Automotive Services

Engine Blocks and

Related Components
 Introduction (Hook)
Hook: What is the main purpose of a engine block.
 Outcome

Why is it important for you to learn this skill?

When performing engine repairs, you need to recognize the different
design features and characteristics of cylinder blocks used in automotive
engine construction.

When you have completed this module, you will be able to :

Determine the serviceability of an engine block.
 Objectives

• At the end of this module Automotive Services year 1 students will be able
to:

• 1)the purpose, construction and design features of the block and related
components.
• 2)Identify types of cylinder sleeves/liners and state their purpose.
• 3)Inspect and measure engine blocks.
• 4)Describe the service options to repair worn engine blocks.
 Objective one
• At the end of this module Automotive Services year 1 students will be able
to:

• Describe the purpose, construction and design features of the block and
related components.
 AIR INDUCTION SYSTEMS
Purpose
The engine cylinder block (Figure in the next slide) serves as a rigid foundation
for all major engine components. The cylinder block also provides mounting
points for engine accessories such as the alternator, starter motor, air
conditioning compressor and power steering pump.
A cylinder block and related components
 Purpose
The forces of combustion are transferred from the pistons and connecting rods
to the crankshaft. The main bearing bores are part of the engine block and must
support the crankshaft against these forces. The Figure in the next slide shows
the underside of an inline cylinder block, which is commonly referred to as the
crankcase. The main bearing webs and bulkheads are cast into the block
structure to provide strength and rigidity for the main bearing bores and the
crankcase.
Lower end or crankcase of a cylinder block
 Purpose
• The main bearing caps are cast separately from the block, allowing the
crankshaft and main bearings to be serviced. Either two or four bolts may be
used to secure the main bearing caps from the bottom. Some blocks use two
bolts from the side of the engine. These are known as cross-bolted main
bearing caps. Another design is the mono-block bearing cap, a design that
ties together all of the bearing caps. This design ensures a rigid and reliable
method of bearing and crankshaft retention (Figure in next slide).
Mono-block main bearing cap
 Purpose
• The cylinder block contains the crankshaft main bearing bores, camshaft
bearing bores (cam-in-block engines only) and cylinders. The cylinder block
also has machined mounting surfaces for outside engine components such
as the cylinder head(s), flywheel housing, timing chain or belt cover and oil
pan (Figure in next slide).
In-line cylinder block.
 Cylinder Block Material
• Engine block materials have evolved to meet the demands of modern
engine designs. Cast iron was once the standard material for nearly all
engine blocks. Aluminum blocks had very limited use in the past, but have
become far more common in current engine designs. Additionally, new
magnesium alloys and compacted graphite cast iron are being used by some
manufacturers to reduce weight and improve rigidity.
 Cast Iron
• Alloy cast iron is the most common material used in the construction of
gasoline and diesel engine cylinder blocks. Elements such as chromium,
nickel, phosphorous and silicon are alloyed (mixed) with the cast iron to
obtain the desired wear and strength properties of the cylinder block. Cast
iron tends to absorb heat, whereas aluminum tends to transfer heat more
readily than cast iron.
 ALUMINUM
• Aluminum is often used in the construction of gasoline engine cylinder
blocks and heads and may be used for a number of components on the
cylinder block assembly such as timing gear covers, flywheel housings and
oil pans. Using aluminum, which is lighter than cast iron, reduces vehicle
weight and leads to lower emissions and improved fuel economy. Aluminum
blocks require cast iron cylinder liners to prevent excessive wear in the
cylinders, as aluminum cylinders have been found to have a short service
life.
 Casting Processes
• There are a variety of processes for casting a cylinder block. The three
methods common
• to automotive engines are:
• sand casting
• die casting and
• lost foam casting.
 SAND CASTING
• Sand-casting is a process that dates back several thousand years and is still
used to manufacture cast iron engine blocks. Molten metal is poured into a
sand-based mould that contains the rough shape of the finished component.
• A disposable core positioned in the mould displaces the molten metal,
producing a cavity or void in the casting to form features such as cylinder
bores or coolant passages. After cooling, the casting is removed from the
mould, cleaned and machined to specific dimensions (Figure in next slide).
SAND CASTING PROCESS
 DIE CASTING
• Die-casting produces a very precise product, which requires little machining.
Molten aluminum is poured into a metal die or mould and allowed to cool.
The cylinders (known as Siamese cylinders) are cast to each other with no
coolant passages between them to provide support, since they are free
standing and only attached at the bottom of the block (Figure in next slide).
DIE CASTING CYLINDER BLOCK
 LOST FOAM CASTING
• This process uses a polystyrene foam pattern to produce the mould cavity.
The foam is coated with a ceramic barrier that allows the molten metal to
solidify as it contacts the foam, at the same time the heat vaporizes the
foam leaving no residue.
• The coated foam pattern is bedded in sand, similar to sand casting, but the
mould is one piece, so there are no parting lines or flashing on the finished
casting.
• Lost foam casting is an inexpensive process that produces a product with
smooth, patterned surface finish with fine detail and precise dimensions
(Figure in next slide).
CLOSE UP OF LOST FOAM CASTING
 LUBRICATION PASSAGES
• The engine block is -drilled to provide oil passages called galleries (Figure in
next slide). The oil galleries distribute oil to the various components that
require lubrication. Drilling provides a smooth, uniform passage with no
restrictions or flashing that might restrict oil flow. Drilling the oil galleries
instead of casting them when the block is manufactured also ensures that
there is no sand left in the passages from the casting process.
LUBRICATION PASSAGES
 Cooling Passages
• The cylinder block contains passages and galleries for the flow of coolant
throughout the engine. Expansion (core) plugs are used to seal off the
openings created during manufacture of the cylinder block. The access holes
allow the sand cores that formed the coolant passages or water jacket, to be
removed from the cylinder block casting.
• Expansion plugs are often called frost plugs, as they may pop out to reduce
the chance of the block cracking if the coolant freezes. Threaded plugs are
used to plug the end of drilled oil galleries.
• Both of these types of plugs must be removed to clean the passageways
during major engine overhaul (Figure in next slide).
Threaded and expansion plugs provide access to oil
and coolant passages in the cylinder block.
 OPEN AND CLOSE DECK BLOCKS
• Some blocks are constructed with an open deck (Figure in next slide). This
moves the head bolts away from the cylinders and reduces cylinder
distortion when the head is torqued. In this design the head gasket seals the
coolant passages in the block.
• Commonly found in aluminum engines this design allows casting material to
be easily taken out of the block after casting and eliminates core plug
passages allowing more cost effective block production
An open deck block (A) compared to a closed deck
block (B).
 CYLINDER LOCATION AND NUMBERING
• Most manufacturers number cylinders from the front of the engine. Figure A
in the next slide shows a typical cylinder numbering for an in-line engine
block. The sides of an in-line block are usually identified as left or right, from
the rear of the engine. Occasionally, reference may be given from the
camshaft side of the engine.
CYLINDER NUMBERING
 CYLINDER LOCATION AND NUMBERING
CONTINUED;
• The banks of a V-type engine are indicated as left and right from the rear of
the engine and the cylinders can be numbered several different ways.
• Cylinder number one is generally the forward-most cylinder and each bank
may be odd or even as shown in Figure B or right and left banks may be
numbered sequentially as shown in Figure C.
 CYLINDER LOCATION AND NUMBERING
CONTINUED;
• There are other variations in cylinder numbering. When in doubt, always
refer to the appropriate manufacturer's service manual to determine
cylinder position and numbering.
 Objective Two
• At the end of this module Automotive Services year 1 students will be able
to:

