Group 34 - GM V-6 Engine

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Contents

INTRODUCTION TO GROUP 34

Group Members

Parth Kalia

Keith Billanti

Chris Moyer

Tae Joon Park

Keith K Selvasakaran Bernard


Communication and Organization

Throughout the project the single biggest tool used for communication by Group 34 was the online message. Keith Billanti established and account at http://www.runboard.com/bmae277projectgroup34. The group members then created accounts and kept in touch effectively with the use of this message board. Most of the data for final submission was discussed and transferred from one member to next with the use of this message board. The image on the right shows a screen-cap of the board.
Runboard.png


GATE 1

Management Proposal and Organizational Schematic


Upon meeting each other, our team was able to come up with a mutually agreed upon scheme of work. Firstly, tasks rather than pre-assigned roles were the priority and they were assigned to members of the team such that (almost) no one person was in charge of a single task and the workload was distributed as evenly as possible. This way, almost all the tasks could be double checked by at least one other individual in the group. This was done to prevent the occurrence of mistakes and to ensure that no relevant details were left out from our final wiki page.

The titles were assigned after the tasks themselves and might not be entirely representative of the tasks themselves:


Data Administrator: Parth A Kalia

  • Keeping track of dates & deadlines: Maintaining a working timetable of dates for specific tasks as relevant to the various stages of the project.
  • Making Drafts for data to be submitted on Wiki: Writing up reports for wiki page. These will be checked by the Technical Experts for errors in specific facts and data and our Organization and Communications Manager to ensure that all the required data is present.


Lead Technical Expert: Chris A Moyer

  • Assembling/disassembling the product: Performing the assembly and disassembly of the product and gathering a keen understanding of it so as to provide relevant data and facts to the Data Administrator for the draft reports.
  • Proof-reading and correcting Draft Reports: Checking for errors in facts and data on reports before passing on to Wiki Manager.


Assistant Technical Expert and CAD Expert: Keith Billanti

  • Keith Billanti has volunteered for the task of creating the solid models for the product. The piston and rod assembly was chosen and the renderings are below.
  • To work with the Lead Expert, Chris Moyer and assist in the assembling/disassembling of the product as well as to add any additional or missing data for the drafting of the reports.


Organization and Communications Manager: Tae Joon Park

  • Organization: Analyze planning process and clarifying required content for due projects, in the process, monitoring for errors in organization and planning.
  • Keeping track of dates & deadlines: Maintaining a working timetable of dates for specific tasks as relevant to the various stages of the project.


Wikipedia Administrator: Keith K Selvasakaran Bernard

  • Wiki Manager: To ensure the timely upload of all the required information and media before deadlines and to ensure that all parts of the Wiki are active and working. Also to decide layout and format of Wiki to ensure simplicity.
  • Media Manager: Editing photos and videos taken during dissection for upload on Wiki page.


Dissection Plan


Given several factors, we decided that it would be most effective to start the dissection process as soon as possible and will have our first session the following Wednesday. Given the size and complexity of the product, we plan on completing the dissection in two parts over two weeks in the two lab hours on Wednesdays. This gives us two extra lab hours to complete the dissection in order to make up in case of any delays leading up to the second gate.

Given that our Technical Experts have had prior experience with car engines and a strong knowledge of tools and hardware, they were able to write up an accurate list of tools required for the disassembly. They are as follows:

  • Socket Wrench Set with Sockets, Deep Sockets and Wrench Extensions.
  • Allen Keys.
  • Pulley Puller.
  • Valve Spring Compressor.


The Product: Initial Product Assessment

Uses: The product that was given to our group for reverse engineering was a GM Vortec 4300 V6 Car Engine. The intended use of this model specifically is to drive cars although other types of internal combustion engines can be used for many other applications in industry and other vehicles. The product can be used for either home or professional use and its function is to convert the chemical energy from the fuel to mechanical energy that is used to drive the car.


