In the July 2010 issue of RET-Monitor, keyword: heads-blocks, I gave some insight into fracture splitting of the main bearing cap. The advantages of a fractured split line were discussed, including the design freedom that can be achieved using fracture splitting. What I did not mention though - and this is where this article connects to the previous one - is the fact that fracture splitting cannot be done with every type of cast iron. Based on the process-specific requirements, fracture...
When it comes to liner technology, the temptation is always to think in terms of cast iron - whether it be grey cast iron or one of the more recent ductile - or aluminium. Each takes its lead from the cylinder block supporting them and therefore, for reasons of thermal expansion, sound engineering sense seems to suggest that we stick to the same generic material. There are exceptions though. Hypereutectic aluminium alloys (aluminium alloys containing more than 12 % silicon) for instance...
Time was when the application of the white of a single egg - be that free range or battery, it didn't seem to matter which - was enough to cure that annoying little water leak. Dropped into the top of the radiator, the action of the engine being progressively warmed was sufficient to denature the protein in the albumin and form a thick white mass, sealing the leak or at least sealing it enough to get you home. But with modern critically cooled engines, narrow cooling passageways using...
As can be seen from earlier articles in RET-Monitor on race engine block material, a trend can be seen towards Compacted Graphite Iron as a crankcase material. It has been used occasionally in the past on highly loaded motorsport applications but it now seems to have become more widespread. The reasons for this are the higher mechanical strength of the material in relation to increasing combustion loads, and a broader availability of CGI combined with the ability to cast thin-wall...
Last time we looked at ways of producing high-quality cylinder bores. Needless to say, the thinking and methods used might seem extreme to some or insufficient to others. In all this, however, we must always remember that it is not the shape or degree of roundness of the bore that is necessarily important but the degree to which the piston can conform and seal the combustion gases that is perhaps more critical. We can make the bore as circular in cross-section as possible but unless the...