• Identify types of cylinder sleeves/liners and state their purpose.

 Cylinder Block Types
• Cylinder blocks are often cast as one single piece, but many multi-piece
designs also exist.
 One-Piece
• In this design the cylinders and crankcase form a one-piece rigid assembly.
Most automobiles, light trucks and some stationary engines use this type of
cylinder block.
• One-piece designs can be manufactured with integral cylinders or removable
liners.
 One-Piece with Integral Cylinders
• The one-piece design with integral cylinders is the least expensive to
manufacture.
• These blocks are used for most automotive gasoline and diesel engines.
Cylinders are cast integrally with the block to form a rigid assembly (Figure in
next slide). The major drawback of this design is that machining processes
must be used to repair worn or damaged cylinder bores.
ONE PIECE BLOCK DESIGN
 ONE PIECE WITH LINERS
• This type of cylinder block design is widely used in diesel engine
construction and in a limited number of automotive engine applications.
• The block is a one-piece rigid casting, but the cylinders are in the form of a
removable liner.
• The liner can be replaced to restore worn cylinder bores to original
dimensions without machining (Figure in next slide). Depending on engine
design, liners may be the dry, wet or air-cooled type.
A one-piece block with replaceable sleeves or
liners.
 Multi-Piece Blocks
• Some engine blocks are made up of several pieces that are bolted together
to form the complete assembly.
• The most common example of this design is an air-cooled engine using
replaceable cylinders (sometimes called pots).
• The crankshaft is supported in a housing called the crankcase, which is
machined to accept the cylinders.
• Several automobile manufacturers are now building multi-piece engines.
Advantages of this design include reduced noise, vibration and harshness as
well as increased bottom end rigidity (Figure in the next slide).
Multi piece engine block
 Types of cylinder liners
• Cylinder liners are removable cylinders installed into the block assembly.
• They may be either a wet or a dry variety.
 Wet liner
• A wet liner is a replaceable sleeve with an outer surface that is in direct
contact with the engine coolant.
• Coolant surrounds the outer surface of the liner and therefore heat is
transferred directly from the liner material to the coolant.
• Seal rings located between the lower end of the liner and the block keep
coolant from leaking into the crankcase and mixing with the engine oil
(Figure in the next slide).
An automotive wet sleeve
 Wet liner continued;
• The flange at the top of the liner fits into a recess or counterbore that is
machined into the block.
• The liner flange is clamped between the cylinder head, head gasket and the
block counterbore.
• This arrangement exerts pressure on the liner flange to prevent vertical
movement and form a combustion seal between the liner and the head
gasket.
• With a wet liner, this pressure also creates a watertight seal between the
liner flange and the block surface or counterbore (Figure in the next slide).
Seal ring grooves cut into the liner (A) and
seal rings cut into the block (B).
 Dry liner
• A dry liner is a replaceable sleeve that has no contact with engine coolant.
• Dry liners are manufactured in many different shapes and sizes.
• As with a wet liner, there is generally a flange at the top that is clamped
between the cylinder head, the head gasket and the block counterbore to
prevent vertical movement and form a combustion seal.
 Dry liner
• A relief is cut under the flange so the liner will fit into the block without
interfering with the edge of the counterbore.
• The inside diameter of the liner is machined to the finished dimensions of
the cylinder bore.
• The outside diameter (OD) of the liner is machined to a finished dimension
that provides the correct fit in the cylinder block (Figure in the next slide).
Dry cylinder liner
 Dry liner conituned;
• Dry liners are generally lighter in construction than wet liners since the
cylinder block supports the entire length of the liner.
• The liner may be an interference fit to the block or cast in place during
manufacture (Figure in the next slide).
• The heat from combustion must transfer from the liner material to the block
material and from the block material to the coolant.
• For this reason, the correct fit between the liner and the block is very
important.
A dry liner cast into a cylinder block.
 Sleeves
• Sleeves are used in one-piece style engine blocks to repair damaged
cylinders.
• If the sleeve is being used to repair a cracked cylinder, the crack must not go
all the way to the top or bottom of the bore.
• A damaged cylinder can be repaired with a cylinder sleeve, however,
multiple sleeves are not an economical repair because of cylinder distortion
and machining cost.
 Sleeves
• Sleeves are a straight cylinder of metal, centrifugally cast to a precise outside
dimension and wall thickness.
• They are available in thick-wall (3.18 mm or 1/8 in) and thin-wall (2.38 mm
or 3/32 in) sizes.
• The engine block is bored to a slightly smaller size than the sleeve to achieve
an interference fit of approximately 0.13 mm per 10 mm of cylinder diameter
(0.0005 in per 1 in of cylinder diameter).
• A 3 mm to 6 mm (1/8 in to 1/4 in) step may be cut at the bottom of the cylinder
to provide support and prevent movement of the liner
 Sleeves
• . The top edge of the cylinder and bottom edge of the sleeve must be
chamfered to
• prevent galling during installation. The block may be heated or the liner
chilled to ease
• installation. After the sleeve is pressed into place, the top of the sleeve is
machined flush
• to the top of the block deck. The final step is to resize the cylinder to
specification.
 Sleeves
• Do not machine any cylinders until the repair sleeve has been installed.
• Sleeve installation will distort adjacent cylinders.
 Objective Three
• At the end of this module Automotive Services year 1 students will be able
to:

• Inspect and measure engine blocks.

