adapt to each engine’ unique operating conditions. Tri-metal bearings with copper alloys for the intermediate layer are used in diesels Ak steel back with a copper alloy intermediate layer gives the strength, fatigue resistance, and conforma characteristics required of a diesel engine bearing, The lead tin babbitt layer provides good wear and compatibility features. Nickel barrier plating prevents galvanic reactions between the babbitt and copper or lead that would lead to corrosion. Flash lead or tin plating protects and provides a finish forthe engine's break-in period. This fnish can be easly removed when new by touching the bearing or wiping it with a shop rag, Bearing Lubrication —__ Every bearing receives lubrication through holes drilled into the crankshaft. Main bearings receive ol first from the oil pump and main oll gallery. The oll enters the main bearing journal and drilled passages connecting to the rod bearing journals, Most journals are crossed drilled so the oil holes align twice for every Nickel Dam. GopperlLead Alloy Stee! Backing LeadrivCopper Overlay Construction of temetal compost bearings Used in cesel engines A trimeta lan insert bearing is made up of three layers of metal with a rick! ayer between each — crankshaft revolution. Oil is otherwise cut off, so many main bearings have a groove down the center ofthe main bearing that allows ilto flow around themainbearingjournal. Theamountof oil clearance is important to maintaining the hydraulic pressure ‘of the oil wedge separating the rotating shaft and bearing. Too litle clearance and inadequate oil will flow into the bearing for lubrication and cooling, Too much clearance and the oil wedge ‘will collapse, resulting in contact between the shaft and bearing. Excessive bearing clearance is a primary reason to maintain low oil pressure. Ifthe oil pump is requited to pump extra volume to fill the clearances while even greater quantities of oil ate thrown, ‘if a shaft, loss of pressure will result. Pumps produce volume ‘not pressure; lubrication systems require restrictions to produce pressure.) Higher shaft speeds also produce greater oil wedge pressure, Plastigauging ‘Toevaluate the cl dearances of engine bearings, the us of Pas- tigauge is recommended, Pastigauge is a measuring tool con- sisting of a strip of oil-soluble plastic material and packaging printed with a thickness gauge Measuring bearing clearances with Plastigauge is very simple, After the bearing cap hasbeen removed and th oll wiped from the crankshaft and bearing shell, apiece of Plastignuge is laid across the bearing insert. The bearing cap is reinstalled with, 4 torque recommended by the engine manufacturer. When the bearing cap is tightened, the pressure causes the Plstigauge to be fatened. The less clearance there is, the ater and wider the Plastigage wil be. When the bearing cap is removed, the ‘width is measured with the graduated scale on the Plastigeuge envelope GETHIN. The numbers on the graduated scale indicate bearing clearance in thousandths of an inch or in millimeters. Plastigauge is available in four diferent sizes, each ‘covering a particular bearing clearance range. Bearing Location Bearings must not move within the bearing bore and must have ‘good coniact within the bore for good heat transfer. Several construction features of a bearing are common to ensure these functions. Bearing Spread “Toassst bearing retention and good contact with the cap or web of the bearing bore for heat transfer, the parting face of a bear- ing is wider than the diameter ofthe cap or web. Bearings must bbe snapped or pushed into place G@EUEEED. Bearing Crush “The diameter of the bearing shellsis larger than the bearing bore, and the difference in eight between the baring and the cap or ‘web is called bearing crush, This feature assists retention and heat transfer, The dark spots observed on the back of a bearing indicate where the greatest heat transfer takes place, For this reason, bearings should goin dry on the backside with no grease ‘or thread lockers applied to the back ofthe shell. Using this material would impede the transfer of heat from the bearing.CHAPTER 10 Cylinder Blocks and Crankshafts 299) Pasgauging a main bearing jounat The Piastignuge i squeezed bythe bering an cap (A). Afterward the width ofthe Prastigauge = compared against a gauge on the package (B). ees ——_ Als Greater than 8 ————A Bearing Shell Locating lugs are used on bearings to prevent movement and to properly center the bearing in the bore. To ensure correct ‘matching of beating caps and lugs, assemble caps together locating tab to tab. Make sure identification numbers match for ‘main bearing location in block and on connecting rod beatings. Undersize and Oversize Bearings Anundersize bearing i thicker than a standard beating. It does not describe the bearing, but the shaft it fis, Ifa crankshaft is worn or «ground to undersize, an undersize bearing is use to fit the journal. If spun main bearing damages a block, the bearing bore can be re-bored to an oversize, and an oversized bearing can be installed. Camshaft bushings typically can outlast two sets of main bearings because there is less loading. However, excessively Bearing Shell Higher than Cap Bearing Shell Bearing Shell Full ‘Seated in Cap The concepts of bearing crush and spread, Bearings must seat titty into the bearing bore to prevent movement and ‘worn and bleeding cam bearings can starve main bearings of oil and lead to premature crankshaft bearing failure. Thrust Bearings “Thrust bearings are used to control end play in a crankshaft ‘The forces of disengaging the clutch, helical gearing on the gear train, and automatic torque converters an easily push or pall a crankshaft tothe point where severe damage to the connecting rods and journals occur. If thrust, bearings are worn out, i willbe dificult to maintain a proper clutch adjustment when pressure plates are separated by usta few thousandths of an inch, Thrust washers or bearings with flanges ride against specially machined journal on usualy only one cheek ofa main bearing journal300. SECTION Il ENGINE CONSTRUCTION AND OPERATION A thus bears used on a main bearing Jouralto convol carishft end poy > Engine Block Service Diesel engine block service requires a high degree of sll and lnowledge due tothe sophisticated and exacting precision Bt of component suchas ines, pistons cinder seve and bearings Litle margin for eror Is permissible and mistakes in iting dlosely machined tolerances fare to alow acceptable service proceles can rel in cost caastophic engin fares A major operation during engne overhaul and rebuld seiner liner removal and instalten, A varity of ols are used to pull lines and orcompleteliner and piston assembles from the engine block Sir the vols used to reinstall and cere ast the height or protrusion a lines above the block deck must be these prescribed by the manulacturer to delve consent quality fll reps tense woublefee engine operation. Liner-to-Cylinder Block Fit ‘The fit of liner into the cylinder block is critical to engine opera- tion, because it can produce various leaks and cause premature if not catastrophic damage to cylinder components such as pistons and rings. For example, dry liner with an excessively loose fit will not transfer heat tothe cylinder block as effectively asa correctly fitting liner. Cylinder heat will build up and cause scuffing, scor- ing, and eventual seizure ofthe piston. An excessively tight-fitting Liner will collapse and distort, reducing the piston-to-liner clear- ance and causing hot spots, Consequently, the piston and liner can become scored, which could lead to eventual failure In wet liners, interference fit between the top-stop flange ‘and counterbore, or lower part of the counterbore, is a coolant seal, A loose fit will allow coolant to leak above the block deck or into the eylinder. Piston-to-Liner Sleeve Fi Adequate piston skirt clearance must be maintained between the liner and the piston to allow for normal expansion of the piston when running at operating temperature, Insufficient skirt clearance will reduce the running clearance and could lead to scuffing or scoring, Excessive clearance will result in piston knock or slap. To measure the clearance between the piston and ‘cylinder wall, the largest thickness of feeler blade is slid between the skirt and liner at 90° to the wrist pin. A typical specification in a 10-I5L (610-915 cubic inch) engine is 0.004-0.006" (0.102-0.152 mm) clearance. er Protrusion Wet liners protrude or extend 0.001-0.01" (0.025-0.254 mm) above the cylinder block deck CHEREEETEEED. This extension is necessary to project clamping forces from the cylinder head onto the liner flange and hold it in place. Measuring and adjusting protcusion is one ofthe most critical pperations when rebuilding a sleeved engine, In most engines, lier protrusion must be no ‘more than 0,002-.005" (0,051-0.127 mm) between the highest and lowest linet, Liner flanges must also be perfectly parallel with the block deck, typically within 0.001-0.002" (0.025~ 