starting and charging systems.

inertia starter.
the inertia starter works when the key or ignition is turned on sending current from the battery to the starter moter spinning the shaft  wich turns a pinion gear on a helex. this pinion gear meshes with the fly wheel. the shaft keeps rotating spining the gear and fly wheel to turn over the engin. A spring is inbetween the pinion gear and end bolt to push  the gear back after the engin has started and power had been cut off to the starter. unlike a alternater or prengage starter the inertia has no windings wire packs to store power. the inertia has a permante magnet wich the  power charges up through to help turn the main shaft. when the engin is started and the key or start button is moved back to the opperating  postion ,all power to the starter is cut off. when the power is cut off the pinion gear returns to its normal postion and is not spining.


pre engage  starter
a pre engage starter moter has the same pinion, helex, and clutch system as the inertia. although they do very similar things the pre engage starter has a solinoid mounted ontop wich replaces the return spring on a inertia. power from the battery gose to the solinoid (when the ignition is turned on) wich pushes a leaver moving the pinion gear into   its spinning postion. the power also gose to the wire packes wich curculate the inner shaft. brushes rub on  a brass are wich spin the shaft and keep feeding power to the starter. when the engin is started the plunger  in the soliniod pushes forward to pull the pinion gear back into its stoped postion. while the engin is running no power gose to the starter as it is not needed. the pre engage starter dose not have a permante magnet like the ineria is has wire packs .

generator
a generator is something that uses a small amount of power to start but can then runn with out no battery but produce power. generators are usaly used were power is low or only a small burst of power is avallable. generaters are used to back up power cuts or loses of power. some can be pull start and run on petrol wich only need a minute if not any power.  a generator is uesed were a battery can not be used.

alternator
a alternator is a charging device used on alot of engines. the alternater has a rotating shaft in it that rotates around a copper cover. this creast voltage wich helps charge the battery or power source, and deliver spark to spark plugs. a broken or faulty alternater  means that the battery gets flater every time it is used. the use of copper inside the hosing of the alternator is because it is highly conductive and can create voltage and amps with eas.  the alternator recives power straight from the battery. this power or current rotates the internal shaft wich rubs against the copper creating current that gose to the coils or coil and back to the battery to charge it up. the alternater runs of the belts on the engin. this belt runs around the crank pully (depending on make or desgin of the engin.

ignition systems

electrolyte battery

An electrolyte battery  is made up of  free ions that make the battery electricly conductive.  comon electrolytes are made up of  acid,s bases or salts. in this case an electrolyte battery is made of an acid wich is sulpuric acid and lead calcuim plates.b having these two create an electric current that can be charged up. they can hold power but not for ever.


three elements that make a petrol engine run effectivley
 there elements that are needed to make a petrol engin run is a spark, air and a flamable liquid. these three elements  are needed to producee power . the air and fuel (flamable liquid) mix togeather to make  a combustable substance. the spark (spark plug) ignites the mixture cause the piston to be forced back down. with out a spark the fuel could not ignite. without air the fuel will be to strong to light. with out fuel there will be no combustion at all.

kettering ignition system
a kettering ignition system has a battery , ignition, ignition coil,  distrubuter and spark plugs.
the system works when the ignition is turned and current is sent from the battery to the ignition coil. the current then travels to the distubuter. as the cam turns from ( due to the starter moter)  the lobes open and close points wich make a spark sending current through the distrubuter, through the  spark plug lead , to the spark plug igniting the fuel in the combustion chamber.   if the battery is flat or dosent have enogh voltage to get a good enogh spark the system will not work there fore the engin will not start.

dwell angle
dwell angle is the degress of  rotation of the cam during  wich the the points are closed.   it is important to have this seat correctly as if the dweel ang is off it can give a weak or strong of a spark cause server damage to the engin. the dwell angel is to messured off the thecam and distrubutor.

heat range
heat range in a spark plug is important as over heating of the spark plug could cause early spark,loseing power and causing damage to the engin. the heat range reffers to the heat transpher from the block to the head via the spark plug. a "cold plug" is alot quicker at discharging heat to the head. a "hot plug: is alot slower at transpher heat wich keeps the fireing tip hotter.

capacitor discharge ignition system
cdi works by storing energey in a external copacitor. wich then gose to the ignition coil when needed. the dischrge in cdi is alot higher than that in inductive sytems wich causes a corosponding rise in voltage in the second coil winding. the fast voltage rise in the second winding causes the spark that is used for combustion in the combustion chanmber. the inital spark avoids leaks in the spark plug leads.

business practice part 2

courtesy services
courtesy services are small jobs or acts of the componey that help out or keep the customer happy.
these services can be a small wash and vacum of the  car or boat, a componey car that can be lent out to while a customers car is in the shop etc. the purpose of doing these is to keep the customers happy and make them want to keep coming back therefore improving sales and uping the money for the componey . these services can be free depending on the componey. also talking to a customer  nicely either on the phone or in person is a must as it can make them further there want to pay ur for work on there boaat or car.