 Cylinder Block Cleaning
• Prior to cleaning, check:
• bearing clearance,
• align bore,
• cylinder bore condition,
• bearing bores,
• lifter bores and
• cam bores.
 Cylinder Block Cleaning
• Verify bore size and taper before cleaning the cylinder block to ensure
• that the block will be reusable.
• The methods and procedures used for cleaning a cylinder block depend on
the type of material used for its construction, the equipment available and
the type of overhaul being performed.
• Cast iron cylinder blocks can be cleaned using any of the methods that are
mentioned in this section.
• Aluminum cylinder blocks and components should not be cleaned in a
caustic tank.
 Cylinder block cleaning
• When you remove an engine from the chassis for a major overhaul, you
should completely strip down the block for cleaning and inspection.
• To accommodate the flow of coolant and oil, cylinder blocks contain
passages and drillings that build up deposits of varnish, sludge, scale and
grit.
• In order to clean these passages properly, you must remove all core plugs,
fittings and threaded plugs (Figure slide 62).
 Cylinder block cleaning
• Remove all friction bearings and tag them as to their location before
cleaning the block.
• Even if the bearings are not being reused, knowing their location while
examining their wear patterns can reveal problems with the block that will
require correcting before engine reassembly.
Remove all expansion and threaded plugs for
cleaning.
 Pressure washing
• Pressure washing is often the first step in any cleaning operation (Figure in
slide 65).
• You should pressure wash the engine before you remove it from the vehicle.
• Use high-pressure water or steam cleaning in conjunction with a spray-on
de-greasing solution to clean the major buildup of grime from the cylinder
block before any other type of cleaning.
 Pressure washing
• You can also add soap solutions to the water or steam spray to assist in the
cleaning process.
• Always rinse the block thoroughly to remove cleaning solutions and then
blow dry with compressed air.
• If you pressure wash a machined surface, you should dry the surface and
apply a coating of light oil to prevent rust.
Steam cleaning or high-pressure washing can be used to clean
a cylinder block.
 Pressure washing
• When using a high-pressure washer or steam cleaner, wear protective
equipment (face mask, apron, gloves) to prevent contact of the hot, high-
pressure steam or water with your skin.
 Cold Tank (Petroleum Solvent)
• Minor cleaning (removal of oil and loose dirt) can be performed using
petroleum solvents.
• After cleaning, remove solvents from the block surfaces and passages by
pressure washing.
• Dry with compressed air.
• When using petroleum solvents, do not breathe the vapours and avoid
prolonged contact with your skin.
 Hot tank (caustic solution)
• A cast iron cylinder block can be soaked for 6 to 8 hours in a heated caustic
solution to remove such things as baked-on dirt, oil or carbon.
• The cleaner penetrates well into galleries and blind holes, but does not
dissolve scale or rust.
• After soaking the block in the caustic solution, you must thoroughly wash
the block and passages by steam cleaning or pressure washing to remove
loosened dirt, carbon and chemicals.
 Hot tank (caustic solution)
• As a cleaning device, a hot tank has its disadvantages.
• Dangerous chemicals are involved and there may be heavy metals dissolved
in the solution from bearings overlooked and not removed from the block
before tanking.
• The bearing material becomes toxic waste sludge that must be cleaned out
from time to time and disposed of according to environmental guidelines.
 Hot tank (caustic solution)
• Caustic lye solutions are strong alkalis (approximately 10 pH) and are very
corrosive.
• When using a hot tank, wear protective equipment (face mask, apron and
gloves) to prevent contact of the caustic solution with your skin.
 Hot tank (caustic solution)
• In the past, hot tanks were common in production engine shops, but in
many cases, ovens and mechanical parts washers are replacing them.
• Do not use caustics on aluminum engine components.
• Caustic solutions attack and erode the aluminum material, causing
permanent damage to the component.
 Mechanical parts washer
• Components placed in a parts washer are rotated in a basket and subjected
to a pressurized spray of hot cleaning solution (Figure in slide 74).
• The solution spray may be either a soap-and- water or a hot caustic solution.
• There is usually a timer to allow you to vary the duration of the cleaning
cycle (usually one-half hour).
 Mechanical parts washer
• After you remove them from the washer, rinse the cleaned parts with a
pressure washer and blow dry with compressed air.
• This method of cleaning does not penetrate into galleries and passages as
well as a hot tank, but it is substantially faster.
• As with a hot tank, scale and rust are not dissolved.
Mechanical parts washer
 Mechanical parts washer
• After a cylinder block has been washed and blown dry, a light coating of
preservative oil should be sprayed onto machined surfaces to prevent rust
formation.
 High temperature oven
• High-temperature ovens (Figure in slide 78) clean by vaporizing materials
such as paint, oil and carbon.
• The process also breaks down scale and rust in the water jackets.
• Vaporized materials are then vented to the atmosphere through an exhaust
system that contains a second burner to reduce emissions.
 High temperature oven continued;
• Cast iron parts are baked at 260°C (500°F) for 5 to 6 hours; aluminum parts
at 200C (400°F) for a maximum of 2 hours.
• The process produces no toxic residue, but the equipment is expensive and
consumes copious quantities of electricity during operation.