0.051 mm), Problems with the liner flange or counterbore oF twisted O-ring will lta liner. The liner must be removed and re-inspected before reinstalling, A liner must be clamped into place afer installation in ‘order to measure protrusion QEETEDED. After installing and correctly torqueing hold-down clamps on engine block liners to specitications a dial indicator on a sled is used to measure the projections GETETHEED. when placed on the block deck, the lial indicator depth gage is set to zero, The depth gauge is then moved tothe liner flange and its height above the block deck is measured. Three or four points around each liner are measured and recorded. After all liners are measured and no defets are found, the hokd-down clamps can be removed, If one liner is slightly lower than adjacent liners, a leak path for combustion {gases and coolant can form. Ifthe variation is great, it might even ‘warp the cylinder head. Vaviation will cause liner movement, ‘which will damage both the counterbore and the cylinder hea. If one liner is slightly higher than the others, the same results wil take place regarding leakage and warpage. The linet will nt move, but the concentration of eyinder head clamping forces on the higher liner can crack the Mange. Liner Protrusion| Cylinder Block Liner protrusion isthe projection ofthe liner ‘ange aboue the block deckLiners need to be clamped in place before ‘measuring protrusion. CHAPTER 10 Cylinder Blocks and Crankehafts 301 Liner counterbores can be repaired with cutting and ‘machining. liner with inadequate protrusion canberaised with the installation of a shim beneath the liner lange @EITHEEED. Unlike counterbores and pilots, liner flanges are never ‘machined. A liner that sits too high can be swapped with a liner that may be sitting to low. Rarely if ever will a cylinder block require machining to lower a liner protrusion Measuring Liner Protrusion Ensuring that cylinder liners protrude or extend above the block deck the correct amount is one of the most critical operations for engine technicians. Without enough protrusion, a liner ‘can move in the block resulting in rapid wear, leaks, and block damage, Ifthere is too much protrusion, the cylinder head gasket cannot seal properly. Uneven protrusion between liners results in compression and coolant leaks, cracked liner flanges, liner movement, and warped cylinder heads. Liner counterbores or ledges where thelinersitsin the black must becarefully inspected before liners are installed to ensure that they are square and cut to the correct depth. The counterbore may need to be shimmed Liner protrusion is measured by comparing the block height to the height of the liner Marge302 SECTION Ill ENGINE CONSTRUCTION AND OPERATION I ee Liner Flange Height + Shim Thickness — Counterbore Depth = Cylinder Liner Protrusion + - = Minimum 0.004” (0.10 mm) Maximum 0.007” (0.18 mm) A ner with nsfcen protrusion or a block that has a machined counterbore can be raised with asm beneath the liner flange. Shim thickness is calcusted after measuring counterbore depth ine flange, and desired protrusion. ifliner protrusion is too low or cut and shimmed ifthe liner sits too high and the counter bore is damaged in any way. Anytime a. liner is installed, the protrusion must be measured. ‘To measure liner protrusion, follow the guidelines in Flange Breakage ‘Top-stop flange breakage is usually caused by excessive flange loading because of excessive pressure that was applied to the flange through the cylinder head clamping forces. The cylinder 9 SKILL DRILL 10-2 Measuring Liner Protrusion make sure the rng is not twisted, Generally seas are not |Ubricated with petroleum-based products this prevents rapid deterioration fthe seals are not oll compatible, Aatfreeze is often used as an effective bricart Insert the ners into the engine block Do not force the liners into the bloc Instead use the OEM prescribed tool ‘to press the line into the block Hammering or hitting the ‘lange can dent the flange surface, which causes a leak path ‘The OEM prescribed took will protect the liner fange and sealing surfaces from damage They can be used to install ‘the liner squarely nto the blodk and in some cases, lamp ‘the liner into the block Clamp the ner inthe block with the OEM prescribed holding or clamping fixture, folowing the manufacture’ procedures. Using a dal ndicator and sled, mesture the liner protrusion in three or four places Protrusion i measured asthe Inspect the liner counterbores for squareness, cracks and the correct