cultural issues
the marine and automotive world is fulled with alot of diffrent races and accents so therefore understanding some people can be difficult. talking loudly or screaming wont work but will scare off customers and  clients. explaining clearly without getting angry is all you can do .

marine business practice

warranties and guarantees

 A warranty is like insurance for something new or a job done. In marine a warranty could be for new parts on a boat or engine   like belts, manifolds, pistons etc. the warranty of parts such as these (if there was one) would be that if the part was installed properly and used properly but broke due to manufacture failer or design the company that mad the part would need to replace the part or refund the money. Most warranties have a time limit like months or years , in this case it would be hours at sea.

quotations and estimates

quotations  and estimates are words to do with priceing. In this case these words are used when priceing jobs, parts or labour.  a quote is a definate price  given to the customer therefore if something isnt price uped or  something brakes during the job the customer dosnet have to pay as they had been quoted an amount of money. an estimate isnt a exacted price it is a around price to ensure that the customer pays for all work and parts. an estimate gives the customer a price range wich is the best type of priceing because it dosent cost the componey for other unkown damages and dosent upset the customer when problems that they werent awhere of occur.

charge out rates

charge out rates are an important part  of runing a business as charging to much will cause small amout of customers to come to your shop and charging to little will cause the business to be short of money. pricing of jobs in a new business can be judged  of other businesses  to ensure that jobs arnt over or under priced. charging out jobs can consist of parts, labour, cleaning, gst and sevrall others dependig on what kind of job is being done. parts and labour are a basic chagre out for jobs.

26 of october reflection

today we learnt about estimates and quotes and what they involve.
we learnt that giving a quote means a solid answer and that the customer only has to pay that even if other problems or cost occur. therefore giving an estamite is better as u can give a price range and a not a set deal. giving an estimate is the best kind of pricing on  a deal as  if a problem or extra damge occurs during the repair the customer can be notified and they can pay extra for that repair.

26 october , class reflection

quotations and estimates
avarage automotive hourly rate
$70-$130

making an estimate or quote:
identify what it needs
parts
materials
outwork
miscelanious( cleaning matterials , spare bolts , small amount)
oil, anti frezze
labour

marine gearboxes

explain the diffrent types of gear selection types found in

outboard gearcases and sterndrive:
the gear selector system in a gear case is quite simple only having a forward and revers.  forward and revers are selected by  a dog clutch. this clutch has three big teath on either side and are used to grab hold of either the forward or revers gear.the dog clutch is located inbetween the two gears. the dog cluth has movement as it is needed to lock in one gear. in order to lock in the gear the shift rod needs to be minoverd ( pulled up or pusshed down). doing this shifts the dog cluth on its slide locking its teath into the teath on the inside of a drive gear.  this is also the same in a stren drive but in a bigger scale and slightly more heavy dutey equipment. forward and revers can either be selected from the controll pannel in the boat or on the out board depending on the size of the engin or design of the boat.

inboard marine gear selectors:
gears are selected either by hydrolic or cable systems wich can be controlled from the main controll pannel. the reason why an inboard has this system compared to an outboard is because the engin is under the floor and would cause problems having to go down to the engin and back to change the gear, also inboard gearboxes are alot more heavy duty and there for need more pull to change. instead of a dogcluth system like a outboard it has a cluth pack wich is sevral clutch plates and spacers.when a inboard gear box is shifted it locks a sertan shaft or gear wich makes outside gears or plantintry gears rotate a spacifictway selected by the oporater.

what type of gears are used in outboards and strenlegs? give an explanation of why manafactures choose this types of gear.
there are two types of gears in a gearcase and stern leg, those gears are a pinion gear and two drive gears, theres only a forward revers and neutral because having more than one forward means that more moving parts need to be made, housed and mounted so they work smothly. doing this  would make the gear case harder to service. also there would have to be a type of clutch installed and a bigger gear case would need to be made bigger wich would cause more drag in the water making fuel econimany alot worse .

duo prop
 a duo prop is basicly two props on the same drive shaft on one  gear case. the shaft that holds the two propellers is designed so one prop spins the opposite direction to the other propellor. the reason for the props spinning opposite directions is to remove  thrst and disturbistance in the water. the propellor shaft that the two props run off is made so one end is fixed an one  rotates the opposite direction on bearings.

jet unit vs surface drive unit:
a jet unit drive system is used by drawing water in and pushing it out at a high pressure through a smaller hole it came through. jet units re used quit alot on small race boats wich are not on wavey surfaces. a surface drive unit is designed so two out of three blades on the prop are under water and the other out above the water. having a surface drive can work to some advantages on diffrent types of boats. boath these types ofdrive systems dont realy work well on wavey or ruff surfaces as if the boat leaves the water just slightly all power and drive stops as there is no water to be driven off. there for these types of drives  are used on heavy boats or for boats on  flat water for full power. i would chosse a jet unit over  surface drive because how simple the system is and  how much power can be created.

