Crack Detection and Repair

Before reconditioning cylinder heads and blocks it is better to check for cracks. Cracks may be
caused by extremely high or low temperature too rapid a change in temp. Con. Rods and crankshafts
also develop cracks that can cause engine failure.

A. Magnetic particle inspection

It is used on iron and steel parts. A magnetic field is set up in the part being tested. The area is
then dusted with magnetic powder. Interruptions in the magnetic field due to crack cause magnetic
lines of force to form on the parts. The powder will collect at the line of forces paralling the crack.
Magnetic particle inspection is used for cylinder heads and engine blocks. Common areas check
by this method include combustion chambers and ports, block surfaces, main bearing webs. Internal
cracks in castings cannot be detected by this method because they are not visible from the on side.

B. Wet Magnaflux are used to detect cracks in con. Rods and crankshafts. The operation
involves magnetic particles and fluorescent light. The soln is applied to the part by dipping or spraying.
The part is than placed in a magnetic field and viewed under a black light. This process is more
sensitive than the other type of inspection. Experience is required to determine serviceable or to be
rejected parts due to cracks. Some examples of unacceptable cracks are- cracks around rod bolt holes.

C. Dye penetrants
Testing by the dye penetrant method may be cased on all materials whether they are magnetic
or not. It is usually used for testing aluminum cylinder heads or blocks. (parts that cannot detected by
magnetic particle inspection)
The parts must be first thoroughly degreased and decarbonized. Penetrant is applied to the parts
by dipping spraying or brushing. A few minutes are allowed for the penetrant to enter any pores or with
a remover and the surface is rinsed with water. Developer is then sprayed over the surface. The
developer dries to a powdery film that draws the penetrant out of cracks. The cracks appear as lines
through the developer. This process is made more sensitive by using a fluorescent penetrant and a
black light.
D. Pressure Testing
The most effective means of finding cracks in iron or aluminum cylinder heads and engine block is by
pressure testing. Water passages in the part are blocked off and the water jackets is pressurized up to
55psi. Then the surface of the casting is sprayed with a solution that bubbles if air leaks through a
crack. This process is perhaps the only way to locate cracks in the oil gallery, through oil return holes
or in lifter bores and other areas that are not visible from the outside
Crack Repair
Using threaded taper pin
Ideally, a cracked part should be discarded. However, if it is necessary to salvage a part, cylinder head
or block cracks can be repaired by either brazing, welding, or pinning. The use of threaded pins is
quite popular because no heat is required, eliminating any chance of warpage. If the pins are to be
effective. They must reach slightly past the ends of the crack. If they do not reach the ends, the crack
may continue to lengthen. Further cracking can generally be halted by drilling a hole at the end of the
crack.
To use special threaded taper pins designed for crack repair, start by drilling and tapping a hole that
centers on the crack line just beyond the end of the crack. Thread the correct size pin ( pin may be
coated with a special heatproof sealant, if desired into the hole. When tight, use a sharp chisel to notch
the pin about 1/8 inch (0.125mm) above the casting and twist off any excess material. In some cases, a
hacksaw may be used to cut the pin. Drill and tap for the next pin so the hole just cuts through the
threads of the first pin. Install the plug, notch it, and twist off any excess material. Repeat this process
until the full length of the crack is pinned. Remember that each pin must cut partially into the
preceding pin for the repair to be effective. If steel pins are used, they should be lightly pined. Grind
the pins nearly flush and finish with a clean, sharp mill file.
Engine Block Component Reconditioning
Re boring the cylinder
Cylinder liners for small engines are generally replaced when they have reached their wear limits.
Liners for larger engines and all integral cylinders are commonly re bored. Oversize pistons must be
fitted to provide the correct piston to liner clearance. The final finish should then be obtained by
honing. Boring should be done only by competent servicemen who are careful in their work.

When re boring cylinders take these precautions

1. Grind the cutting tool properly before using it.
2. Be sure the top of the engine block is free of all deposits and irregularities.
3. Clean the base of the boring bar is set up otherwise the boring bear will felt and the cylinder
will be bored crooked.
4. Make an initial rough cut, followed by a finish cut. Then hone the cylinder to the exact size.
Honing cylinders after re boring
Honing is carried out to provide a finish to the cylinder walls after they have been re bored to smooth
- series of ridges
- cylinder bore distortion
- wavy cylinder bores
- scuffed cylinder bores
- scored cylinder bores
- cylinder bores with extremely hard glaz
Use the recommended grit size for the honing stone to produce the specified finish. Too smooth a
finish can retard piston ring seating. While too rough a finish will wear out the rings.