Method of operation: The product works by igniting fuel and pressurized gas inside a chamber which then causes the combustible substances to push against the moving parts of the engine. Specifically, the fuel injectors allow a mixture of air and gasoline to enter the cylinder. The piston inside the cylinder then compresses the mixture which is then ignited by the spark plug causing the piston to shoot back out. The pistons move the camshaft which in turn drives the car. The energies used are purely chemical (i.e. contained in the air and gasoline) and are then converted into Heat and Mechanical Energy. While the intent is only to produce Mechanical Energy, Heat is a by-product of the inherent inefficiency. As explained above the operation of the engine allows it to convert Chemical Energy to Mechanical Energy and Heat (which is discharged through the exhaust and the surroundings of the engine itself). The product itself is not currently functioning, thus making it difficult to assess any of its problems.


Components: The model is a GM V6 engine with several components. These are:

  • Camshaft
  • Crank
  • A timing chain
  • 2 Heads/ Valve covers
  • 6 Rods
  • 6 Pistons
  • 12 Lifters
  • 12 Rocker Arms
  • 12 Pushrods
  • 12 Valve Springs
  • Upper and Lower Air intakes
  • Oil Pump and Oil Pan
  • Throttle Body


Complexity: Looking at each of these individual parts, they are not in themselves complex, but on a whole, the engine can be said to be around a 5 on a scale of 10. The reason for this is that we have defined complexity as a whole on the basis of moving parts and the number of components. In order to judge complexity, we only compared it to other car engines and not to other larger engines used for other applications. For a better idea, the engine in a Lamborghini (which has 4 overhead cams, 12 cylinders and 4 valves per cylinder) would be placed at 10, whereas a carbureted 4-cylinder configuration (without multi-port fuel injection) would be placed at a 1.


Materials Analysis: The Materials used in the product are primarily Cast Iron, Cast Aluminum and Stainless Steel. Other materials include rubber for the timing chain and plastic for the covers on the Valve and Cylinder heads. Given our group’s prior knowledge on car engines, we estimate that there are no other significant materials in the engine.


End User Satisfaction: When comparing the product to other equivalents V6 motors of the mid 1990’s, the Vortec outclassed other engine models due to its high fuel efficiency and its sizeable 3.8L power. Thus, we can say that end users would be quite happy with the product as a whole. Given that it is in itself a component of a car and being used indirectly by the end user, we cannot comment on its ergonomics and its ease-of-use. The regular maintenance that the end user performs would be to change the oil every 3000 miles. This does not reflect the maintenance required on a car however, just the engine itself. Anything beyond the said oil change would require professional knowledge from a certified technician.


Alternatives to the product: When trying to find other alternatives to the product, we cannot limit the criteria to the engine alone as such information would not be useful. Factors such as cost would depend on specific cases depending on any modifications to the engine itself. Therefore, we can try and compare the alternatives from a user’s point of view i.e. by comparing the cars that incorporated the Vortec 4300 and comparing them to other models in the same power class of these cars.


Various models (Chevy Astro Van, GMC Safari, GMC Jimmy, Chevy Blazer, Oldsmobile Bravada, etc) used the Vortec 4300. All of these vehicles were in the price range of $22,000 and $25,000. The alternatives were:

  • The Ford Explorer: $22,000
  • The Toyota 4runner: $25,000
  • The Mitsubishi Montero:$26,000
  • The Jeep Cherokee:$23,000
  • And the Nissan Pathfinder:$30,000


As mentioned earlier, the Vortec 4300 outclasses these models in terms of fuel efficiency and power so it was also in comparison value for money to the end user. However, despite having a track record of very few reliability issues the Nissan Pathfinder has even less Reliability issues



GATE 3

Complexity Scale/ Categories


In this case complexity is not necessarily defined not only on a scale but also in categories. The last 3 levels pertain only to assemblies which are in this case more complex than highly machined and accurate single parts.