machined depth General the machined depth is only measured if there has been a problem with protrusion or the counterbore has been machined, ‘Thoroughly clean the liner and counterbores Any dit or ther materia will prevent the liner fom seating propery Install and lubricate the line seals Seals are lubricated only alter they are instaled to prevent twisting anc roling when the tne is rsaled Sie a small pick beneath the O-ring and move around the liner circumference several times 10 stance between the block deck and a very specie point on the ange: this point varies between manufacturers. Compare the measured protrusion against the manufacturer's specifications values Variation from side 10 side should not exceed 0.001" (0.025 mm).IFit does, it is usually due toa piece of debris beneath the flange or a twisted O-ring Remove, check, and reinstall the liner ifthe liner variations are excessive from side to sie. Install a selective shim beneath any liner flange that sits t00 lon.head gasket distributes a large amount of clamping force over the block deck, but if it is accidently left uninstalled when the linder head is tightened, all the liner flanges will crack and break due to the localized clamping forces, Flange breakage can result from the fallowing: = Improper torqueing of cylinder head during a rebuild = Uneven flange height above deck = Uneven wear in cylinder block flange counterbore if liners are not uniform in protrusion or out of parallel to the block deck = Wom inner edge of flange counterbore seat (in cylinder block), causing the flange to tilt downward = Improper positioning of head gasket ire ring TECHNICIAN TIP: When a cylinder Iner oF cylinder component is to be removed the cooling nozze should always be removed fist. Even sight damage or bending of the cooler nozzle will overheat the piston in that cylinder and lead ta catastrophic engine damage Servicing (of the cylinder components will cause contact between the nozzle and components, so resist the temptation to save a few rminutes and shortcut nazale recval. > Maintenance of Cylinder Walls and Bearings Cylinder walls and engine bearings are the two areas that have the highest degree of wear. Asa consequence, they are the most significant factors limiting engine service life. For this reason, servicing and maintaining these two parts of an engine are commonly performed during major and minor overhauls. Itis important for technicians to understand the factors influencing ‘wear to anticipate features of these areas to inspect. Understand ing wear factors helps form a foundation for service practices. Cylinder Wall Wear Diesel engine cylinder walls lastlonger than their gasoline counter- parts for several reasons. Slower engine speeds reduce the amount ‘of piston travel, Diesel fuel acts ike a lubricant to minimize wear from friction. The hardening process and special alloys further increase the durability of diesel blocks. However, cylinder block walls progressively wear wit increasing engine hours and distance traveled, he greatest amount of wear occurs near the uppermost part of the compression ring travel path and diminishes down the optinder to the bottom GLEMTEEEY. This gives worn cylinder a bell-shaped wear pattern observed at the top of the cylinder sleeve. ‘The reasons forthe greatest amount of wear near the top ofthe cy incer wall causing the cylinder wal to taper include the following: 1 Higher cylinder pressures near the top part of pistons travel path increase ring pressure against the cylinder walls. (Gas pressure behind the rings forces the piston rings outward from their grooves.) = Higher cylinder temperatures make the cylinder wall softer and more prone to wear. CHAPTER 10 Cylinder Blocks and Crankshafts 303 Cylinder Ridge ~Grestest Wear Cylinder wall wear is tapered and greatest in the upper thi! of the cylinder. The lack of upper Cinder wall brcation combined with higher eylnde wall temperatures and rng pressure produce the greatest Cinder wear inthis region, = “There isa lack of upper eylinder wall lubricant due tothe fact that lubrication oil can only be carried into this area ‘on the face of the compression ring, Long stoke engines will have more wear mid-stoke as well due to a higher amount of major thrust. The side thrust is produced by the angle of the connecting rod with the piston, which tends to push the piston sideways into the cylinder wall when cylinder pressures are high. The angle formed between the connecting rod and the piston forces the piston against the cylinder wall