gear boxes

 in class we pulled apart and inspected a toyota 4 speed gearbox. the gear box was for a rear wheel drive (north south) engin. the gear case  was in ok condition and had small wear and chips. bolts and threads were in ok condition.
inside the gear box there was a input and out put shaft ,revers idler and driver shaft.
on the driver shaft there were 5 gears that were all part of the shaft  and alwasy spin at the same speed as each other.there were 4 helical cut gears that were  1,2,3 and forth gear. the fith gear was a straigh cut gear and was revers gear . these gears were all in good conditon and so wear the roller bearings inside on the shaft.

out put shaft
the output shaft held the all the gears except forth wich is on the input shaft. the out put shaft also holds two sychro units wich are used to select the gears when changing gears.  these gears were all in good condition ,well lubricated, bearings were good and not lumpy or worn. when i put the gears back together i checked the play and clearinces to see if a spacer or washer  is needed to close the clearinceto reduces play wich can cause extensive wear.

HELLICAL
a hellical cut gear  is a long cut gear wich is alot stronger than a straight cut gear. the hellical cut gear is used manly in forward drive gears (not revers). altough some older gear boxes had first  and sometimes sceond gear with a straight cut gear. this has changed as manifactures have wated to improve durablitiy and overall strength of of the gear boxes.


STRAIGHT CUT
a straight cut gear is a straight tothed gear wich is mostly used in the revers system (driver ,driven and idler) . the problem with straight cut gears is that the weight of the drive is pressed on a small straight surface wich isnt as strong as a long offset cut like a hellical cut. the most common issue with staright cut gears is knocking  a tooth off or shreading teath wich creats excessive noise slippage and further damage.


SYNCRO UNITS
a syncro unit is a system that helps with the selction of gears. inside a sysncro unit is a straight cut gear wich slots into a houseing. two circlips are inserted with 3 small metal spacers locking the spacers in. having these small metal bars alowws the gear housing to slide backwards and forwards selcting the gear needed.the gear inside the houseing slots into teath on the output shaft  wich makes it fixed to the out put shaft.having a faulty syncro unit or a a syncro unti assembeled wrong can make cahnging gears extremly hard if not impossible.

SELECTOR SHAFTS AND SYSTEM
changing gear involves a few diffrent mechanisims. the gear leaver ataches to a selector shaft wich hooks on to sevral other selector shafts wich are attached to the syncros and revers system. on the toyota gear box i did there were 3 selector shafts. there were also 3 tic tacs wich slotted between the selector shafts to prevent selecting to gears at once.

 BEARINGS
the bearings inside the toyota gear box were mostly roller bearings some caged and some like the input shaft into the output shaft were free roller berings (without cage). also there were oil groves were the gears sloted onto on the out put shaft wich act like beaarings as the pump oil in and around the gear to lubricate it. on the gear box i did some bearings needed to be replaced as some rollers were missing and some were lumpy  and worn. the out put shaft ran on a caged roller bearing wich was ok and not lumpy. when re assemberling i lubricated all the bearings to ensure  as little wear as possible.

things we checked in class

In class  we messured most of the engin parts to check for wear or damage. we checked these messurements with the manifactures specs to see if the part was reusable or had to be replaced.

CAMS
i messured the lobes of the cam and barto see if it was bent or worn. i checked this with a dti gauge
also on the cam we checked the oil clearnce with plasit gauge

journals were visualy inspected for scartches clogs in oil groves so that oil can flow through easy for lubrication.

VALVES
we messure the tickness and lip size of the vlaves to see if it has to much play in the vlave seals and if the valve sits on its seat properly. i messerd this with a micromiter

VLAVE SPRINGS
 i messured the compression of the valve springs  with a valve spring tester. i also checked the springs against a square to see if they were slightly bent and needed to be replaced. a few springs needed to be replaced as they  were not square at all.

PISTON
i messured the oil clearences between the piston rings to see if they were worn and need replacing.also messured the  diamiter of the  piston to see if it had enogh clearince in the boar.

i made sure the con rod was straight and  not bent, worn  or damaged. having a bent or danaged con rod can cause alot of internal problems and make the piston wear against the boar and possibly bend the crank.

CRANK SHAFT
i messured the the journals on the crank to check for ovality  and taper to see if there was enogh oil flow and lubrication to the engin parts. i also checked the oil clearnce with plasti gage to check oil clearnce through the crank

4 stroke block

the block houses the pistons con rods and crank. the block is wear the combustion happens there for the block is  very strong and usauly made of cast steel. inside the block are boars wich house the piston

PISTONS
 the piston slides up and down the boar buy the rotation of the crank. the rotation of the crank starts of either by a starter moter or a bump start. the piston draws air and fuel into the boar, compresses it, the park plug ignites the air and fuel pushing the piston down creating a rotating motion in the crank to help pump the other pistons up and down. with out the piston it would be impossable to create compression or power. on a 2 stroke some pistons are curved to circulate the air and fuel around the boar instaed of straight out the exhaust. on a 4 stroke standerd pistons have flat tops or small indents so the piston dosnt hit the valve. on performance engins when high revs or a higher octane fuel is used a forged piston can be uesd for exxtra strength so no holes or damge can be don to the piston head. the piston has sevral groves on the side for oil rings. these oil rings help lubricate the boar and piston as it pumps up and down and also stops oil from getting on top of the piston to wear combustion takes place. worn or broken rings creat alot of smoke as oil is being burned with the air and fuel.


