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| − | == Members == | + | == Executive Summary == |
| | + | The project as a whole went smoothly with a few minor problems but nothing too hard to overcome. The hardest part of the project was coordinating with Group 34 and how duties would be split between the two groups. As planned, disassembly took three weeks to finish. Some problems that were faced during the dissection were the removal of the harmonic balancer and the flywheel. The harmonic balancer required a pulley puller, which was not readily available, and the flywheel removal involved some added disassembly of the engine stand. Reassembly went smoothly knowing how to deal with the challenges that were faced during the disassembly. The overall outcome of the project was a success. All of the Gates were completed on time and all of the Group 18 members worked well together the whole way through. |
| | + | |
| | + | == Introduction == |
| | + | === Members === |
| | <ul> | | <ul> |
| | <li>Brett Bowman | | <li>Brett Bowman |
| Line 7: |
Line 11: |
| | <li>Andrew Ring | | <li>Andrew Ring |
| | </ul> | | </ul> |
| | + | |
| | + | === Product === |
| | + | [[Image:cropped engine.gif]] |
| | + | <ul> |
| | + | <li>Manufacturer: General Motors |
| | + | <li>Model: Vortec 4300 V6 Engine |
| | + | <li>Approximate year of production: 1985 |
| | + | <li>Types of vehicles engine is used for: Chevrolet Blazer, Chevrolet Astro, GMC Safari, GMC Jimmy, etc. |
| | + | <li>Our task was to reverse engineer the engine and analyze its components, how the components were manufactured, and how they come together to work as a unit. |
| | | | |
| | == Gate 1: Request for Proposal == | | == Gate 1: Request for Proposal == |
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| | == Gate 2: Preliminary Design Review == | | == Gate 2: Preliminary Design Review == |
| − | | + | View our Preliminary Design Review:<br> |
| − | ===Causes for Corrective Action===
| + | [[Group_18_-_GM_V-6_Engine_Gate2]]<br> |
| − | | + | |
| − | The dissection of the GM V-6 Engine went very smoothly with a few minor problems. Our project plan worked out exactly as planned. The dissection took three weeks, and everyone was able to be at the lab on Wednesdays after class to work for an hour to an hour and half. The biggest challenge faced was setting up a time with the group thirty-four, and communicating with them at first. To overcome this, Meredith Canty from our group and Parth Kalia from group thirty-four exchanged emails since both are project managers. Both groups met at five on Wednesdays to work together on the dissection of the engine.
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| − | While dissecting the engine the groups realized that there were tools that needed to be acquired that were not offered in the lab to finish the dissection. The two tools needed were the pulley puller and the valve compressor. To get the tools needed, group thirty-four did not really offer any communication or effort into getting them. So it was left up to our group to find the tools. Andrew went to see if the Society of Automotive Engineers had the tools, and if we could use them. However, their tools were specially designed and could not be used, so Meredith tried to see if her father’s business had the tools. Her father’s business did not have them so Brett went home and got the tools needed to finish off the dissection.
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| − | Once we had the tools, the valve compressor was used to remove the valves. Then we went to use the pulley puller and realized the bolts were not long enough. To fix the problem, Brett and Derek went to Lowes to buy longer bolts. The bolts worked and the dissection was completed on Monday October 26th. For the small problems that did occur, every member was willing to help out and resolve it as fast as possible to get the dissection done in time. The group works very well together and there are no problem areas in the group.
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| − | | + | |
| − | ===Product Dissection Plan===
| + | |
| − | The table below documents the procedure that was taken to dissect a GM V6 engine. Each step includes the part that is to be removed, which tool(s) will be used, and how difficult the step is on a scale of 1 to 5. Any additional concerns about removing the part are made in the "Notes" column.