Complexity: 1

  • Single Piece with minimal manufacturing processes requiring no assembly. Size is, in this case, irrelevant to the complexity scale. In this case finishing might be extensive but accuracy is low.

Complexity: 2

  • Single piece with extensive machining and finishing required. In this case, the part is detailed with attention to weight, balance and other specific details. Higher accuracy is required in this case.

Complexity: 3

  • Assembly with few parts which can be assembled entirely by automation. In most cases the part is small. Size is small.

Complexity: 4

  • Assembly with more parts that requires either machining and/or assembly by hand.

Complexity: 5

  • Assembly with many parts that require both machining and assembly by hand. In this case, size is larger than levels 3 or 4.

Given that we have very little information on the exact machining that occurs on specific parts, the description of complexity may consist of 2 levels where information is insufficient.

Component Summary

Throttle body

  • Quantity: 1.
  • Material: Aluminum.
  • Function: To regulate the air intake into the engine.
  • Manufacturing Process: The throttle body is not one single piece but instead an assembly of 3 smaller pieces, each of which have been cast, finished and then assembled.
  • Shape: In this case, a butterfly valve is used. In this case it seems practical given that very little movement is required to change the airflow into the engine and unlike a ball valve, there is much less friction.
  • Why manufacturing process was chosen: Given the large scale of the automobile industry, massive quantities demand fast and automatable manufacturing processes for as many parts as possible. Thus the use of casting and automated machining are necessary.
  • Complexity: 4. It is an assembly with a retracting butterfly valve. In some cases a sensor that feeds information to the ECU is included.

'Upper Intake Manifold

  • Quantity: 1
  • Material: Molded Plastic with a rubber seal
  • Function: To cover the Intake Manifold and provide an airtight seal between the throttle body and the intake manifold preventing other substances from entering the engine.
  • Manufacturing Process: Injection molded
  • Notes on Shape: The part is shaped to cover the top of the intake manifold itself.
  • Why manufacturing process was chosen: Low accuracy mean automation is viable for the large quantities.
  • Complexity: 2

MAF Sensor

  • Quantity: 1
  • Material: Plastic, Aluminum (may also include rubber in tubing).
  • Function: To pump fuel into the cylinders depending on the amount of air coming in (through the throttle body)
  • Manufacturing Process: Injection molded plastic parts and machined aluminum parts.
  • Notes on Shape: No notes on the shape except that the cylinder numbers are imprinted on the body of the injector
  • Why manufacturing process was chosen: number of parts probably require machine assembly
  • Complexity: 3.5

Distributor

  • Quantity: 1
  • Material: Molded plastic exterior and Inner shaft of cold rolled Steel
  • Function: to fire the spark plugs located on the cylinder heads in order so as to maintain the engine.
  • Manufacturing Process: (likely) Injection Molding and Low Temperature Rolling
  • Notes on Shape: [none]
  • Why manufacturing process was chosen: Cold Rolling introduces deformities in the crystal structures of the steel making it stronger. Steel is used in this case as the function requires that it be magnetic.
  • Complexity: 4:
    • The distributor cap contains an assembly of parts that allow the ignition coil to transfer charge to the spark plugs.

Intake Manifold

  • Quantity: 1
  • Material: Aluminum
  • Function: to divert air to the cylinders. Also contains routes for fuel to flow.
  • Manufacturing Process: Casting and Finishing.
  • Notes on Shape: Hollowed out in places to ensure minimum weight
  • Why manufacturing process was chosen: To allow easy automation with low accuracy
  • Complexity: 2

Valve Cover

  • Quantity: 2
  • Material: Aluminum
  • Function: To seal the cylinder heads from outside material.
  • Manufacturing Process: Forging
  • Notes on Shape: [None]
  • Why manufacturing process was chosen: Easiest method given shape and necessity.
  • Complexity: 1