during compression and power stroke. During power stroke the force is greatest, producing a major thrust force and a minor thrust force during compression stroke. The longer stroke distance of the diesel makes for higher thrust angle forces CETTE. Measuring Cylinder Wall Wear Several methods can be used to measure the amount of taper within a cylinder, |. Measure the amount of piston ring end gap in a cylinder. By ‘measuring the end gap atthe top of the cylinder, inthe ring turnaround area in the middle, and at the bottom, eylinder taper can becalculated. End gap is measured after squaring the304 SECTION III ENGINE CONSTRUCTION AND OPERATION Combustion Preseure site _ Piston Picton Pn | — Major Thrust Face — Minor Thrust Face Connecting Rod CCrankshalt Rotalon Gpleder wear at midstroke isa common condition in engines wit high thrust forces, ring with a piston inside the cylinder. A 0.001" (0.0254 mm) increase in cylinder wall diameter will produce approximately 10.003" (0.0762:nm) increase in ringend gap. A typical maxi- ‘mum taper wear ofa cylinder is 0.001" (0.0254 mm) per inch ‘ofeylinder diameter, upto 0.005" (0.127 mm) maximum wear in larger cylinders. 2. Lookforloss of cross-hatch. Cylinder cross-hatch is produced ‘when an engine is manufactured and during reconditioning, “The presence ofcross-hatch on the cylinder wal is important to provide a surface to seat piston rings and to retain oil for piston and ring lubrication. Highly polished liners wil not allow residual ol to cling to the cylinder walls, causing, scuffing and piston wear. Highly polished liners indicate ‘worn cylinders GEARED. 3. Use a dial bore gauge to measure cylinder taper but not cylinder diameter. These gauges are used when honing or performing other marching processes to ensurea consistent, symmetrical dimension is produced (EUTEEED 4. Use a micrometer and inside telescoping gauges. An inside telescoping gauge is used to gauge the cylinder diameter. An ‘outside micrometers then used to measure the width of the inside telescoping gauge. Gylinder polish or the loss of eross-hatch i a ‘00d indcator of cyinder wear. cyinder with 20% or more ‘waar has O% service ie a Adal bore gauge is used to measure ‘inder wear due to taper Bearing Failures Most bearing failures are caused by problems with lubrication Bearing failures are indicated by: = A drop in lubricating oil pressure = Excessive oil consumption (excessive oil thrown onto the cylinder walls)2.8% Storage and Handing 17.7% installation Errors 6% Otner Causes 19.9% Contaminated Lubricant 34% nadoquato Lubration Causes of bearing fares. Noises that can be diminished during a cylinder cut-out procedure ‘Bearing toll-ins are performed during engine overhaul. Because the crankshaft is not removed when the engine is repaired in CHAPTER 10 Cylinder Blocks and Crankshafts 305, chassis, the upper main bearing shell must be pushed out and another bearing rolled into position, Measuring Crankshaft Endplay Occasionally, crankshaft thrust bearings may become exces- sively worn or even broken. A sudden, sharp release of the clutch ora driver’ foot resting on the clutch ean apply excessive force against the thrust bearing leading to premature wear or breakage. The result is a slipping clutch or difficulty adjusting a clutch withthe fre play continually changing after a manual adjustment, Crank position sensor codes may also be logged if, endplay is excessive, Insufficient endplay can be the result of a ‘misaligned main baring cap. “Tor measure crankshalt endplay, follow the guidelines in B SKILL DRILL 10-3 Measuring Crankshaft Endplay306 SECTION Il ENGINE CONSTRUCTION AND OPERATION, Wrap-Up Ready for Review > ‘The cylinder block isthe largest single part and main structure ofthe diesel engine, and its primary function isto support cylinders and liners (i equipped) and major engine ‘components, including the crankshaft and camshaft. Diesel engine blocks have cylinders arranged either inline, V-banked, or horizontally opposed, and can be configured with different numbers of cylinder bores. Cylinder blocks can be constructed from cast iron, aluminum, or compacted graphite iron (CGD; each of these materials has advantages and! disadvantages. Primary balance, which is achieved when the crankshaft counterweights offset the weight of the piston and. connecting rod assembly, and secondary balance, which is achieved when the movement of one piston counterbalances the movement of another, result in smoother running engines. ‘The main purpose of the crankshaft in