GUGEN PIN
the gugen pin holds the piston to the con rod.  it act like a bearing with help of the oil for lubrication so that the piston can stay straight in the boar and the con rod can rotate with the crank. it is important that the gugen pin is strong as a weak gugen pin can cause alot of damage if it brakes.on a 2 stroke the gugen pin runs on roller bearings as the lubrication is air, fuel and oil. on a 4 stroke it ues oil to lubricate and rotate. with out oil the parts can heat up and melt togeather or sease reacking the engin.


CON ROD
the con rod or connecting rod coneect the gudgen pin and piston to the crank.  the con road connects to the crank by main journals. instead or caged roller bearings in these journals like on a 2 stroke there are oil groves and sleeves wich relei on the oil to lubricate these moving parts. when inspecing the con rods its best to check that they are straight non damged like buring or chipping and havnt been case hardend as this can effect the overall strength.



CRANK
the crank is a vital part of the engin as it truns  up and down movement into rotaing movement wich is transferd onto the fly wheel. the crank is held to the bottme of the block by main journals. these main journals have the same lubricating  system as the journals that hold the con rod to the crank.  the crank holds the kenitic energy  of the piston and  helps pump the other pistons around.  when inspecting the crank i checked the size of journals. if it was bent with a dti gaguge.  the crank was fine with the manifaciures spces.

4 stroke engins

HEAD
 the head of the engin holds alot of important componets needed for the combustion process. the head has intake and exhaust ports wich are uesd to feed fuel and air into the boar for compression and exhaust ports wich connect to the exhaust manifold to remove waste fumes after combustion. inorder to let air/fuel and exaust in and out of the engin valves are needed to open and close to seperate and deliver presices amount of mixture for combustion. the valves open and close by being pushed open by a push road system wich has rockers or a rotaing camshaft with cam lobes shaped like a triangle with rounded corners.the cams are driven off the crank shaft by a belt or chain. ensureing the timing of the valves is esensual as valves out of time can cause majoir damage to engin parts.

HEAD CONPONETS

cams: cams are a very important part to a head and the engin. the purpose of the cam is to push down  on the cam bucets to compress the valve spring and open the valve or to push a push rod up into a rocker so the rocker pushes down on the valve to open it. the lobes on the cam are used to open the valves. the lobes are rounded and triangle shape so the valves open and close smothly and not  cause as much wear to the valves or cam buckets. the cams are atached to a cog on either on the out side of the engin or the inside depending on weither its driven by a belt or cahin. the belt or chain then conects to the pulley on the crank so that the valves open at the corret time of the piston stroke. on the cam we messure the cam lobes ,wear and bend in the cam. the cams were between the manifactures specs and were still uesable if the engin was to run again.

VALVE SPRINGS
the purpose of a valve spring is to return the valve after its being compressed either by the cam or rocker. with out a valve spring the valves would stay open and the engin would not run, also the valves could bend causeing damage to the valve seal, piston and sevral other engin conponets. valve springs can come in diffrent materails for special conditions such as titanium for high performance. in our practical we  checked to see if the springs were squar incase they mite be slightly bent witch could indercated further problems. the most the springs were out were .2 mm. we then messured the length of the springs with a vernier to check the length against manifactures specs .  all the valve lengths were between the manifactures specs. we check the length and squarness to ensure that the springs are still doing there job and do not have exstesive wear. short valve springs  may cause less resitance when valve returning or mean extensive wear has taking place. we checked the spring tensioner  to ensure they were compreesing to the right length acording to manifactures spec. doing this can idicated if the valve springs are worn and need replacing to resolve a problem.

VALVES
valves are used to let in air and fuel for combustion and to let out exhaust fumes. some head shave sevral valves per cylinder for more flow there for more power. valves sit in a valve seat wich hold the valve in but still let it have a smoth flow for when the cam or rocker pushes the valve open. the valves  have valve springs locaters seals to seal the spring and on cam shaft  heads have a cam bucket . this set up helps the valve to open and close when needed. in our practical we  messure the valve seats , thickness of valves and inspected the valve for damage or corrosion. all the valves ahd small wear but were still in usable condition and fitted well in the valve seats.

OVERALL HEAD INSPECTION
 overall the head was in a fiarly good condition. most of the componets were within the manifactures specs and only had small wear. although there were a few cam lobes  and springs that were a little over the manifacture specs. the condition of the haed was avrage. it had small warpage. scratches and a tiny bit of chiping on the outside. when assemberling the head  i had to time the cams together and check valve clearences with a fealer gage to manifactur specs. to do the valve clearinces i would have to replace the pads on the valve bucket. the bolts and threads on the head were fine and only a few bolts were missing before pulling apart. bolts were torquid down to half the manifacutres specs as the engin has being pulled about hundreds of times.