Exhaust Manifold

  • Quantity: 2
  • Material: Iron
  • Function: To remove exhaust air from the cylinders to the car exhaust
  • Manufacturing Process: Casting
  • Notes on Shape: [none]
  • Why manufacturing process was chosen: Not a high level of accuracy required in this case thus casting can be used with minimal machining.
  • Complexity: 1

Cylinder Head

  • Quantity: 2
  • Material: Iron
  • Function: Acts as a housing for multiple components including the rockers, connecting rods, rockers, valves, and valve springs.
  • Manufacturing Process: Casting and finishing
  • Notes on Shape: [None]
  • Why manufacturing process was chosen: The processes were chosen to make the part automatable.
  • Complexity: 2. This part has extensive detail in the shape and cannot easily be shaped after casting, it is difficult to gauge the complexity level.

Rocker Arm

  • Quantity: 12
  • Material: Carbon Steel
  • Function: To open and close the valves through the motion of the rotating camshafts to allow fuel and air into the cylinders for combustion.
  • Manufacturing Process: Forging
  • Notes on Shape: The shape of the rocker has been altered over many years to provide ideal transmission and timing of motion from the camshafts to the valves.
  • Why manufacturing process was chosen: High rate of output of products.
  • Complexity: 1


Pushrod

  • Quantity: 12
  • Material: Carbon Steel
  • Function: To convey motion from the lifters to the rockers.
  • Manufacturing Process: Rolled
  • Notes on Shape: The shape of the head varies widely and can be changed depending on the type of rockers used.
  • Why manufacturing process was chosen: Easiest method for shape.
  • Complexity: 1

Valve Spring

  • Quantity: 12
  • Material: Carbon Steel
  • Function: To return the valves back to their closed position when the spark plug ignites the fuel air mixture in the cylinders.
  • Manufacturing Processes: Coiling, Hardening and Finishing
  • Notes on Shape: The spring is a compression spring that keeps the valve closed at all times (except when the rockers push down)
  • Why manufacturing process was chosen: There are no alternatives to these basic spring manufacturing processes.
  • Complexity: 1

Valve

  • Quantity: 12
  • Material: Carbon Steel
  • Function: To regulate the entry and exit of the Fuel-air mix and exhaust from the cylinders.
  • Manufacturing Process: Rolling
  • Notes on Shape: [None]
  • Why manufacturing process was chosen: Easiest method for given shape.
  • Complexity: 1

Lifter

  • Quantity: 12
  • Material: Carbon Steel
  • Function: To negate the horizontal movement of the camshafts and transfer the vertical motion to the rockers
  • Manufacturing Process: Casting, Machining, and Assembled
  • Notes on Shape: They are cylindrical with a horizontal roller on them to negate the horizontal movement.
  • Why manufacturing process was chosen: Moderate level of accuracy needed.
  • Complexity: 3

Water Pump

  • Quantity: 1
  • Material: Aluminum body with plastic and Cast Iron components.
  • Function: To pump coolant through the engine block to cool the engine.
  • Manufacturing Process: Casting and Machining
  • Notes on Shape: [None]
  • Why manufacturing process was chosen: Multiple parts inside and moderate to high level of accuracy required
  • Complexity: 4. Since we did not disassemble the pump, we cannot determine exactly how complex it really is.

Oil Pickup/Pump Assembly

  • Quantity: 1
  • Material: Aluminum and Iron
  • Function: To take oil from bottom of oil pan and send it to the top of the engine for internal lubrication of the block and components.
  • Manufacturing Process: Casting, Machining, and Forging
  • Notes on Shape: [None]
  • Why manufacturing process was chosen: The high level of accuracy needed due to internal oil flow.
  • Complexity: 3

Piston Assembly

  • Quantity: 6
  • Material: Aluminum
  • Function: To transfer the mechanical energy produced by the combustion of the fuel air mix to the crankshaft.
  • Manufacturing Process: Casting, Machining, and Assembly
  • Notes on Shape: Cylindrical to fit inside combustion chambers.
  • Why manufacturing process was chosen: High accuracy required.
  • Complexity: 2