• After the part is removed from the oven, the ash and residues from the
cleaning must be removed.
• This is best done with a shot blaster, using plastic shot.
• Pressure washing also removes much of the ash, but is not as effective as
shot blasting.
High temperature parts oven
 Cleaning galleries and drillings
• Special brushes are available to clean drilled passages such as oil galleries
(Figure in next slide).
• These brushes are normally used in conjunction with petroleum solvents or
detergent and hot water.
Cleaning oil galleries with a special brush.
 Cleaning galleries and drillings continued;
• After cleaning and washing them, blow all passages out with compressed air.
• This is a critical step, since anything loosened by the cleaning and left in the
oil galleries will be flushed into the lubricating system when the engine is
started after overhaul (Figure in the next slide).
• Rapid bearing wear and component damage will result, leading to early
engine failure.
Debris can remain in passages and galleries if not
cleaned thoroughly.
 Cylinder block inspection
• Visually inspect the cylinder block for cracks, pitting, areas of discoloration
and evidence of leakage or other damage.
• Check all mounting locations and critical areas for serviceability.
• A thorough visual inspection often reveals areas that need further testing.
 Crack Detection
• Cracks are the most common cause for rejection of an engine block.
• Places to look for cracks include water jackets, between cylinders, around
bolt holes, in the lifter valley (V-style engines) and around main bearing
areas.
• Many cracks will be visible to the naked eye.
• While performing a visual inspection for cracks, also check drillings and
galleries for any blocked passages.
• Pay close attention to coolant passages in the deck and any place where a
plug has been removed.
 Dye check
• Locating cracks with the dye check process involves the use of three
components:
• a cleaner,
• a penetrant and
• a developer.
 Dye check
• The area to be tested must be paint-free.
• First spray the area with a cleaner/degreaser and allow it to dry.
• Next spray the penetrant on the area and leave the component to sit for a
minimum of 15 minutes.
• This is to allow the penetrant time to seep into any cracked areas.
• After the drying period, carefully wipe the penetrant off of the surface.
• The last step is to spray developer over the test area.
 Dye check
• Cracks are indicated where the penetrant is drawn back out of the crack,
leaving a stain on the developer.
• This process has limited accuracy, but is very portable and can be used on all
types of metals (Figure in the next slide).
Dye penetrant kit (left) and crack detection with
dye penetrant (right).
 Magnetic particle testing
• Magnetic particle testing involves the use of a magnetic field and iron
powder.
• Magnetic particle testing can only be used to test ferrous metals.
• Cover the test area with a thin layer of coloured iron powder and then
subject it to a magnetic field.
• By rotating the magnet, you can change the direction of the field on the test
area.
 Magnetic particle testing
• Wherever a crack occurs, the field is interrupted and the particles of iron will
line up along the crack, as shown in Figure in the next slide.
• If components are reusable after testing, thoroughly clean them of the iron-
powder residue.
Electromagnet and iron powder used for magnetic particle testing (left)
and crack detection with magnetic particles (right).
Fluorescent Magnetic Particle Testing (Magnaflux™)
• This type of magnetic particle testing involves the use of a magnetic field,
fluorescent magnetic particle spray and a black light.
• The fluorescent magnetic particles are suspended in a test fluid that is
sprayed onto the component.
• A magnetic field and a black light are used to illuminate and outline the
cracked area (Figure in the next slide).
• Magnaflux™ testing has greater accuracy than dye penetrant, but is also
restricted to ferrous metals.
• Again, reusable parts must be thoroughly cleaned after testing is completed.
Electromagnet, black light and fluorescent test fluid (left) and crack
detection with fluorescent magnetic particles (right).
 Pressure Testing
• Pressure testing is an especially good process for finding internal cracks that
are not visible with visual methods (Figure in slide 96).
• The cylinder block is submersed, heated and pressurized, allowing air to
escape from any cracks.
• Generally, pressure testing is done in a machine shop, but you should be
familiar with the testing process.
• Before pressure testing a cylinder block, seal the water jackets effectively
using special plates and adapters.
 Pressure testing continued;
• Immerse the cylinder block in a hot water tank at 93.3ºC (200ºF) for 15 to 20
minutes to bring it up to operating temperature before it is pressurized.
• The hot water allows the block to expand like it will at operating
temperature.
• This is necessary because some cracks may not leak when the block is cold.
• Finally, apply pressure according to manufacturer recommendations.
Generally, a maximum pressure of 140 to 275 kPa (20 to 40 psi) is applied to
the water jacket.
• Once the jacket is pressurized, bubbles will appear from any cracked areas.
 Pressure testing
• Depending on the location and severity of the crack, cylinder blocks can be
repaired, but many are replaced due to cost and reliability factors.
 Thread condition
• After a thorough cleaning, all threaded holes and any studs in the cylinder
block should be checked for cracks, as well as broken, distorted or missing
threads.
• Check for corrosion that could indicate cracks that extend into the coolant
jacket. (Figure below)