Hone the cylinders as follows

1. Clean the stones frequently with a wire brush to prevent “stone loading”
2. Follow the manufacturer’s instructions for the use of oil or kerosene on the stones. Do not use
cutting agents, with a dry hone.
3. Insert the hone in the bore and adjust the stones snugly to the narrowest section.
4. Start the hone and “feel out” the bore for high spots, which cause an increased drag on the
stones. Move the hone up and down the gore with short, overlapping strokes about one inch.
5. When the bore is fairly clean remove the hone inspect the stones, and measure the bore.
Determine which spots should be honed most.
6. Moving the hone from the top to bottom of the bore will not correct an out of round condition.
Do not remain in one spot too long or the bore will become irregular. Where and how much to
hone can be judged by feel.
7. Wash the cylinder block thoroughly after honing. (Wipe, and clean with hot water. Keep
cleaning until a clean white rag shows no discoloring. Cautions never use gasoline. Kerosene or
commercial cleaners to clean cylinders after honing. These solvents will not remove abrasives
from the walls.
Cylinder surface finish (glazing)
The surface finish consists of very fine scratches forming cross hatch pattern. The finish is
produced by means of a hone that uses abrasive stones. The cylinder must be smooth to enable the
rings seal and for piston operate properly, but at the same time they must be able to retain an oil
film. If the surface is too smooth oil will be wiped from cylinder by piston rings and piston also
pump oil to combustion chamber.
 Installing cylinder sleeve(liner).
Sleeve is cylinder which manufactured separately from the block. It enables to use iron(resistance
to wear) for the cylinder from rest of block. Badly scored or worn cylinder bores can be repaired by
installing sleeve.
In case of a scored cylinder in badly worn engine it may be desirable to bore all cylinders oversize.
If cylinder scoring should be too severe on one or two cylinder, those cylinders can be sleeved.

Re- grooving piston ring groove

The piston ring grooves needs reconditioning if the grooves has burrs, dented edges and side wear.
The ring groove can be reconditioned by cutting the grooves wider and installing a steel ring
groove spacer. Hand driven tools are available for this purpose.
Piston Knurling
If the old pistons are to be reused on reconditioned cylinder they should be resized to provide
proper fit in the cylinders. One way to resize pistons is to have thrust areas of the skirts knurled.
There is special machine available for this purpose. The equipment creates a series of narrows
dented in the piston outer surfaces. The piston metal around the dents forms raised area that
increases piston diameter.

Fitting Piston pin

Oscillating or semi-floating piston pins are the most commonly used type. For oversized the
piston pin is press fitted through connecting rod. Honing con rod and a piston to correct clearance
for an oversized piston pin.
The full floating piston pin permits the free rotation of the piston pin through bores in the piston
and the rod, wear of piston is minimized due to wear distributed around the circumference. Fitting
full floating is limited to replacing old bushings with new one by press fitting.

Assembling Piston to Connecting rod

The first step is to determine the position of each con rod and piston. Most piston have a notch , an
arrow ,the letter F or the word Front print. These marks indicate that the piston is to be installed
with the mark pointing to the front of engine.
 Incorrect assembly may position the piston pin offset in the piston on the wrong side of cylinder
and cause piston noise and possible failure
The assembly is done using factory recommended tools and different machine.

Resizing connecting rod housing bores

It is necessary to restore the housing bore to original specification for roundness and diameter in
order to be assured of normal bearing service.
The reconditioning procedure is begun by removing the con rod bolts by clamping the rod in
vise and driving out the bolts with a brass hammer.
The next step is grinding from the parting faces of both rod and cap using the power stroking
honing machine to proper size.
Aligning connecting rod
The two condition frequently found is bend and twist. Both cause abnormal wear and stress on
cons rod bearing, piston pin and piston.
Rod alignment is done after the piston is assembled to the rod. Bend is checked first and corrected
using a notched pry bar. Twist is checked with the piston turned to one side and corrected with the
same notched pry bar
The third condition called offset is occasionally found. It may be a part of the design or
the result of an incorrectly straight end rod. As part of engine design, rod offset may be used to
position the rod and rod bearings on the centerline of the cylinder

Resurfacing cylinder head and blocks

The primary reason for resurfacing is to ensure head gasket sealing surfaces on cylinder heads and
blocks become warped because of overheating or improperly tightened head bolts. They are also
damaged be the flow of gases through leaking head gaskets. Resurfacing restores flatness and
improve surface finish .
 Crankshaft grinding and polishing
Crankshaft are often worn or damaged to the extent that regrinding is required wear may be
apparent as a taper, out of round or scored surface.
The crankshafts are cleaned before inspection and grinding. Also the shaft should be checked for
straightness in v- block.
The crankshaft can usually straightened by using a punch similar to chisel with rounded edge. The
v-blocks are positioned to each side of the bend and the shaft is straightened by rapping the fillets
of the journal or crankpin with the punch.

Crankshafts are commonly ground to undersize. Although crankshaft welding has reduced the
need for such undersize.
Crankshaft grinding machine are machine tools designed for this purpose. The operator is usually
a skilled specialist who must continually make checks and adjustments so that taper, out of round,
size, fillet radius, and surface finish specifications are held with in limits.

Eg Calculation of shaft diameter.

Housing bore - + 25. 000 mm
Bearing thickness – 0.615mm
Bearing thickness – 0.0615mm
Oil clearance – 0.020 mm
23.75mm
After the shaft is grind, to obtain quality finished surface it has to be polished. Even when
regrinding is not done to remove minor scoring and marks caused by abrasive material.
Fly wheel resurfacing and replacing ring gears
The resurfacing operation of fly wheel restores flatness, removes surface cracks produced by
clutch slippage and aids in restoring smooth clutch operation. The resurfacing is done in flywheel
grinders.
If is appropriate at this time to inspect starter ring gear teeth for extreme wear. Replacement of
the ring gear is very simple and fast. Just heat one spot on the ring gear to cause distortion and then
drive the ring gear off with a punch and hammer. Heat the replacement ring gear with a torch until
it is heated uniformly around the circumference. Then using welding gloves quickly drop the ring
in to position on the fly wheel.