add to favorites contacts sitemap
REPAIR MAINTENANCE OPERATION OF MOTOR VEHICLES
Hyundai Getz (2002 release)

general info. full specifications. diagnostics. hints. tips. tricks
Hyundai Getz
Home
 
Hyundai
Getz
Operation and Maintenance
Engine
Technical specifications Engine
Technical specifications Engine
Specifications Engine displacement of 1.5 and 1.6 liters
Specifications Engine displacement of 1.5 and 1.6 liters
Technical specifications of cars with engine capacity of 1.1; 13; 1.5 and 1.6 liters
The engines working volume of 1,1 and 1,3 l
The technical condition of the engine
General comments on the repair of engines
Removal and installation of the power unit
The general sequence of disassembly of the engine
Running the engine after repair
Checking the engine on the car after repair
Cylinder block
The connecting rod-piston group
The crankshaft and flywheel
Cylinder Head
The camshaft and its drive
Cooling system
Lubrication system
Power system
Exhaust
Possible engine malfunction, their causes and remedies
Malfunctions of hydraulic valve lifters
Malfunction of the fuel system and their solutions
Transmission
Chassis
Steering
Brakes
Electrical
Body
diagrams
 


Hit Counter by Digits


print page printable version

The crankshaft and flywheel



Crankshaft

Crankshaft
Fig. 2.4. Crankshaft: 1 - ring gear crankshaft position sensor; 2 - bolt ring gear crankshaft position sensor; 3 - crankshaft; 4 - insert the lower crankshaft main bearing thrust collar; 5 - a cover of the radical bearing; 6 - bolt main bearing caps; 7 - lower main bearing shells; 8 - the top loose leaf of the radical bearing; 9 - insert the upper crankshaft main bearing thrust collar


The crankshaft of the engine shown in Fig. 2.4.
Withdrawal
Remove pistons and connecting rods.
Remove the bracket and rear oil seal crankshaft rear oil seal.
Covers of radical bearings should be numbered.
Remove the cover bolts, remove the cover with the bearing shells.
Remove the crankshaft bearings.
Remove the crankshaft gear rim crankshaft position sensor.
Remove the shells from the cylinder block and remove the persistent half rings of the central bearing.

NOTE
When disassembling the lid put on the crankshaft bearing the mark, to the subsequent assemblage to establish them on former places.

Technical condition
Clean crankshaft solvent and dry it with compressed air.
Inspect and crankpins shaft for damage and uneven wear and cracks.
Spend a copper coin on the bearing. If the bearing erases copper, which means that its surface is too rough and it must be processed.
Ensure clean oil channels. Eliminate defects or replace defective parts.
Check taper and roundness of the shaft necks.
The nominal diameter of the necks of the shaft, mm:
Indigenous ..... 50
rod ..... 45
Roundness and taper of main and connecting rod journals of the shaft is not more than 0,005.
Check cervical crankshaft seals for wear or damage. If the seals have wiped flutes on necks, the new seals will leak oil.
Inserts indigenous and connecting rod bearings checked by visual inspection for the presence of peeling, traces of melting sticking. Defective, replace liners.

NOTE
On inserts can not carry out any fitting operations. When scoring, the risks of delamination or replace with new pads.

Checking clearances between the insert and the crankshaft journals
To check the clearance between the pads and the crankshaft journals measure the diameter of the root and the crank pins and the inner diameter of the liner. Clearance is defined as the difference in diameter between the neck and the inside diameter of the liner.
Nominal backlash (engines of 1.3 liters), mm:
between liners and the crankshaft main journal ?��1, 2, 4, 5 ..... 0,028-0,046
between the insert and the main journal ?��3 (central neck) ..... 0,034-0,52
between the insert and crankpins ..... 0,024-0,042
Nominal backlash (engines of 1.1 liters), mm:
between liners and the crankshaft main journal ?��1, 2, 3, 4, 5 ...... 0,020-0,038
between the insert and crankpins ..... 0,012-0,041

Check clearance by using a calibrated plastic wire
Check the gap between the pads and the shaft journal can be carried out using a calibrated plastic wire.
Before checking, wipe the shaft journal and inserts to remove oil, grease and other contaminants.
Put on your work surface cervical segment of the calibrated plastic wire. The length of the piece of wire has to be equal to the width of the corresponding insert. Moreover, the wire should not overlap the lubricating hole.
Install the crankshaft, bearings and bearing caps.
Tighten the cap bolts to torque, and the need to ensure that the shaft does not rotate.
Remove bearing caps. Identify gaps between the bearing pads and the shaft journal of the width of the most flattened wire with the help of the scale on the packaging of the wire.
If the backlash exceeds maximum permissible, replace the bearing shells. If replacement liners normal clearance can not be obtained, grind crankshaft journal until the next repair size and install inserts corresponding repair size.

Seals
Check the front and rear crankshaft seals for damage and wear sealing edges. Replace defective seals.

