Short block measuring components

Tools required:

Soft face hammer, screw driver, socket set, ring spanners, power bar, T bar set and PPE (Safety boots, safety glasses and overalls)

Following the manufactures workbook we dismantled the block assembly taking measurements of internal components.

1.      The first component we took measurements off was the piston. We removed the two compression rings and the oil ring from each piston. Stacking them in the same order as they were removed from the groves. We measured each piston diameter with a micro meter, the specification was 77.954 - 77.974 which only piston two failed

2.      We then measured the cylinder bore, looking for any scoring, scuffing and damage. Each cylinder showed signs that is has be recently honed and none had any damage. Cylinder two had some minor scoring. The Diameter, Taper limit and Ovality limit. Cylinder one, two and four had 0.01mm of taper and 0.02mm of ovality which failed according to the manufactures specs. Cylinder three was the only one with the measurements inside manufactures specifications

3.      Next was the Piston clearance. We used previous measurements we took to work out the piston to cylinder clearance. Largest bore diameter - piston skirt diameter = Piston to cylinder clearance. Our results were 0.05mm for Cylinder one, 0.28mm for two, 0.06mm for three and 0.06mm for four.

4.      We the visually checked the piston rings for damage, wear and breakage. The only bad ring was the Oil ring in cylinder one and the second ring in oil three

5.      The piston ring side clearance was then checked. the top ring clearance was .0015 in each piston which was a pass with the manufactures specifications. The second ring side clearance was 0.0015 in cylinder one and two, and less than .0015 in cylinder three. Cylinder four had a side clearance of over .0015mm.

6.      Then it was the piston ring end gap. The top ring end clearance failed in cylinder one and two with a reading of only 0.3mm and cylinder three and four passed with 0.2mm and 0.23mm. for the second ring end clearance each cylinder passed with a reading 0.3mm, 0.3mm, 0.279mm and 0.279mm

7.      We also inspected the connecting rods for bed/twist. We didn’t test the rods from our block but instead used ones that were already apart. Each rod was well above the .04mm specification with bend and twist as we were getting between 0.152 - 2.946. These rods failed and are not serviceable

8.      The crankshaft was inspected for damage/scoring. Ours had very slight wear but no signs of damage.

9.      We then measured the crankshaft journals for taper, ovality and wear using a micrometer. Our main journals were standard and in very good condition with minimal amount of taper (0.002mm - 0.006mm) ovality (0.002mm - 0.013mm) Wear (0.0038mm - 0.008mm) which was all within specification. Our big end journals were also in very good condition and were serviceable all under the 0.05mm specification.

10.  Our crankshaft deflection was measured using a DTI gauge set up on v blocks and was 0.015mm which was in specification.

11.  We then made sure our cylinder block had no cracks, corrosion or damage which it didn’t. We measured the block face distortion which was bellow 0.152mm as that was the smallest feeler gauge we had available

12.  Our rotary type oil pump was checked for damage and measured for the following: Side clearance, Rotor tip clearance, Outer rotor clearance. We used a feeler gauge for each and found they were all in specification so our oil pump was serviceable.