The document provides an overview of engine blocks, detailing their structural importance, functional requirements, and material properties necessary for performance. It discusses the advantages and disadvantages of materials like cast iron and aluminum alloys in manufacturing engine blocks, along with the casting and machining processes involved. The final sections illustrate the assembly and testing of a 3.8-litre engine with performance results.

1. National Institute Of Technology
Warangal
 DEPARTMENT OF METALLURGICAL AND MATERIALS
ENGINEERING
1
G
Under the guidance of -
Dr. N. Narasaiah
(Assi.Professor NITW)
PAVAN KUMAR RAI
MME 175505

2. 2
ENGINE BLOCK
.
HEART OF THE ENGINE ??

3. Engine block
 The engine block is a single unit that contain all the pieces for the engine .
 The block serves as a structural framework of the engine and carries the mounting pad by
which the engine is supported by the chassis
 The block is made of cast iron and sometimes aluminum for higher performanceVehicle
 The engine block is manufactured to withstand large amount of stress and high temperature
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4. 4

5. Top View Of
Engine Block
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6. Functional Requirements of a Cylinder Block
Engine blocks are a critical component of an engine, it must satisfy a number of functional requirements
These requirements include :-
1. Lasting the life of the vehicle
2. Housing internal moving parts and fluids
3. Ease of service and maintenance
4.Withstand pressures created by the combustion process.
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7. Required Material Properties
The manufactured product must possess
 High strength
 High modulus of elasticity
 High abrasion resistance
 High corrosion resistance
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8. Required Material Properties
High strength is a particular concern in diesel engines, since compression ratios are normally 17.0:1
or higher (compared to about 10.0:1 for conventional engines)
The material should also have
 Low density
 Low thermal expansion (to resist expanding under high operating temperatures)
 Low thermal conductivity (to prevent failure under high temperatures)
Based on the listed requirement industries have used cast iron and
aluminum alloys to manufacture the blocks.
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9.  Cast iron :-
Gray cast iron
Gray cast iron alloy have been the dominant metal that was used to manufacture conventional gas-powered engine
blocks
Gray cast iron alloys typically contains 2.5-4 wt.% carbon 6 and 1-3 wt.% silicon, 0.2-1.0 wt.% manganese, 0.02-0.25
wt.% sulfur, and 0.02-1.0 wt.% phosphorus
ADVANTAGE
It has excellent damping capacity, good wear and temperature resistance, is easily machineable and is inexpensive to
produce
DISADVANTAGE
They are relatively weak and are prone to fracture and deformation
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10. Compacted Graphite Cast Iron
Compacted graphite cast iron (CGI), which was accidentally discovered while trying to produce
ductile cast iron, possesses higher tensile strength and elastic modulus than gray cast iron
Like gray cast iron, compacted graphite cast iron has good damping capacity and thermal
conductivity, but its difficulty to machine has limited the wide-scale use of CGI
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11. Aluminum Alloys
It was discovered to reduce the overall weight of the vehicle
There are two practical implications :
 Improved performance-to-weight ratio
 Increased fuel efficiency
The drawbacks of using aluminum in engine blocks are that they are more expensive to manufacture than
cast iron alloys
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12. Casting Processes
PATTERN MAKING PROCESS:
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13. The three core boxes that
produce the inside of the
crankcase.
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14. On the left is the core box for the
cam follower cavity
on the right lower is the core box for
the standard bore engine, cylinder
water jacket.
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15. The pattern mounted into the
molding box along with the runner
and ingate system ready to produce a
mold.
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16. CASTING PROCESS
The two halves of the mould, the blue blocks
are filters in the ingate section where the
metal will be poured into the mould.These
filters help ensure that only clean metal enters
the completed mould during casting.
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17. The mould completed with all cores glued into position and
ready for casting.
The metal is poured into the mould through the smaller front
centre hole and fills the mould from the bottom back up to the
top through the risers which are the 8 larger holes. As the
casting cools the molten metal in the risers is drawn back down
into the casting.
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18. The first Aluminium Block casting.
This casting was rough machined and
sectioned as a means of determining that the
pattern equipment was correct and that the
casting had a correct wall thickness.
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19. MACHINING PROCESS
The machined head gasket face and the
threaded freeze plug holes
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20. The finished block with Cylinder Head and
Manifold.The block is now ready for line
bearing and camshaft bearing bores
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21. From the left two 3.8 litre, one
standard 3 litre and two 3.2 litre.
Cylinder liners are now installed.
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22. Another view showing the block
with crank and cam trial
installation.
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23. ASSEMBLY AND TESTING
The 3.8 litre engine assembled and
ready for a test run.To accommodate
the large bore on this engine, the
water pump has been moved forward
on the block casing, so a special
pulley has been machined with the
correct offset for the belt.
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24. The engine fires for the first time
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25. The initial test run of the 3.8 litre Engine produced the following:
• Horsepower 295 at 6000RPM
•Torque 300ft/lbs at 3500RPM
Test conditions:
•98′ research octane fuel (equiv. 94 research/motor octane)
•10.5 to 1 compression ratio
•33 degrees total advance
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26. REFERENCES
 Adapted from
:http://www.eng.buffalo.edu/~llee3/Projects/LengFengLee_M
AE364Proj
 Adapted from
:http://www.ewp.rpi.edu/hartford/~ernesto/F2010/EP2/Materi
als4Students/Lenny/Nguyen2005.pdf
 Adapted from :http://203.26.107.37/dmd/development-
manufacturing-process/dmd-pattern-making/
 Adapted from :http://dmd/development-manufacturing-
process/dmd-pattern-making/ 26

27. Any Question ?
Thank you
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