a reciprocating engine isto convert the linear motion of the connecting rod assemblies to rotational movement. ‘The mechanical stresses placed on a crankshaft require it to be especially strong, so crankshafts are hardened to improve durability; the two most common processes are induction hardening and nitriding, Engine ol is used to lubricate, cool, and clean the crankshaft journals and bearings. ‘To control the destructive effects of both torsional and. harmonic vibrations, diesel engines are equipped with vibration dampeners. Blocks must be designed to be as compact as possible to reduce weight and size while maintaining strength and, rigidity; common block designs include deep-skirt blocks, cross-bolted blocks, ladder-frame blocks, and tunnel-bore blocks. There are several different configurations for engine block cylinders: which one i best depends on the vehicle's application, production cost, and expected vehicle lifecycle Replaceable eylinder sleeves enable a worn-out engine to be quickly rebuilt and restored to factory specifications ‘Bearings perform a number of important functions inside the engine, including reducing friction, supporting moving parts under load, and serving as replaceable wear surfaces. ‘The characteristics important for engine bearings are compatibility, fatigue strength, conformabilty, and cembedabilty: a variety of construction techniques are used to achieve different balances among the characteristics that will adapt to each engine’ unique ‘operating conditions ‘The amount of ol clearance between the rotating shaft and the engine bearing is important to maintaining the hydraulic pressure ofthe oll wedge that cools and Iubricates these parts, > Bearings must not move within the bearing bore and must, have good contact within the bore for proper heat transfer. > Thrust bearings control end play in a crankshaft. > The fit of liner into the cylinder block is critical to engine ‘operation; improper fit can produce various leaks and cause premature, ifnot catastrophic, damage to cylinder components such as pistons and rings. > Adequate piston skirt clearance must be maintained between the liner and the piston to allow for normal expansion of the piston when the engine is running at ‘operating temperature. > Wet liners protrude or extend above the cylinder block deck to project clamping forces from the cylinder head ‘onto the liner lange and hold it in place; measuring and adjusting protrusion is one of the most critical operations when rebuilding a sleeved engine. > Top-stop flange breakage is usually caused by excessive flange loading because of excessive pressure that was applied to the lange through the eylinder head clamping forces. > Cylinder block walls progressively wear with increasing engine hours and distance traveled; a dial bore gauge is used to measure cylinder wear due to taper. ilder ‘cavitation erosion Pinholes produced in cylinder block walls, heads, and liner sleeves as a result ofthe collapse of tiny water ‘vapor bubbles formed when coolant vaporizes on hot cylinder wal surfaces. compacted graphite iron (CGD) A material produced from powdered ion alloys squeezed into molds at high pressures and then heated to bond the metal particles together; also known as sintered graphite, sxoss-bolted black A variation of the deep-skirt block that Uses additional horizontally placed bolts to connect the crank- «ase walls ofthe block to the main bearing caps; also known as tie bolted or bolster bolted block. dcep-skirt block A block configuration with a bottom edge that extends well below the erankshafts centerline. “dry sleeve block A block designed with a bored or honed hole in the block that allows no coolant contact with the cylinder sleeve dual mass flywheel (DME) A two-piece flywheel design that incorporates specialized torsional dampening springs. {illet_xadius A circular machining applied to the surface ‘between the journal and the crankshaft cheek that strengthens the erankshaft and minimizes the possibilty ofa fracture. harmonic vibration A vibration that sends pressure waves ‘moving back and forth along the crankshaft Vocabulary B‘induction hardening A heat treatment process that involves, passing alternating electric current through coils of heavy- gauge wire surrounding the material to be hardened; through ‘magnetic induction, heat is produced in the metal, which is then quenched with water to produce a hard, wear-resistant ‘metal surface. JIadder-frame block A block design with sides that extend exactly to the centerline