2 stroke part two

ROLLER BEARINGS

 roller bearings are used  in a 2 stroke as the oil is mixed with the fuel  and the ful is the lubricant. useing roller bearings instead of sleaves like a 4 cylinder is composery as they will be longer lasting and wont lock up as a 4 cylinder sleve bearing. roller bearings are caged so that grease or lubricant can be kept inside  the bearing and keep it rolling smoth and efficant for the engin. on a two stroke the caged roller bearings are located on the crank .

SPLIT TYPE BEARINGS

split type bearings are used on  a 2 stroke crank shaft so that the crank and engin can be serviced. they are split from factory and are just cracked and sloted on . not having  a split type bearing will make sericing the engin extremly hard as  you would have to pull apart the crank peice by peice to slide the bearing out.

 PISTON RINGS

the sslots in the side of a piston are for piston rings. the piston rings stop fuel and leaks down the boar past the con rod or piston head. the slots in side the piston ring slots are called locaters and are used to locate the piston rings. the piston rings  must be sloted in right with the ends on the out side of the locater. no doing this can cause leaks ,damage to the boar and make it hard to install the piston.the piston works by sealing the boar, it seals the boar when the engin heats up the metal stretches and so dos the piston rings. one of the piston rings are cut on a diaginal axis so that fuel can go in behime the piston ring and push the piston ring out seal the boar. parts of the piston rings you would messure is grove deepth,side clearince and n and end gap.  the grove depth is the depth of the slot that the piston ring sits in. side clearince is the play that the piston ring has in its slot and the end gap is the distance between the  end of the piston ring tips.

REED VALVE

a reed is locate on the intake manifold  and is a one way valve that works of atmospheric pressure.  the reed valve can be tested by either boling through it or looking through it to see if you can see and day light .

OVALITY AND TAPPER

 ovality and tapper in the boar is  a term used when servicing a engin. to check for this you would use a boar gage and  micromiter. recording data when messering is a  help when resolving the problem. when checking the boar you should mesure top midel and bottem, and 3 places in each section to be acurate. causes of ovality and taper can be due to and offset  piston wearig against the boar. to fix this you would get the boar re boared as part of the service.

2 STROKE 4 STROKE

the difrence between two stroke and four stroke is lubrication, bearings  and cams. in a 4 stroke the engin has a sump and the oil is seperated from the fuel. in a 2 stroke the oil and fuel is mixed also causeing the diffrences between bearings. in a two stroke the valves are on the side and dont usauly have over head cams. in a 4 stroke there are allways over head cams and some times DOCH wich are double over head cams. also 2 stroke piston heads are curved and shaped so that the fuel can circulate around the top of the head and not straight out the exaust port. on a 4 stroke the pistons are  flat although some are ajusted to suit valve clearices.

response on blogger

i found the blog easy and very helpfully as it alowed me to get more information and  advice from difrent sorce on the internet. blogger is a handey tool and helped me with my studies

2 stroke engins

HOW DOSE A TWO STROKE ENGIN WORK?

a two cycle works alot diffrently to a 4 stroke system as the combustion happens through the whole block and the fuel and oil are mixed. a 2 stroke cycle works by drawing the fuel in through the inlet valve  and in to the crank casinging, on its down force the fuel is forced around the blosk and into the top of the block, the piston pushes back up compressing the fuel, the spark plug ignites the fuel sending the  piston on its down stroke and forcing the exhaust fumes out through the exhaust port. unlike a four stroke the oil stays in the sump and crank case to keep the  piston and cylinders lubricated, the fuel and air mix is let into the top of the boar by valves wich is then compressed and ignited by the spark plug. below the piston fuel and air is used to lubricate the crank and bearings, above the piston is were the combression and power comes from as it is were the fuel is ignited by the spark plug.  scavenging is  the revolution of the two stroke using the beginning of the compression stroke and the end of the combustion stroke.

BEARINGS

 special types of bearings need to be used in a two stroke  as using the same ones as a four stroke will seas becasue the oil is mixed with the fuel in a two stroke and needs a more inderpenit bearing. roller bearings and  closed case ball bearings are used as they are self lubricated and can circulate easy with out the need of oil to lubricate them.

weilding health and safety

SAFTEY EQUIPMENT
 overalls,steel caps,gloves (needed for certain types of weilding eg mig), goggles or weilding mask ( diffrent for diffrent types of weilding).

overalls or a weilding aprin must be worn as they prevent hot slag from burning your skin or clothing. the overalls must be made of cotten and not a papper based substance as they can catch fire easy. fluro or reflective overalls are best as they can be seen better than blue or black overalls.

steel caps are worn to prevent hot metal or falling objects from crushing your feet. wereing steel caps while weilding is important as hot heavy metal is more dangerous than just heavy metal.