Piston Ring

  • Quantity: 12
  • Material: Aluminum
  • Function: Seal the combustion chamber around the pistons.
  • Manufacturing Process: Stamping
  • Notes on Shape: Flat and round to fit around piston head.
  • Why manufacturing process was chosen: Many parts can be stamped simultaneously from one sheet of metal.
  • Complexity: 1

Outer Crank Pulley

  • Quantity: 1
  • Material: Steel
  • Function: Connects to crank and has belt so crank can turn outer engine components such as power steering pump and alternator.
  • Manufacturing Process: Casting
  • Notes on Shape: Round to accommodate belt travel around its outside.
  • Why manufacturing process was chosen: Low level of accuracy needed.
  • Complexity: 1

Timing Cover

  • Quantity: 1
  • Material: Plastic
  • Function: To cover the timing chain and timing gears from dirt and water.
  • Manufacturing Process: Injection Molding
  • Notes on Shape: [None]
  • Why manufacturing process was chosen: Best option for thin plastic. Can make parts fast.
  • Complexity: 1

Timing Gear

  • Quantity: 2
  • Material: Steel
  • Function: To connect timing chain to camshaft and timing chain to crank so they can turn.
  • Manufacturing Process: Casting and Machining
  • Notes on Shape: Round to accommodate timing chain travel around its outside.
  • Why manufacturing process was chosen: Basic shape can come from cast but machining is needed for high level of accuracy required.
  • Complexity: 1

Timing Chain

  • Quantity: 1
  • Material: Steel
  • Function: To turn timing gears simultaneously.
  • Manufacturing Process: Stamping and Assembly
  • Notes on Shape: [None]
  • Why manufacturing process was chosen: Stamping can make the small pieces quickly but it needs to be flexible so they can ride around the timing gears. Therefore, assembly is needed to put in the dowels that hold the small pieces together.
  • Complexity: 2

Camshaft

  • Quantity: 1
  • Material: Iron
  • Function: The raise and lower the lifters, which in turn raises and lowers the pushrods, which pivots the rocker arms, which opens and closes the valves.
  • Manufacturing Process: Casting and Machining
  • Notes on Shape: Cylindrical with ‘bumps’ that the lifters ride on.
  • Why manufacturing process was chosen: The basic cylinder shape is casted easily but the ‘bumps’ have to be machined due to the very high accuracy required.
  • Complexity: 4

Timing Gear Retainer

  • Quantity: 1
  • Material: Steel
  • Function: To hold the timing gear in place.
  • Manufacturing Process: Stamping
  • Notes on Shape: [None]
  • Why manufacturing process was chosen: Easy to make many parts simultaneously.
  • Complexity: 1

Outer Crank Retainer

  • Quantity: 1
  • Material: Steel
  • Function: To hold the crank inside the block.
  • Manufacturing Process: Stamping
  • Notes on Shape: [None]
  • Why manufacturing process was chosen: easy to make many parts simultaneously.
  • Complexity: 1

Oiler Rod

  • Quantity: 1
  • Material: Iron
  • Function: To assist in internal lubrication by “throwing” oil around inside the engine.
  • Manufacturing Process: Casting
  • Notes on Shape: Cylindrical with “wings” to help “throw” oil in multiple directions.
  • Why manufacturing process was chosen: Easiest for shape and low level of accuracy required.
  • Complexity: 1

Design Changes and Analysis

After discussion with our technical experts, we have decided that any engine improvements can come in three different ways.

The first (and probably the most important) to improve the efficiency is to improve its Weight to horsepower ratio by reducing the weight of the heavy, cast iron components (i.e. the heads, the block and the flywheel). The Cast Iron engine block and cylinder heads, when replaced with aluminum, are approximately 50% lighter and reduce the weight of (just) the engine block from approximately 163 lbs to 74 lbs. From a viability point of view, many high performance cars use cast aluminum engine blocks and cylinder heads and the basic procedures of finishing are very similar albeit costlier. Furthermore, in case of damage to the block itself, aluminum blocks are easier to fix.