• Thread hole damage-

 Thread condition
• Cylinder head and main bearing cap screw holes should be chased to ensure
accurate torque readings.
• These fasteners are torqued to a high value and are under a great deal of
stress when the engine is operating.
 Condition of machined surfaces
• Whether your cleaning method of choice is to use a spray-on dissolver, a
piece of sandpaper, a scraper or a Scotchbrite pad, all machined surfaces
must be clean and free of gasket materials before inspection.
• Do not clean the deck with an air-powered die grinder equipped with an
abrasive cleaning pad.
• While this tool cleans very quickly, it also removes metal (cast iron or
aluminum), thus rendering a once true surface no longer true.
 Visual Inspection
• Prior to measurement, check all machined surfaces for gouges and signs of
erosion that could lead to gasket leaks.
 measurement
• All machined surfaces of the cylinder block must be flat and true to support
components without distortion and to prevent combustion and fluid leaks.
• During engine operation, the cylinder block deck is subject to a great
amount of stress.
• Combined with the heat of combustion, this stress can produce distortion.
• Movement between the block and the cylinder heads causes erosion of the
deck surface as well.
 Measurement
• Carefully check the cylinder block deck surface for flatness, using a straight
edge and a feeler blade (Figure in slide 104).
• Try to insert a 0.04 mm (0.0015 in) feeler gauge between the straight edge
and the block surface at several locations.
• If the gauge passes through, use increasingly thicker feeler gauges to
determine how much the block deck is warped.
• To avoid a false reading, stay away from cap screw holes, seal grooves and
counterbores, as the metal in these locations may be pulled slightly above
the surface.
 Measurement
• You may have to remove cylinder head locating dowels when checking for
warpage
Checking surface flatness of a cylinder block deck
 Measurement
• Measurements must be performed in a minimum of three positions to
determine the condition of the cylinder block deck: three lengthwise and
two diagonally (Figure below).
 Measurement
• Deck warpage should not exceed 0.12 mm (0.004 in) in the length of the
block.
• Excessive warpage must be corrected by resurfacing the block deck.
• Due to variations in cylinder block design, always refer to manufacturer
specifications and directions for checking flatness of a cylinder block deck.
 Measurement
• All the other machined surfaces on the cylinder block should be measured
for flatness using a straight edge and feeler blade as well, especially if the
visual inspection showed a indication of any problems, such as fluid leakage
at mating surfaces.
 Measuring bearing bores
• The main bearing bores must be in alignment or the crankshaft will bend as
it rotates, eventually causing it to break.
• Misalignment also causes uneven and excessive bearing wear.
• The bores must be round and of the right size to support and retain the
bearings.
• Bores that are out of round or too large cause bearing and crankshaft failure.
 Measuring bearing bores
• Overloading of the vehicle, overheating the engine or loose or uneven
engine mountings can all cause misalignment.
• The loads imposed on the crankshaft during engine operation can distort the
bores after long periods of service.
 Checking Main Bearing Bore Alignment
• In preparation for this check, you must clean the bores and install all main
bearing caps in their proper location, torquing them to manufacturer
specifications.
• The main bearing caps and the block are usually marked from front to rear
to indicate positions for installation.
• Some caps are numbered and use an arrow to indicate the front of the
cylinder block.
• Check the appropriate service manual if you are unsure (Figure in the next
slide).
Main bearing cap numbering
 Checking main bearing bore alignment
• A straight edge that spans all of the main bearing bores is the most common
method used to check alignment.
• Place the straight edge in the centre of the bores and steady it in a vertical
position (Figure below).
 Checking main bearing bore alignment
• Measure the amount of misalignment by trying to insert a 0.04 mm (0.0015
in) feeler gauge between the bore surface and the straight edge (Figure in
the next slide).
• If the gauge passes through, use increasingly thicker feeler gauges to
determine how much the bores are misaligned.
• This check must be performed at each main bearing bore.
Feeler gauge being used to measure the amount of
misalignment.
 Main bearing bore alignment
• In general, main bearing bore misalignment should not exceed one half of
the minimum clearance specified for a new main bearing.
• Always refer to manufacturer specifications for main bearing bore
• misalignment.
• A machining process called line boring (sometimes called align boring) will
correct misalignment of the main bearing bores.
• Line boring requires specialized equipment and is best done by a machine
shop.
 Checking Main Bearing Bore Size
• Bores can be measured using any of the following precision measuring tools:
• telescoping gauge and an outside micrometer,
• inside micrometer or
• dial bore gauge.
• A dial bore gauge has a dial indicator readout, usually graduated in 0.0001in
or 0.0005 in increments.
• A series of different length spindles provides a range of measurement. Dial
bore gauges are available with imperial and metric graduations (Figure in the
next slide).
Dial bore gauge set
 Checking main bearing bore size
• In preparation for this check, the bores must be clean and all main bearing
caps installed in their proper location and torqued to manufacturer
specifications.
• Measure the bores in three locations, as shown in the Figure in the next
slide. Stay off the parting line by approximately 10Degrees to 20degrees for
measurements B and C.
• Two sets of measurements should be taken: one at the front edge of the
bore and one at the rear.
Using a dial bore gauge to measure main bearing
bores.
 Determining Out of Round
• Compare measurements A, B and C, as shown in the Figure below to
determine out of round.
• Subtract the smallest dimension from the largest dimension.
 Determining out of round continued;
• For example if:
• measurement A is 89.00 mm (3.504 in),
• measurement B is 88.95 mm (3.502 in) and
• measurement C is 88.93 mm (3.501 in), then
• 89.00 mm - 88.93 mm = 0.07 mm (3.504 in - 3.501 in = 0.003 in).
• This bore is 0.07 mm (0.003 in) out of round. Compare this dimension with
manufacturer specifications to determine serviceability.
 Determining Taper
• Compare each measurement taken at the front and rear edges of the bore. The
largest