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| − | | + | |
| − | <h4>Difficulty Scale</h4>
| + | |
| − | <table border=1 cellspacing=0 cellpadding=5>
| + | |
| − | <tr><td>1</td><td>
| + | |
| − | Quickly and easily removed by hand
| + | |
| − | </td></tr>
| + | |
| − | <tr><td>2</td><td>
| + | |
| − | Quickly and easily removed using tools
| + | |
| − | </td></tr>
| + | |
| − | <tr><td>3</td><td>
| + | |
| − | Easily removed, but time-consuming or repetitive
| + | |
| − | </td></tr>
| + | |
| − | <tr><td>4</td><td>
| + | |
| − | Required moderate force, skill, or special tools
| + | |
| − | </td></tr>
| + | |
| − | <tr><td>5</td><td>
| + | |
| − | Required excessive force and time
| + | |
| − | </td></tr>
| + | |
| − | </table>
| + | |
| − | <br> | + | |
| − | | + | |
| − | <h4>The Dissection Process</h4>
| + | |
| − | <table border=1 cellspacing=0 cellpadding=5>
| + | |
| − | <tr><th>Step</th><th>Part Removed</th><th>Difficulty</th><th>Tools Used</th><th>Quantity / Size of Bolts Removed</th><th>Notes</th></tr>
| + | |
| − | <tr>
| + | |
| − | <td>1</td>
| + | |
| − | <td>Throttle Body</td><td>2</td><td>Socket Wrench</td><td>3 / 10mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>2</td>
| + | |
| − | <td>Electric Ignition</td><td>2</td><td>Socket Wrench</td><td>2 / 10mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>3</td>
| + | |
| − | <td>Upper Intake Housing</td><td>2</td><td>Socket Wrench</td><td>6 / 12mm</td><td>Fuel lines removed by hand</td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>4</td>
| + | |
| − | <td>Intake Manifold</td><td>2</td><td>Socket Wrench</td><td>10 / 14mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>5</td>
| + | |
| − | <td>Valve Covers (2)</td><td>2</td><td>Socket Wrench</td><td>6 / 13mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>6</td>
| + | |
| − | <td>Exhaust Manifolds (2)</td><td>2</td><td>Socket Wrench</td><td>10 / 14mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>7</td>
| + | |
| − | <td>Heads (2)</td><td>2</td><td>Socket Wrench</td><td>26 / 13mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>8</td>
| + | |
| − | <td>Push Rods (12)</td><td>1</td><td>None</td><td>N/A</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>9</td>
| + | |
| − | <td>Plastic Lifter Covers (2)</td><td>2</td><td>Socket Wrench</td><td>4 / 10mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>10</td>
| + | |
| − | <td>Lifters (12)</td><td>1</td><td>None</td><td>N/A</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>11</td>
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| − | <td>Water Pump</td><td>2</td><td>Socket Wrench</td><td>4 / 14mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>12</td>
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| − | <td>Crank Pulley</td><td>2</td><td>Socket Wrench</td><td>2 / 14mm</td><td>There were supposed to be 3 bolts, but 1 was missing. The engine stand was rotated upside down after this step.</td></tr>
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| − | <tr>
| + | |
| − | <td>13</td>
| + | |
| − | <td>Oil Cooler</td><td>2</td><td>Socket Wrench</td><td>2 / 12mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>14</td>
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| − | <td>Oil Pan</td><td>2</td><td>Socket Wrench</td><td>12 / 12mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>15</td>
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| − | <td>Clamps connecting pistons to crankshaft (6)</td><td>3</td><td>Socket Wrench, Hammer</td><td>12 / 14mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>16</td>
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| − | <td>Harmonic Balancer</td><td>5</td><td>Pulley puller, Adjustable crescent wrench</td><td>N/A</td><td>This part was stuck and required a particular type of pulley puller, as well as excessive time and force to remove.</td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>17</td>
| + | |
| − | <td>Camshaft Cover</td><td>2</td><td>Socket Wrench</td><td>2 / 6-point flange bolts</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>18</td>
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| − | <td>Camshaft Sprocket</td><td>2</td><td>Socket Wrench</td><td>3 / 13mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>19</td>
| + | |
| − | <td>Camshaft Mount</td><td>2</td><td>Socket Wrench</td><td>2 / T-20 torque bolts</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>20</td>
| + | |
| − | <td>Camshaft</td><td>1</td><td>None</td><td>N/A</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>21</td>
| + | |
| − | <td>Sprocket and Oiler Drive Gear</td><td>2</td><td>Socket Wrench</td><td>3 / 13mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>22</td>
| + | |
| − | <td>Oiler Mount</td><td>2</td><td>Socket Wrench</td><td>2 / T-20 torque bolts</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>23</td>
| + | |
| − | <td>Oiler</td><td>1</td><td>None</td><td>N/A</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>24</td>