FACE AND EYE PROTECTION

there are difrent types of face and eye protection for diffrent types of weilding.

gass weilding a tinted vision google is needed as the light from the weild is not as strong as on from a mig. the googles cover your eyes and have a spicific tinited vision to suit the gas weilding. for mig weilding you require a full weilding mask wich covers the front of your face and eyes. older masks have a tinted flap wich can be opened and closed so  you can see the weild or chipp away slag still being protected by a clear slip wich is mounted to the mask. new masks or auto dark masks have one open sheild mounted to the face mask that dosnt open or close. it is slightly tinted so u can see what your doing befor you weild but as so as the weild sparks the cover gose dark and is at a perfect darkness for weilding. when the weilding stops it gose light so you do noot need to remove the mask. auto dark masks are good if you weild alot.

WHEN WEILDING AND ENVIROMENT

before weilding there are sevral things that need to be checkeed before weilding. first check the are for famable materals eg petrol, diesel . remove matterals like this as sparks from the weilding can spark and explosing and cause fatil or seriouse harm. before weilding check the weilder and lines for cracks, splits or faults as  any imperfections or faults can cause a weak weild or can cause you ( the user harm). checking lines ,bottels and wiire feed. before weilding ennsure no one can see or will accidently look into the weild as this can damage there eyes. a weilding curtain should be set up to prevent the ar or light of the weild being veiwed by a passer by or member in the work shop.

health and safety

HEALTH AND SAFETY IN THE WORK SHOP

Steal cap boots, overalls, safety goggles are compulsory when using machines in the workshop. 

Boots need to be laced up tight so u cannot trip on the laces, roll your ankles  etc. wearing  the boots incorrectly can be more  dangerous then not wearing boots at all. Steel cap Boots are worn to protect your feet from falling objects that could break or crush your toes or feet. Used in a lot of workshops and workplaces.

Overalls are worn  to protect  your clothes and skin from swarf  hot objects, chemicals, grease and other substances which could be harmful to  your skin. Overalls should be worn correctly and not tied around the waste, zipped up for complete protection. Certain overalls are better than other others. Best overs for any workshop are reflective cotton overalls as they are easy to see, and not likely to catch fire unlike paper overalls. U can also get half overalls that don’t cover your arm which are still protective but not as much as full overalls.

Safety goggles are  a very compulsory in a work shop with machinery such as lathes grinders and drills which can throw out  hot swarf and wreak your eyes. There are several types  of safty goggles all that do the same thing.

Health and safety  in the work shop :

Lathe : tie up long hair, remove or tie up baggy clothing  eg  sleeves . removing or isolating these things can prevent  u getting caught in the chuck as its spinning. Being caught inside can cause serious damage if not death. Saftey glasses are to be worn at all times to protect your eyes from hot swarf from the lathe. Overalls and safety boots are also compulsory to wear as they protect your body and clothes from oil, swarf heavy or falling objects. Also  having knowledge on the machine before using it is health and safety  as knowing what it can and cannot do come be very dangerous if you don’t use the machine correctly.

Drills: tie up long hair, keep baggy clothing away from chuck and drill piece  as it can catch and pull u in to the drill  and cause u harm. Safety glasses must be worn as you only have  two eyes and swarf or hot pieces of metal  are  likely to be shooting out everywere. Overalls and safety boots must be worn to protect  your skin and clothing from swarf, oils or lube. Steel caps are needed as pieces of metal, drill bits or any heavy  or sharp objects could drop onto your feet .

Grinder:  ensure long hair and baggy clothing is tied back. Safety glasses must be worn as the grinder creates a lot of hot swarf and is highly dangerous without  safety glasses. Overalls and steel caps are needed also to protect your skin from the hot swarf. Either heat proof gloves or   vice grips  can be used to  hold on to the metal being grinded as it will heat up and sometimes can burn your hand making u let go of the material  causing further harm to the body. Dunking the material in some water or oil every so often helps with cooling the metal and makes it safer to work with.

 Hand tools:  files,  hack saws, taps and dies,  rulers, scribes, punches.

Steel caps should be worn if using any of these because if any of these feel off the bench on to ur foot it could cut or injure your foot. Safety glasses should be worn but  there is no need to. Overalls could be worn to protect your clothes from swarf or execs lubes or oils. Having basic knowledge of these hand tools will help with correct and safe usage of them preventing damage to your body.

First aid boxes are usually found bolted to the wall or in a special cupboard. People in the work shop should know where it is in case of emergencies.  Any injures should be reported in a first aid book to keep track of injures in the work shop so they can be prevented next time.

Fire extinguishers are usually found on the wall. Best to have one in the work shop in case of  fire. There are several types of extinguishers for different types of fires  e.g  chemical, electrical etc

 CLASS A: wood paper and plastics
CLASS B: flamable liguids eg petrol dieseil
CLASS C: flamable gases
CLASS D: combustable metals( magnisuim etc)
CLASS E: eletrical fires
CLASS F: fires involving cooking oils or fats

cooling!