of the crankshaft bearings and a separate, additional section that attaches to the crankcase and the oil pan and incorporates the main bearing caps into one unit. is A plasma spray welding technique developed by Mercedes-Benz, to coat cylinder walls witha tool sgrade hardness iron alloy. nitriding A crankshaft hardening technique that involves, heating the shaft and introducing cyanide salt or liquid into the heating chamber with the crankshaft; slowly cooling for quenching the erank with these substances in its heated condition causes the nitrogen and carbon to molecularly bond with metal surfaces to create an extremely hard journal. ‘parenthore block A block design that has holes cast and bored, in the block for the cylinders with the pistons inserted directly into these holes also known as a no-sleeve block ‘pendulum vibration absorher A dampener that provides torsional vibration control by producing forces that directly cancel the forces producing torsional vibration. ‘primaryalance Balance achieved when the crankshaft coun. terweights offet the weight of the piston and connecting rod assembly scissor gear Two separate spring-loaded gears incorporated, into a single unit to reduce gear rattle caused by torsional vibration, secondary balance Balance achieved when the movement of cone piston counterbalance the movement of another, result in smoother running engines ‘sputter_bearing The latest technology in bearing overlay ‘material, which deposits a metal overlay surface onto a bearing backing that is three times harder than conventional overlay. ‘This complex process involves spray welding in a vacuum and is used to make a bearing that has the highest ability to carry a load over any other bearing torsional vibration ‘The speeding up and slowing down of the crankshaft caused by alternating compression and power strokes ofthe engine cylinder. tunnel-bore block A block that has the main bearing bores and, block formed into one solid structure for maximum block rigid: ity and strength. ‘warpanchor A block design that has the cylinder head and the cylinder block bolted together by tie bolts sliding steel sleeves, which are locked in the block, accept the cylinder head bolt from one side and the te bolt from the other. wetsleereblock A block designed with a numberof large holes, into which the cylinder sleeves are inserted: coolant has direct contact with the outside ofthe sleeve and there is no supporting cylinder bore structure. CHAPTER 10 Cylinder Blocks and Crankshafts 307, Review Questions 1 Which ofthe following types of engine blocks is most likely to have coolant contamination of the crankcase due to a leaking liner O-ring? 2. Parent bore b, Dry sleeve c. Wet sleeve d. Top stop “The presence of cavitation on a replaceable cylinder liner is most likely caused by: 2. liner vibration, b. low cylinder pressures. . excessive cooling system pressure, d. improperly conditioned coolant. Which of the following isthe purpose of bolster bolts or tie bolts? ‘a. To hold the main bearing caps down tightly b. To reduce torsional vibrations . To increase engine block rigidity and strength d. To secure the crankcase bedplate to the engine block 4. Which ofthe following features will a ladder-frame engine block have? ‘a. Abblock skirt extending past the main bearing caps b. A steel plate bolted to the oil pan rail and main bearing caps c. Main bearing caps integrated into a one-piece casting d. A light-weight engine block Which of the following should be done to correct insuffi cient iner protrusion? ‘a, Cat the liner counterbore deeper b. Usea thinner liner flange . Add shims to the liner counterbore d. The condition is not serviceable and the block is scrap 6. Which of the following isthe purpose of frost plugs or core plugs used in engine blocks? ‘a. To prevent block damage ifit freezes b. To provide an opening for cooling system accessories like block heaters, . To facilitate the cleaning out of sand d. To provide inspection cavers to check for block porosity 7. The lightest, strongest, and quietest engine blocks are ‘a, made from aluminum, b. parent bore blocks. . dry sleeve blocks. d. made from compacted graphite iron (CGI). 8, V8 engines have cylinder banks arranged at which of the following angles to allow for even crankshaft rotation between firing impulses? a. oo b. 90° ©. 37.5" das 9. Crankshaft counterweights are used to minimize engine vibration caused by which of the following? a. The inertia of the piston/connecting rod assembly b. Uneven firing impulses 2 3. 5.