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| − | <td>Flywheel</td><td>4</td><td>Socket Wrench</td><td>6 / 14mm</td><td>The flywheel had to be maneuvered around the engine stand.</td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>25</td>
| + | |
| − | <td>Clamps holding crankshaft (4)</td><td>2</td><td>Socket Wrench</td><td>8 / 16mm</td><td></td></tr>
| + | |
| − | <tr>
| + | |
| − | <td>26</td>
| + | |
| − | <td>Crankshaft</td><td>1</td><td>None</td><td>N/A</td><td></td></tr>
| + | |
| − | </table>
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| − | | + | |
| − | | + | |
| − | ===Images through the Dissection Process===
| + | |
| − | | + | |
| − | {|
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| − | | [[Image:Before dissection.JPG|thumb|upright|V6 prior to dissection]]
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| − | | [[Image:Vacuum_Lines.JPG|thumb|upright|Fuel Lines]]
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| − | | [[Image:Overhead_View_Intake_Manifold.JPG|thumb|upright|Intake Manifold]]
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| − | | [[Image:Intake_Manifold_Removed.JPG|thumb|upright|Intake Manifold Removed]]
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| − | | [[Image:Cylinder Heads Removed.JPG|thumb|upright|Removed Cylinder Heads]]
| + | |
| − | |}
| + | |
| − | {|
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| − | | [[Image:Cylinder Head.JPG|thumb|upright|View of Cylinder Head with Valves]]
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| − | | [[Image:Oil Pan.JPG|thumb|upright|Oil Pan]]
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| − | | [[Image:Bottom View Crankshaft.JPG|thumb|upright|Crankshaft]]
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| − | | [[Image:Piston and Connecting Rod.JPG|thumb|upright|Piston with connecting rod]]
| + | |
| − | |}
| + | |
| − | | + | |
| | | | |
| | == Gate 3: Coordination Review == | | == Gate 3: Coordination Review == |
| | + | View our Coordination Review:<br> |
| | + | [[Group_18_-_GM_V-6_Engine_Gate3]]<br> |
| | | | |
| − | === Component Summary === | + | == Gate 4: Critical Design Review == |
| − | <ul>
| + | View our Critical Design Review:<br> |
| − | <li> Engine Block: The engine block is made out of Cast iron. This is because the block must be able to withstand extreme heat, extremely well. It is also cast iron because iron is cheap but durable and casting it is the easiest and most efficient way to produce it. Iron is also a good vibration dampener. The forces acting on the block when mounted are those of weight and vibration; however the vibration forces are negligible and cancel each other out. The block itself is not very complex, because after all it is just a piece of metal, but when looking a complete engine, all the various and meticulous holes and slots drilled turn it into a relatively complex piece of machinery. Although the block itself is casted, various parts on the block were machined to allow for seals and threaded holes, as well as smooth bold holes that are crucial to operation. The block itself houses the pistons, connecting rods, crankshaft, the intake/exhaust valves, and is the chamber in which the Otto cycle takes places; there is only one block for the engine. The model number stamped on the block reads: G096.
| + | [[Group_18_-_GM_V-6_Engine_Gate4]]<br> |
| − | </ul>
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| − | | + | |
| − | <ul>
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| − | <li> Piston: The Piston on our engine is made out of Machined aluminum. This is because the piston must be completely smooth on all surfaces to reduce friction and the casting process does not allow for this to take place. This is why they are cylindrical; because a cylinder is much easier to machine than other shapes (ex. Square). Also aluminum is a lightweight metal that can also withstand great heat. There are six pistons in total on our V-6 engine, each with a force of 184 pounds acting on it. The piston converts the energy of the combustion to the crankshaft, which in turn crates rotational force. The piston is a simple device; it does not contain any other moving parts other than the pin and rings.
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| − | </ul>
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| − | | + | |
| − | <ul>
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| − | <li> Piston Rings: Piston rings are made of spring steel. Spring steel is made up of medium carbon steel, which has a high yield of strength and retains its shape after forces have been applied. The purpose of a piston ring is to seal the combustion chamber, and prevent the engine from burning unwanted oil. There are 2 piston rings per piston. (Totaling 12 rings per engine). Piston rings are extremely simple parts, and although aren’t complicated are important pieces of the piston.