INDERECT AND DIRECT COOLING

 inderect cooling on a boat is when the raw water or water from  sea or lake. the inderect part has a fillter wich fillters unwanted things like shells and seaweed from going into the engin. inderect cooling has coolant in the engin wich helps prevent corrosion or over heating  in the engin. direct cooling is were the sea water is pumped out of the sea into the engin and straight out. this direct cooling is not the best kind of cooling for a engin as the engin constantly has sea water in the water jackets and corrodes. in the cooling system of a boat there is a heat exchnger wich draws the hot water from the engin into the exchanger, raw sea water is circulating cooling the hot engin water, the end resault is the a cooler water us pumped out of the heat exchanger and back through the engin (inderect cooling) . direct is water pumped staright through the engin and staraight out for cooling.

PURPOSE OF A THERMOSTAT

the purpose of a thermostat is to alow coolant and water into the engin at a correct engin temp. without a thermostat the colant will just pump through constantly not alowing the engin to heat up to a correct running tempruture. thermostats can be tested by dunking them into heated water. boiling water to the temp of the manufacture specs, the spring should shut signing the flow off water.the thermosta is located on the side of the block linked to the radiator.

PRESSURE CAP

the pressure cap is ontop of the radiator and is used to alow coolant out of the reserve tank or pump coolant in . it is used under heat like the thermostat and opens and closese with the heat of the coolant.the pressure cap has its specs on the cap. u can test these just like a thermostat.

CORE PLUG

a core plugis from the manafacture of the block. because the block is cast iorn they need a place to poor the metal in. the core plug  also helps if the water or coolant frezzuse in the engin as u can remove the plug to c into the water jackets. core plugs have many names eg welsh plugs but all do the same job.



HEAT EXCHANGER

the heat exchanger is used in the cooling system of a boat. it used by drawing sea water into the barrel of the heat exchanger. this cold sea water or lake water cools down the engin water and coolant as it travells around the engin. the heat exchanger pumps out the hot sea/lake water out the water exhaust. the heat exchanger works as  cooling barrel and is needed on a inderect cooling engin. .

RAW WATER PUMP

 a raw water pump works by pumping sea water or lake water from under the boat up into the engin and or the cooling system. a raw water pump is needed in direct cooling as it needs to constanly pump raw water around the engin to keep it cool. in a inderect cooling system it is needed to draw raw water into the heat exchanger to cool down the coolant or water in the engin. not having a raw water pump would make it hard to cool the engin  ,would make it hard to draw raw  into the engin. the raw water pump may need replacing every once and while due to  sea water corrosion.

IMPELLER

 the impeller is a rubber rotar that sits in side the water pump that creates a vacum due to its shape and form.

this impeller helps with pumping the water and coolant around the engin to keep it cool. these umpellers need to be replaced as they can crack and harden removing there purpose of the vacum as there not as flimzye. it is important to lubricate a new impeller when instaling so that it turns and runs smothly  untill water and coolant is abble to lubricate it. not lubricating it can cause wear and tear on the new part and not fixxing the problem.when refiting the new impeller also check for chips or sharp edges that the impeller could rub on cause wear and tear.

OIL COOLER

the cooler is a small looking intercooler that is usd to cool the oil. having the oil being coold helps with the perfomance of the engin, helps with keeping the engin warm, and makes the oil in the engin last a bit longer.

INTERCOOLER/AFTER COOLER

a intercooler or after cooler is used on a turbo engin as it is needed to cool  the coolant and water  in the engin, the purpose of the intercooler is because of the bigger mass and size of it, the surface area that can be cooled by air . the intercooler has all these fetures that are alot better than a standerd radiator. running a standerd radiator on a turbo engin can cause the engin to over heat and runn sloppy.the intercooler/aftercooler works like a radiator but in a larger form. it pumps cold water into the engin, receves hot water from the engin, the water travels through the fins while being cooled by the air and back into the engin as it is coold down. after market stuff like nos rails can be installed to improve performance as it cools the liquid in the intercooller quicker.

INHIBITERS AND COOLANTS

 coolant is a must in a engin as it used to protect the water jackets, raise the boiling temp of the water in the engin and lower the frezzing temp in the water of the engin. coolant comes any difrent coulors manly in green. never mix to diffrent types of coolant as it can cause chemical  reactions in the engin causing damage.  depending on the enviroment  the engin is in depends on the amount of coolant mixed with water that gose into the engin. coolder enviroments need more coolant % to prevent the water frezzing in the water jackets. to test coolant you can use  hydometers or coolant testers. these messure the % of coolant in the mixed with the water.

diesel

dr rudolf desil was the creater of  the diesel engin, creating his first engin in 1893. although one like it was invented in 1890 by hornsbey and sons it wasnt fully functional as it had to have something to supply heat for a cold start and then that supplyer of heat had to be removed.