• difference between any two of these measurements is the amount that the bore
is tapered.
• For example if:
• measurement A front is 89.00 mm (3.504 in) and
• measurement A rear is 88.98 mm (3.503 in), then
• 89.00 mm – 88.98 mm = 0.02 mm (3.504 in - 3.503 in = 0.001 in).
• The taper of this bore is 0.02 mm (0.001 in). Compare this dimension with
manufacturer specifications to determine serviceability.
 Camshaft Bearing Bores
• On most blocks, accessibility to the camshaft bearing bores makes checking
alignment with a straight edge and feeler blade difficult or impossible.
• A quick check can be performed with the bearings still in the block.
• Install a known straight camshaft or a special mandrel (lightly lubricated).
• Check for free rotation by hand; binding indicates misalignment.
• If the block is warped and the main bearing bores are out of alignment, the
camshaft bearing bores may also be out of alignment.
 Checking Camshaft Bearing Bore Size
• If new cam bearings are being installed or a bearing has turned in the
cylinder block, measurement is necessary to determine serviceability.
• Bores usually are measured by using a telescoping gauge and an outside
micrometer.
• To determine bore size and out of round, measure the bore in two locations,
as shown in Figure in the next slide.
• Measurements must fall within manufacturer specified dimensions or the
block must be machined for oversized camshaft bearings (if available) or be
replaced.
Measurement points to determine camshaft
bearing bore size.
 Cylinder Measurement
• Prior to measurement, visually inspect cylinders for cracks, scoring and
discoloration.
• Dark areas on the cylinder walls can be an indication of low spots that are
not touched by the ring.
• They indicate distortion, possibly due to high heat during engine operation.
• Light scoring may be honed out, but deep scoring will require machining to
repair.
 Cylinder Wear Factors
• Most cylinder wear occurs 90º to the crankshaft centreline at the top of
piston-ring travel, on what are known as the major thrust side and the minor
thrust side (Figure in the next slide).
Cylinder wear normally occurs at 90 to the
crankshaft centreline.
 Cylinder wear factors continued;
• On the power and compression strokes, the piston is forced against the sides
of the cylinder wall.
• This is caused by pressure acting on the head of the piston, coupled with the
fact that the connecting rod is operating at an angle.
• Which side of the cylinder the piston is thrust against is determined by
which direction the rod is angled.
• The direction that the rod is pointing depends on which stroke the piston is
on (Figure on slide 132).
• The side force on the piston causes increased wear on the cylinder wall and
piston on that side.
 Major Thrust Side
• As the piston is going down on the power stroke, the connecting rod is
angled towards the opposite side of the block from crankshaft rotation
(Figure on slide 132).
• Combustion pressure is very high, which generates substantial side force on
the piston.
• Temperatures are also very high during combustion, which tends to burn off
the lubrication on the cylinder wall.
• All of these factors combine to produce the greatest amount of wear on this
side of the cylinder, called the major thrust side.
 Minor Thrust Side
• On the compression stroke, the connecting rod is angled towards the side of
the block that is in line with crankshaft rotation, called the minor thrust side.
• Compression pressures and temperatures are quite low by comparison with
those present during the power stroke, meaning that the wear on this side
of the cylinder and piston is not as pronounced.
Major and minor thrust side.
 Cylinder taper and out of round.
• With more wear occurring on the minor and major thrust sides, the cylinder
becomes out of round, or oval-shaped, as the wear progresses (Figure
below).
 Cylinder taper and out of round continued;
• Additionally, the heat and pressures are the highest when the piston is at the
top of its stroke, causing the greatest wear to occur in the top half of the
cylinder.
• The result of this is that the cylinder becomes tapered, with the widest
diameter occurring at the top of ring travel (Figure in the next slide).
Actual cylinder taper
 Measuring the cylinder
• Cylinder bores can be measured using any of the following measuring tools:
• telescoping gauge and an outside micrometer,
• inside micrometer,
• dial bore gauge (Figure on the next slide) or
• cylinder taper gauge.
Measuring cylinder wear with a dial bore gauge.
 Measuring the cylinder
• A minimum of four measurements must be taken to determine cylinder out
of round, taper and wear (maximum inside dimension).
• In the Figure in the next slide, measurements A and B should be taken in line
and 90degrees to the crankshaft centreline at two places in the cylinder
bore (C and D).
• The largest amount of wear is normally found at the top of ring travel,
90degrees to the crankshaft centreline.
• Always refer to manufacturer service manuals, as it may specify the location
and number of measurements necessary to determine cylinder bore
condition.
Where to take measurements in a cylinder bore.
 Measuring the cylinder
• For example, if:
• Measurements at the top of ring travel (C):
• A = 108.13 mm (4.257 in)
• B = 108.00 mm (4.252 in)
• Measurements below ring travel (D):
• A = 108.00 mm (4.252 in)
• B is 107.98 mm (4.251 in)
• To calculate the amount of wear, subtract the largest dimension in C from
the smallest dimension in D.
• 108.13 mm –107.98 = 0.15 mm (4.257 in –4.251 in = 0.006 in)
• Compare the largest dimension, 108.13 mm (4.257 in) with manufacturer
specifications to determine cylinder wear.
 Measuring the cylinder
• Cylinder bores that are worn past manufacturer specifications must be
bored oversize.
 Determining Out of Round
• Compare measurements A and B to determine out of round. Subtract the
smallest dimension from the largest dimension.
• In the case of the above example:
• 108.13 mm – 108.00 mm = 0.13 mm (4.257 in – 4.252 in = 0.005 in).
• This bore is 0.13 mm (0.005 in) out of round. Compare this dimension with
manufacturer specifications to determine serviceability.
 Determining Taper
• Compare measurements taken at the top and bottom of the bore to
determine taper.
• Subtract the smallest dimension from the largest dimension (The largest
dimension at the top of ring travel from the smallest dimension below ring
travel).
• In the case of the above example,
• 108.13 mm – 107.98 mm = 0.15 mm (4.257 in – 4.251 in = 0.006 in).
• The taper of this bore is 0.15 mm (0.006 in). Compare this dimension with
manufacturer specifications to determine serviceability.
 Objective Four
• At the end of this module Automotive Services year 1 students will be able
to:

• Describe the service options to repair worn engine blocks.

 Thread Repair
• The threaded holes in a cylinder block sometimes suffer damage that must
be repaired at the time of overhaul.
• Damaged threads lead to a loss of clamping force which results in leakage at
the sealing areas.
• Running a special thread chaser head tap through the threaded hole easily
repairs minor thread damage such as nicks and burrs.
• However, when internal threads are stripped or damaged beyond repair,
recondition them by one of the following methods.
 Drill and Tap
• Sometimes the damaged thread can be drilled out and tapped for the next
largest thread size.
• This type of repair is not generally recommended, as the larger thread
diameter may weaken the cylinder block casting or interfere with the
mounting of a mating part.
 Thread-Restoring Inserts
• There are a variety of products available to repair imperial and metric
threads, some of which are illustrated in Figure in the next slide.
• Procedures and tools for using these vary, so be sure to follow manufacturer
instructions.
Solid-type and Helicoil thread inserts.
 Resurfacing the Cylinder Block Deck
• A surface grinder can reface a cylinder block deck that is warped beyond
allowable limits.
• This is sometimes referred to as decking the block.
• Decking is normally done by a machine shop (Figure in the next slide).
Machining the cylinder block deck surface.
 Resurfacing cylinder block deck
• All resurfacing must be done within manufacturer limits.
• Machining material from the block deck surface reduces the clearance
between the piston and the cylinder head.
• Therefore, excessive milling could cause the pistons to contact the cylinder
head or the valves when the piston is at the top of its stroke.
• Machining material from the block deck surface also increases the
compression ratio and advances valve timing on OHC engines.
• To avoid gasket sealing and assembly issues on a V-style engine, you may
need to machine the intake manifold to accommodate the change in deck
height.
 Resurfacing cylinder block deck
• After the cylinder block deck has been resurfaced, the amount of
• material removed from the block deck should be stamped on a nonsealing
• area of the machined surface.
 Line Boring
• Line boring is a procedure that uses a boring bar or a hone to accurately
machine the
• main bearing bores.
• Due to the cost of the equipment, this procedure is normally performed by a
machine shop.
• Line boring must be done within manufacturer limits, since it can change the
distance
• between the crankshaft centreline and the block deck.
 Line Boring
• Repositioning the bearing bores has the same effect on compression ratio
and piston-to-cylinder-head clearance as resurfacing the block deck.
• On blocks that contain the camshaft, line boring may also change the
distance between the crankshaft centreline and camshaft centreline, which
will affect the timing chain or gear backlash.
 Line boring
• You can also repair a block with severely damaged main bearing bores, such
as would occur when a main bearing turns in the block.
• The bores can be sleeved, built up by welding and line bored or bored to a
larger diameter and fitted with special main bearings that have a larger
outside diameter.
 Cylinder Reconditioning
• Cylinder reconditioning is necessary any time new pistons or rings are
installed.
• If there is no wear or taper, a simple deglazing may be all that is required.
• If the cylinder is worn beyond specifications however, you may have to bore
or hone the cylinders oversize.
 Deglazing
• If cylinders measure within specifications for reuse, they may have to be
deglazed.
• After many cycles of operation the cylinder wall surface becomes polished,
producing a smooth, glazed surface.
• The glazed surface does not retain oil well, which causes poor sealing
between the piston rings and the cylinder wall (Figure in the next slide).
Glazed and deglazed cylinder walls.
 Deglazing cylinder walls
• Use a flexible hone to deglaze the cylinder (Figure below).
• Deglazing hones follow the contours of the cylinder walls and are used only
to restore cylinder wall crosshatch.
• They cannot be used to enlarge or straighten a cylinder.
 Deglazing cylinder walls
• After honing or deglazing, clean cylinder bores by washing with hot water,
detergent and a stiff bristle brush.
• To check cleanliness of the bores, wipe with a lightly oiled, lint free, white
cloth.
• When the cloth shows no evidence of honing residue, the bores are clean.
• Apply a light film of oil to prevent corrosion.
• Do not wash honed cylinders with solvent, as it will not flush the honed
material and abrasives from the cylinder wall
 Bore oversizing
• Integral cylinders that are worn past the useable limits specified by the
manufacturer can be bored or honed oversize.
• All cylinders must be resized to the same dimension and the standard
pistons replaced with oversized pistons.
• Two types of boring machines are available.
• A block-mounted boring bar is attached directly to the deck of the engine
block.
• So long as the block deck is perpendicular to the crankshaft centreline, this
is a perfectly acceptable method of boring a cylinder.
 Bore oversizing
• The other type of machine supports the block by the main bearing saddles
and is referenced from the crank centreline.
• The second method can be viewed as being more accurate on a block that
has not been align honed and decked.
• Standard piston oversizes are:
• 0.25 mm, 0.50 mm, 0.75 mm (SI)
• 0.010 in, 0.020 in, 0.030 in, 0.040 in, 0.060 in (imperial)
 Bore over sizing
• To determine the correct oversize when boring a cylinder block, double the
taper wear
• and add 0.25 mm (0.010") and use the next largest piston oversize available.
• When using a boring bar, double the taper and add 0.25 mm (0.010") to
next oversize.
• In most situations, the majority of the wear in a cylinder occurs on the major
thrust side.
 Bore over sizing
• If the cylinder in the Figure in the next slide was repaired by performing only
a 0.25 mm (0.010 in) overbore, the actual centreline of the cylinder would
be changed.
• To avoid changing the centreline of the cylinder, the same amount of
material must be removed from both thrust sides.
Cylinder taper wear must be doubled or cylinder
centreline will change.
 Bore over sizing
• For example, if the cylinder taper is 0.25 mm (0.010"), then:
• 0.25 mm x 2 + 0.25 = 0.75 (0.010 inch x 2 + 0.010 = 0.030 inch)
• In this case, the cylinders should be bored for a 0.75 mm (0.030") oversize
piston.
• Technically, the bore would be cleaned up at the 0.50 mm (0.020") oversize,
but this size would not leave enough material to properly hone the cylinder.
 Bore oversizing
• If a cylinder block has been bored, the oversize is normally stamped on top
of the piston (Figure in the next slide).
• If the piston is not marked, the block may be stamped or tagged with the
oversize.
• If no indication of oversize is provided, you must measure the piston and the
cylinder bore and compare the measurements with standard specifications
for that engine.
A 0.040 in oversized piston.
 Set up
• When you are machining a cylinder block, it is important that it be stressed
in the same fashion as it will be when it is in operation.
• The torque applied to the main bearing caps and the cylinder heads actually
causes some distortion of the block.