The drawbacks of this conversion however are that and aluminum block leads to more wear and tear on the engine block. The aluminum flywheel also does not provide enough rotational inertia for a quick start, however, given that the Vortec V6 is not used for drag racing or in sports cars, these factors do not affect the functionality of the engine for the end user.

Further improvement can come from the addition of roller rockers in the cylinder heads. Roller rockers reduce the friction between the connecting rods and the rockers, thus reducing the wastage of energy in the form of heat dissipated. However, given that the difference is not substantial, it would not necessarily be value for money.

Increasing the size of the valves and ports would allow more of the fuel-air mixture into the chambers thus increasing the speed at which the pistons move, thus providing a greater torque to the crankshaft. This is a very viable option to improve the torque of the engine with very few drawbacks. The biggest drawback in this case would be greater wear and tear on the engine block.

Solid Model's of Piston and Rod Assembly'

We appointed Keith Billanti as the group's expert on solid modeling. Keith has experience creating solid models from his own personal hobbies and had many ideas on how to make our models stand out.

Keith used a modeling software called Rhinoceros to create our images. He chose this program because it is has all of the features of the more well known software packages and unlike other companies that will give a 1 year license to students, Mcneel (the company that designed the program)- allows students to purchase the full program at a fraction of the actual retail price.

While working on our project, Keith discovered and purchased an add on for Rhinoceros called Brazil. Brazil is an advanced rendering program that allowed him to apply realistic textures and material finishes to our drawings, making them look real. For more info on these programs go to www.rhino3d.com

Finally, Keith chose the piston and rod assembly because he felt that there were not too many other parts of the engine that would provide interesting models and at the same time- be a reasonable amount of work.

These are the final solid models of the piston and rod assembly.

Builtpiston.jpg
Explodedghost.png
Explodedpistonfullrender.jpg
Ghostedringset.png
Ghostedrod.png
Ghostpiston.png
Fullrenfinal.jpg

GATE 4: CRITICAL PROJECT REVIEW

Complexity Scale

Complexity: 1

  • Single Piece with minimal manufacturing processes requiring no assembly. Size is, in this case, irrelevant to the complexity scale. In this case finishing might be extensive but accuracy is low.

Complexity: 2

  • Single piece with extensive machining and finishing required. In this case, the part is detailed with attention to weight, balance and other specific details. Higher accuracy is required in this case.

Complexity: 3

  • Assembly with few parts which can be assembled entirely by automation. In most cases the part is small. Size is small.

Complexity: 4

  • Assembly with more parts that requires either machining and/or assembly by hand.

Complexity: 5

  • Assembly with many parts that require both machining and assembly by hand. In this case, size is larger than levels 3 or 4.

Reassembly Procedure

1. The first step is to re-insert the crankshaft in the engine block.

  • Complexity: 2 (large heavy part which requires considerable strength to place).


2. The crankshaft bearings were then bolted back on to hold the crankshaft in place.

  • 4 bearings and retainers with two 16mm bolts each.
  • Complexity: 1 (to substantial effort required and few fasteners).


3. The engine was turned over and the pistons were pushed into the engine block.

  • Due to a lack of a piston ring compressor, the technical experts used screwdrivers to push rings in.
  • There was damage to the piston rings; however, it is unclear whether it was pre-existing or if was caused by the team.
  • This particular step was different form the removal of the pistons as it was important that the pistons were not re-inserted at an angle. If it were, the connecting arms and the camshaft would not fit together without being tapped to the correct 90 degree angle. This would be undesirable as it is difficult to turn the pistons once they are inside the cylinders.
  • The insertions of all the pistons were not done all at once. The whole block was flipped over twice to ensure that the pistons did not slide back out and the pistons were inserted 3 at a time. The bearings and clamps had to be fitted back on before it could be flipped over and after they were flipped over.
  • Complexity: 4 (there were only eight fasteners but the bearings were difficult to insert between the retainers. Furthermore, the pistons themselves required three people to insert into their cylinders given that specialized tools were unavailable).