DIESEL PUMP

pressure from a diesel pump can range from 4-10 psi. the purpose of this pressure is so  that the diesel can be pushed through the injectors.a diesel pump works by running off one of the engin belts. the gear that runs off the belt is attached a a cam. the cam rotates and pumps the valves up up and down forcing fuel through the fuel lines creating a large amount of pressure.on a cold start there can be a primeror hand pump wich  manualy pumps desil into the lines creating that pressure for the combustion.the pump needs to be in time  as being slightly off or completely off can cause miss fireing, lack off fuel,  to much fuel basicly causing the engin not to run or run like crap.

GLOW PLUGS

glow plugs are used to heat up the fuel to a point were it dosnt ignite but easy to ignite with compresion. the heat up when the ignition is turned on, there is usualy a dash lite showing a coil, when that light gose out the glow plugs have heated up the fuel and it is ready to be turned over.they work by drawing the power from the battery. there is one for every cylinder and the srew into the side of the head near the injectors.to test if a glow plug works you can use jumper cables linked to the battery and attach them to the glow plugs.if they dnt heat up and glow at the end then then there faulty and need to be replaced. useing a volt meter can also test if they are working by messuring the voltage going to them.

LIFT PUMP

the lift pump on a diesel engin is used to pump the fuel from the gas tank to the fuel rail. it helps keep the fuel rail fill and supply the injectors with more diesel. having a lift pump wich was  made for a lower powerd diesel on a higher powerd diesel will cause a lack of diesel to the fuel rail reducing power and starving the engin of diesel.

FUEL SHUT OFF VALVE

 the purpose of the fuel shut off valve is to turn off and on with the ignition. when the ignition is turned on the fuel shut off valve opens and alows fuel to being drawn up the lines into the fuel rail and into the injectors. not having a shut off valve can cause the fuel to be constantly be pumped into the fuel rails causing a leak or miss use of fuel.

KNOCK SENSOR

the knock sensor is a knob like part that is linked to the engin, it sensors the knocking in the engin and sends that messege to the ecu.it also helps monitor the engins performance.the knock sensor helps look after the engin parts from damaging effects of engin knock.a bad or faulty knock sensor carnt regulate the engin properly causeing major damages.

DIESEL INJECTORS

unlike petrol injectors the diesel injectors have no electronic help. the diesel injector works of pressure built up in the injector. the fuel that  is drawn in from the fuel rail builds up around the outlet needle in the injector, when ther is a certian amount of pressure the fuel will spray out into  a pre chamber or a bowl for compression. the needle valve closes as the pressure re builds up for the next injection.

BLEEDING A DIESEL ENGIN

if replacing the fuel filter or removing the fuel rails or injectors the diesel engin must be 'bleeded' . to do this you lossen the injectors and crank the engin over, diesel will spray out so safty equitment will be needed. slowly tighten the injectors evenly ensure the engin is turned off and is only being turned over to check for leaks or if timing is complete. ensure the injectors are done up evenly and there are no diesel or air leaks when finished.

TURBO

a turbo works by sucking the exhaust fumes out of the boar an d doen the down pipe or exhaust.it pushes or blows the intake in quicker. having a turbo increases the horespower of a engin while not increasing to much weight. the turbo also needs a front mount or intercooler to keep the air cold in order to keep the engin at a decent running tempruture.having a turbo on a diesel engin helps with the performance of the engin.it helps more with compression cycle drawing exhust fumes out and helping with pumping more air into the boar. adding a turbo to a non turbo engin can cause issues and cut down its running life as the engin can have a lower or higher compression rate .having a low or high compressioncan make adding a turbo useless and expensive as pistons, cams,valves and all other engin core parts can breck quickly as they were not deigned to withold that kind of power from a turbo.

SUPERCHARGER

a supercharger is a air compressor used on forced induction of an internal combustion engin. the supercharer is attached to the crank shaft by a belt,chain or shaft. there are two types of supercharger, the former deliver that a fairly constant level of pressure increase of the engins rpm's, while the latter deliver  increses engin pressure with increasing engin speed.

the difrence between a turbo and a supercharger is that the  supercharger is run by a belt,chain or shaft as the turbo runns of the exhuats fumes. a supercharger is constantly orking as it is being run by the crank shaft were a turbo has its full power or kick when revs are high or rapidly increase.

AFTER-COOLER INTERCOOLER

having a after-cooler or a intercooler on a desil helps with the cooling down of the air and water. if the diesel is turbo the engin must have a intercooler to keep the engin in a decent or recomended running tempruture. because a diesel engin is a high compression engin itr is important to keep the water and air as cold as possible. keeping the engin cold also helps with performance and fuel usage.

COMMON RAIL AND STANDERD DIESEL

the difrence between the two is pressure and the injection system. the common rail has higher fuel presure than a standerd diesel, also the common rail is like a a petrol injection as the injection system is all done elctronicly running off the ecu. the standerd diesel injection runs off pressure and there is no eletricals involved.