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| − | </ul> | + | |
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| − | | + | |
| − | <ul>
| + | |
| − | <li> Connecting Rod: The Connecting Rods are die-casted and are made out of high carbon steel. These are Die-casted because it is easy to make and the majority of the part itself does not need to be completely smooth. However they are machined where the rod must be connected the piston head, as well as where the bottom clamp is bolted to the upper rod. The function of a connecting rod is to connect the piston to the crankshaft. There are 6 connecting rods. (one for each piston)
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| − | </ul> | + | |
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| − | | + | |
| − | <ul>
| + | |
| − | <li> Crank Shaft: The crankshaft is made out of die-casted steel. This is because it is simple and cheap to make, but still withstands great force. It is also machined where it is mounted to the block for friction-reduced rotation and where the connecting rods attach to it. The force exerted on the shaft at each connection to a piston is equal to 184 pounds and the torque is equal to 230 foot pounds (which we researched online). The shape of the crank shaft is specifically designed to use offset pivot points to convert the forces form the pistons and connecting rods to a rotational force. The complexity of the crank shaft is minimal, although its simplicity is the reason it has been so successful over the years.
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| − | </ul>
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| − | | + | |
| − | | + | |
| − | <ul>
| + | |
| − | <li> Camshaft: The camshaft of our engine is made from machined steel. The shaft must be machined because of the ever changing shape it posses and the need for friction-free usage. The shape of the shaft itself works in a similar fashion as the crank shaft, except it works in the opposite direction. This is because it converts rotational force into 12 different linear forces which control the intake and exhaust valves. The torque acting upon is two times greater than that of the crank shaft due to the gear ratio from the crankshaft itself.
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| − | </ul>
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| − | | + | |
| − | | + | |
| − | <ul>
| + | |
| − | <li> Flywheel: The flywheel is made from machined steel and is used to maintain the momentum of the engine in between each piston firing (very quick). The shape of the flywheel is a wheel of large diameter with slots on the outside like gears. It also has holes cut out from the center of it in order to reduce unused material to conserve weight.
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| − | </ul>
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| − | | + | |
| − | <ul>
| + | |
| − | <li> Pushrods: The pushrods are made from machined steel. They extend the linear force of the lifters to control the opening and closing of intake and exhaust valves.
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| − | </ul>
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| − | | + | |
| − | | + | |
| − | <ul>
| + | |
| − | <li> Timing chain: Made out of multiple links of machined steel, the chain transfers rotational energy from the crankshaft to the camshaft through a gear ratio. There is one chain on the engine however the chain itself is made from many links connected.
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| − | </ul>
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| − | | + | |
| − | | + | |
| − | <ul>
| + | |
| − | <li> Oiler/Oiler Gear: The oiler is made from die-cast steel. It is also machined at the ends where it rotates on the block. On one end there is a small gear which is connected to a gear running through the timing chain. The shape of the oiler is a rod with semi circles on opposite sides, this shape becomes a “paddle” which moves oil throughout the system to keep everything lubricated.
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| − | </ul>
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| − | | + | |
| − | | + | |
| − | <ul>
| + | |
| − | <li> Lifters: The lifters are made from machined stainless steel. This is so the reduce friction and stay rust free. They are shaped like a small tube with a free rotating wheel which rides on the camshaft, converting rotational force to linear force to control the valves on the head.
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| − | </ul>
| + | |
| − | | + | |
| − | <ul>
| + | |
| − | <li> Water Pump: The water pump has a die-casted steel outer shell, which houses a machined steel gear pump. The water pumps purpose is to push coolant around the engine block, to keep the engine cooled down and running at a safe temperature which ensures efficiency. The pump is driven from a belt off of the crank pulley harmonic balancer.
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| − | </ul>
| + | |
| − | | + | |
| − | | + | |
| − | <ul>
| + | |
| − | <li> Intake Manifold: The manifold is made out of die casted steel, and is machined where the manifold is sealed to the engine block. It is made from steel because, steel is cheap it is not really load bearing. The purpose of this piece is to evenly distribute a fuel/air mixture to each of the 6 cylinders. This part must be specifically designed to deliver the correct air/fuel mixture.
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| − | </ul>
| + | |
| − | | + | |
| − | | + | |
| − | <ul>
| + | |
| − | <li> Exhaust Manifold: The exhaust manifold is a piece of die-casted steel. This is a system of tubes which delivers the exhaust components to the tailpipe and out of the vehicle. The Exhaust converts the 6 streams of exhaust from each cylinder to one main stream out of the car.