• In order to ensure that the block is stressed in the same way while you are
machining it as it will be when fully assembled, you must install main
bearing caps and torque them to specifications.
 Set up
• A torque plate is required on most engines (Figure in next slide).
• Torque plates are a 11/2" thick steel plate, cut out to match the cylinder bores.
• The torque plate simulates the stresses placed on the engine block by the
cylinder head and the cylinder head bolts.
• The bolts used to attach the torque plate should reach to the same depth as
the cylinder head bolts.
• Torque plates should be used throughout the boring and honing process.
• The use of a torque plate results in rounder cylinders, which provides improved
ring sealing.
Torque plate
 Bore Size/Finish Size
• Centre the boring bar in the cylinder, using the unworn portion of the
cylinder at the bottom.
• Bore the cylinder, leaving enough material for finish honing to give the
required clearance (0.08 mm or 0.003" smaller than desired finished
cylinder dimension).
 Installing a Repair Sleeve
• If only one cylinder is worn/damaged or if boring cylinders oversize is not
desirable (boring reduces cylinder wall thickness and affects engine
displacement and compression ratio), then the block can be bored out and a
repair sleeve installed.
• Install the sleeve in the block with an interference fit and then hone it to
standard cylinder dimension (Figure in the next slide).
Installing a repair sleeve for an integral cylinder.
 Chamfering
• To ease the installation and prevent damage of piston rings, the top edge of
the cylinder must be chamfered approximately 1.58 mm (0.0625 in) wide at
a 45degree angle.
• Use a cone-shaped, rubber mandrel on a drill, preferably before the final
honing process.
 Cylinder Honing
• After a cylinder is bored, honing is used to achieve the final cylinder wall
finish and piston fit.
• The boring bar leaves a very rough surface, which is composed of many
peaks and valleys.
• Cylinders are bored approximately 0.08 mm (0.003 in) smaller than the
desired final diameter, then honed for piston clearance using a rigid hone.
• Honing removes the rough surface created by boring and leaves a cylinder
wall with the proper surface finish (Figure next slide).
Cylinder honing before and after
 Cylinder honing
• The objectives when refinishing cylinders are:
• to provide the proper angle of crosshatch for good oil retention and
• to produce a surface finish that will ensure proper ring seating.
• The cylinders are honed in one or several steps with one of two types of
abrasives
• (vitrified or diamond).
• Due to the advances in honing technology, some engine rebuilders skip the
boring process completely and simply hone the cylinders to the desired oversize.
• A stock removal rate of up to 0.51 mm (0.020 in) per minute is attainable with a
honing machine equipped with diamond stones (Figure in the next slide).
Automatic honing equipment
 Surface Finish
• Surface finish is normally specified in microinches, which is a measurement
of the roughness of the finished surface. Selecting the correct grit of honing
stones controls the surface finish.
• Many piston ring manufacturers specify a #220 grit honing abrasive for
finishing the bores when using cast-iron or chrome rings.
• A #280 grit stone is often recommended for molybdenum rings because
molybdenum rings require a finer finish.
 Surface Finish
• Ring technology is constantly changing.
• For example, some piston rings are now pre-lapped which reduces time
required for ring seating.
• A rough bore finish causes extra unnecessary wear.
• Follow the piston ring manufacturer instructions.
• Cylinder wall finish has a great effect upon engine life.
• A poor cylinder wall finish will significantly shorten the life span of a rebuilt
engine.
 Plateau Honing
• Plateau honing is often the final finishing procedure of a cylinder
reconditioning operation.
• Plateau honing removes folded or torn metal as well as any sharp or jagged
peaks remaining from the honing process.
• Plateau honing is usually accomplished with a brush hone (Figure in the next
slide) and is the method of cylinder finishing used by many original
equipment manufacturers.
Plateau honing brush.
 Plateau Honing
• The plateaued surface provides increased bearing area to support the rings
while retaining enough depth in the crosshatch for oil retention and
lubrication.
• Good plateau honing leaves the cylinder bore free of burnished metal and
embedded particles (Figure below).
Burnished cylinder wall versus one that has been
plateau honed
 Measuring Piston Fit
• To achieve proper piston to cylinder clearance, use a micrometer and
cylinder bore gauge (Figure in the next slide).
• With a micrometer, measure the piston at 90º to the piston pin at the
location specified by the manufacturer.
• Zero a cylinder bore gauge in the set-up micrometer (piston measurement).
• Insert the cylinder bore gauge into the cylinder and measure for size.
• Continue with honing and measuring until desired clearance is obtained.
Cylinder bore gauge set-up micrometer.
 Measuring Piston Fit
• A common practice used to estimate clearance while machining is to use a
feeler strip and a spring scale.
• Insert the feeler strip and piston into the cylinder 20 to 25 mm from the top,
with the feeler strip 90degrees to the piston pin.
• Using the spring scale, pull the feeler gauge out while noting the required
force.
• The amount of pull on the scale will give an indication of the amount of
clearance.
 Measuring piston fit
• This method is not accurate and is not an alternative to measuring the
cylinder with the gauge.
• When the pull on the scale indicates that the proper clearance has been
achieved, you must measure the cylinder with the bore gauge as a final
check.
 Crosshatch
• The honing process must also produce a crosshatch in the cylinder bore.
• The crosshatch pattern is made up of microscopic grooves in the cylinder
wall.
• The grooves retain oil for lubrication of the piston rings.
• Manufacturers specify a crosshatch angle and cylinder wall surface finish
that ensures the shortest period of time for piston ring seating or break-in,
with the least amount of wear.
• The crosshatch angle can vary from 20 ° to 30 ° from horizontal 40° to 60°
(included angle) (Figure in the next slide), and is controlled by a combination
of drill speed and vertical strokes of the hone.
Cylinder cross hatch
 Measuring cylinder cross hatch continued;
• Proper crosshatch will be:
• uniformly cut in both directions and
• cleanly cut,
• not sharp and
• free of torn and folded metal.
 Thank You
Any Questions?
 References
• Home. EngineLabs. (2018, March 28). Retrieved December 20, 2022, from
https://www.enginelabs.com/
• Aluminium sand casting: Aluminum die casting company. China Die Casting |
Aluminum Die Casting. (2019, December 15). Retrieved December 20, 2022,
from https://www.aludiecasting.com/aluminium-sand-casting/
• Cylinder block: Materials, functions, types, diagram, issues - studentlesson.
Student Lesson. (2020, July 11). Retrieved December 20, 2022, from
https://studentlesson.com/cylinder-block-materials-functions-types-
diagram-issues/
 References
• 6-785-024l - Si-MVUNL 24-3 boring bar. Toolmex Industrial Solutions. (n.d.).
Retrieved December 20, 2022, from
https://www.toolmex.com/itemdetail/6-785-024L