4. The oiler was then replaced into the bearings.

  • Complexity: 2 (large single piece with minimum effort required).


5. The camshaft was replaced into its bearings. The mounting bracket was then bolted on with Torx head screws.

  • One of the design improvements would certainly include converting these to Philips head screws.
  • Complexity: 2 (some specialized tools are required).


6. The timing gear, oiler drive gear and the timing chain were re-attached.

  • Complexity: 3 (large parts with some difficulty in re-attachment).


7. The flywheel was attached.

  • Complexity: 3 (problems were faced when holding up the and aligning the flywheel's six 14mm bolts).


8. The oil filter was re-attached.

  • Complexity: 1 (one 16mm bolt).


9. The engine was then turned over and then the oil pan and oil cooler were re-attached.

  • Complexity: 1 (eight 13mm bolts).


10. The lifters were placed in contact with the camshaft.

  • Complexity: 1 (12 lifters were placed in the accommodating grooves).


11. The lifter covers and their bolts were bolted on.

  • Complexity: 1 (2 lifter covers each with two 10mm bolts).


12. The cylinder heads were replaced.

  • Complexity: 4 (significantly heavy with 16, 13mm bolts. More than 1 person required to place and tighten bolts).


13. The pushrods were then dropped in place.

  • Complexity: 3 (rockers had to be loosened to allow the rods to slide into their shafts).


14. The rockers were then bolted on.

  • Complexity: 3 (rockers had to be removed in order to insert the pushrods).


15. The camshaft sprocket and timing chain cover were replaced.

  • Complexity: 2 (only 6 bolts).


16. The harmonic balancer was the replaced and the crank pulley was attached to it.

  • Complexity: 4 (the harmonic balancer had to be hammered back into place).


17. The water pump was bolted back on.

  • Complexity: 22 (an additional person had was needed to hold up the pump as it was bolted back in).


18. The intake manifold was re-attached to the engine block.

  • Complexity: 3 (the part itself is heayvy but once in the engine block, it was easy to shift into position and bolt on).


19. The cylinder head covers were then bolted back on.

  • Complexity: 1.


20. The fuel injector was replaced on the intake manifold and the lines re-connected to the respective ports.

  • Complexity: 2 (the ports are numbered and can be inserted by hand).


21. The exhaust manifolds were bolted back on.

  • Complexity: 2 (ten 14mm bolts and 2 gaskets were used with each manifold. Only 2 gaskets were found, it is assumed that the other 2 were missing).


22. The upper intake manifold and the distributor was re-attached.

  • Complexity: 2 (six 12mm bolts were used to re-attached the manifold).


23. Finally, the throttle body was re-attached.

  • Complexity: 1 (three 10mm bolts were used).


Additional Notes On Gate 4

On the whole, the reassembly procedure mirrored the assembly procedure. The only parts that could be removed or inserted at any time were the oil pan, oil filter and exhaust manifolds as they were easily accessible and located on the exterior of the engine block. The product was not usable when we obtained it for the dissection process because tt is a component of a car. Despite this, the crankshaft was somewhat harder to turn after reassembly. This problem was attributed to a lack of lubrication. It can be easily remedied with conventional motor oil. There were also 2 missing bolts and 2 missing exhaust manifold gaskets.

In terms of ergonomics, a few design changes are recommended. One improvement that we would recommend is that the bolt sizes be kept more uniform (i.e. a lesser variation in variety of wrench sockets that are required). Also, the Torx head screws on the mounting bearing for the camshaft be replaced with more functional and conventional Philips head screws.

The differences in the assembly and reassembly are apparent only in steps 3, 13 and 14. There was also little difference in tools; the harmonic balancer required a pulley puller to remove.

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