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| − | </ul>
| + | |
| − | | + | |
| − | | + | |
| − | <ul>
| + | |
| − | <li> Oil Pan: The oil pan is made from a large piece of cast aluminum. This is aluminum because it is so large that aluminum is the only metal that would not become too heavy with its large size. Also aluminum will not rust so with oil all over the pan rusting would be a problem with most other metals. The purpose of this piece is to house the majority of the oil to lubricate the engine.
| + | |
| − | </ul>
| + | |
| − | | + | |
| − | | + | |
| − | <ul>
| + | |
| − | <li> Harmonic Crankshaft Balancer: This is made out of two machined- steel pieces (circular) separated by a rubber ring. When the crankshaft spins, the inner ring of the balancer spins with it, and the outer ring resists acceleration due to the rubber ring. This then in tern reduces vibration crankshaft. The object itself is not complex however its purpose is one that could be described with extremely complex physical laws.
| + | |
| − | </ul>
| + | |
| − | | + | |
| − | | + | |
| − | <ul>
| + | |
| − | <li> Distributer: The distributor is a device that takes the high voltage electricity from the ignition coil, and routes it to the spark plug in the proper firing sequence. The cap of the distributor is made of molded plastic; and inside lies a steel rotating shaft. When the rotor spins, current jumps between small gaps in the shaft to the contacts that run from the distributor to the spark plugs. The rotational motion for the distributor is supplied by the camshaft so the piston location is synchronized with firing time.
| + | |
| − | </ul>
| + | |
| − | | + | |
| − | === Design Revisions ===
| + | |
| − | • The GM V6 4300 Vortec engine is one that is typically used in SUVs or pickup trucks, so the target audience for this engine would be looking into power and performance of their vehicle. One way to get a boost in power out of this engine is to perform a procedure called “port and polish” to the air intake manifold component. This procedure involves using a dremel tool to sand down the side walls of the throttle body and using a polishing wheel with a chrome or metal finish to give the surface a smooth, glass-like finish. Making this surface smoother reduces air friction during the intake stroke of each piston. Reduced air friction means more efficient air intake is occurring and therefore a greater rate of combustion takes place in each piston. Increased combustion leads to an increased power output from the engine.
| + | |
| − | | + | |
| − | • Another design change could be to change the material of the engine block. The engine block is currently made out of cast iron which is very heavy and adds most of the weight to the car. To make the car weigh less and perform better a different type of material would work better. Using aluminum for the engine would affect the horsepower which is what the target audience is concerned about. Also, by making the car lighter the fuel efficiency would be improved. Everyone is concerned about fuel efficiency is this economy. Finally, aluminum improves heat dispersion, so the engine is less likely to over-heat.
| + | |
| − | | + | |
| − | • One last design change could be to increase the compression ratio, which would increase the power and efficiency of the engine. A way to increase the compression ratio is to increase the cylinder swept volume. This would not change the combustion chamber volume only the cylinder volume. The compression ratio of the GM V6 engine is 9.1:1. By increasing the cylinder swept volume slightly it increases the compression ratio slightly. However, the compression ratio should not exceed 10, or else engine knock could start to cause problems with the engine as a whole.
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| − | | + | |
| − | === Solid Modeled Assembly ===
| + | |
| − | | + | |
| − | The following models are of the camshaft, a lifter, and a push rod. These components were chosen because they are key components of an engine but are not as familiar to most people as the crankshaft and pistons.
| + | |
| − | | + | |
| − | Solidworks was used to model these parts because it is an intuitive program and it was the most readily available.
| + | |
| − | | + | |
| − | === Engineering Analysis ===
| + | |
The project as a whole went smoothly with a few minor problems but nothing too hard to overcome. The hardest part of the project was coordinating with Group 34 and how duties would be split between the two groups. As planned, disassembly took three weeks to finish. Some problems that were faced during the dissection were the removal of the harmonic balancer and the flywheel. The harmonic balancer required a pulley puller, which was not readily available, and the flywheel removal involved some added disassembly of the engine stand. Reassembly went smoothly knowing how to deal with the challenges that were faced during the disassembly. The overall outcome of the project was a success. All of the Gates were completed on time and all of the Group 18 members worked well together the whole way through.