Installing the crankshaft
Install the upper main bearing shells of the crankshaft bearings in the engine block.
When reusing inserts the crankshaft bearing set them to their former place in accordance with the labels put at dismantling.
Establish persistent half rings.
Place the crankshaft bearings, cervical pre-lubricated with engine oil.
Install the crankshaft bearing cap with the lower liners and tighten the cap bolts to torque in the following order:
- Cover the middle of the bearing;
- Cover 2nd bearing;
- Cover 4 first bearing;
- Cover the front of the bearing;
- Cover the rear bearing.
Tighten the cap bolts evenly in two-three steps to achieve the desired torque.
Bearing caps set by the arrow in the direction of the crankshaft pulley, taking into account the number of covers.
Tightening torques main bearing caps engines Nm:
1.1 L ...... 50-55
13; 15; 1,6 l ..... 55-60
Tightening torques of fastening of covers of rods engines Nm:
1.1 l ...... 20-23
13; 15; 1.6 l ...... 32-35
Ensure ease of rotation of the crankshaft according to the standard axial clearance of the shaft (the gap between the stop shoulder pads medium-main bearing crankshaft and cheeks).
The nominal value of the axial clearance of the crankshaft, mm:
1.1 L ...... 0.05-0.25
13; 15; 1,6 l ..... 0,005-0,175
Install the oil seal into the hole in the holder crankshaft rear oil seal and the press in its mandrel until it stops trying to prevent warping.
Attach the rear oil seal and gasket and tighten the five bolts of its fastening.
Before installing, apply engine oil to the oil seal lip and the mating surface of the crankshaft.
Replace the back cover of the cylinder block and tighten the cover bolts.
Install the connecting rod cap.
Tighten caps.

Flywheel

Flywheel motor vehicles with manual transmission
Fig. 2.5. Flywheel motor vehicles with manual gearbox: 1 - flywheel; 2 - a flywheel; 3 - a bolt of fastening of a flywheel to the crankshaft flange


Flywheel motor vehicles with a manual transmission is shown in Fig. 2.5.

Flywheel motor vehicles with automatic transmission
Fig. 2.6. Flywheel motor vehicles with automatic transmission: 1, 3 - flywheel connection flanges; 2 - the leading flange of the flywheel; 4 - Flywheel bolts to the flange of the crankshaft


Flywheel motor vehicles with automatic transmission is shown in Fig. 2.6.
Check the condition of the flywheel gear rim in the case of damage, replace the flywheel teeth. If the flywheel by the clutch plate have cracks due to overheating, replace a flywheel. Flywheel must not rotate at a torque of 590 N ?� m (60 kgf ?� m) or shifted in the axial direction under a force of 3.9 kN (400 kgf).

NOTE
Before removing the flywheel from the crankshaft, apply tags that determine their relative position in the assembled state. When assembling the engine flywheel at the factory balanced assembly with a crankshaft. Thus, their relative position in the repair of the engine must not be violated.

On the surface of the flywheel adjacent to the flange of the crankshaft and the bearing surface of the clutch plate is not allowed scratches and burrs. Tolerance flatness bearing surface clutch plate is 0.06 mm.
Scratches or burrs on the supporting surface of the clutch disc, remove the groove, removing the metal layer is not thicker than 1 mm. Also pierce the surface adjacent to the flange of the crankshaft. When the groove is necessary to ensure the parallelism of these surfaces. Permissible misalignment of 0, 1 mm.
Tightening torque of the engine flywheel bolts in Nm:
1.1 l ..... 70-80
1,3 l ..... 130-140
15; 1.6 l ...... 120-130

Useful information and advice
Engine Bearings
What bearings installed in your engine? Not all motorists can answer this question convincingly.
However, bearings are there. And it is not any, and it is quite certain. They are durable, but not eternal, and when fail, then without understanding the essence of the case is necessary. But for professional repairmen it is the ordinary matter.
How does bearing
The modern automobile engines bearings for crankshafts and camshafts in almost all cases are the bearings. Rolling bearings (ball, roller, needle) is used for such purposes only small motorcycle engines.
The required performance sliding bearings is achieved by using the effect of the so-called oil wedge. When rotating smooth shaft in the gap between the shaft and the oil supply hole. Since the load acting on the shaft is eccentrically offset oil as it is drawn into a tapering gap and forms part of the oil wedge, which prevents contact of the shaft with the hole wall. The greater the pressure and viscosity of the oil in the gap, the greater the load (to the ground surface) withstand the slide bearing.
The actual oil pressure in the zone of the wedge reaches 50-80 MPa (500-800 kg / cm 2), and in some designs and more. This is several hundred times higher than in the flow system (engine lubricating system). But we should not think that the supply pressure has little effect on the operation of the bearing. The higher it is, the more intense is pumping oil through the bearing and the better it cools.
Under certain conditions, operation with a minimum of friction (also called a liquid) may be broken. This happens at low viscosity, for example due to overheating due to lack of supply, and reducing the engine speed as the load increases.
Often, especially after engine repairs, it affects non-optimal geometry node. With slight deviations from the cylindrical shape of surfaces, with misalignment and other defects of parts possible local increase in the specific load (ie, load, divided by the surface area) above the allowable limit. Then the oil film in these places becomes thin, and the surfaces of the shaft and the bearing contact on start microroughness. There is a mixed lubrication regime characterized by an increase in friction and gradual heating of the bearing. Further it may lead to the so-called boundary lubrication with full contact of the friction surfaces, which will result superheat setting (teaser), galling, melting and destruction of the bearing.
It is understood that the operation mode of the boundary friction is unacceptable. Nevertheless, it takes place in violation of the oil supply, and it most often occurs because of its shortage of housing, either due to negligence of the driver, or if damaged sump resulting from a collision with an obstacle.
Mixed lubrication regime is allowed only for a short time when he did not have time to affect the wear of the bearing. Example - start a cold engine. However, there is another danger: at very low temperatures the oil may become too viscous and normal supply is restored it for too long (20-30 or more). In this case, mixed lubrication and is able to significantly influence the wear.
Improving the design of automobile engines due to the constant increase in engine speed and an increase in engine power. Simultaneously, there is a tendency to increase the compactness of structures, including reducing the width and diameter of the bearings. This means that the specific voltage at the node increasing friction. Since the load on the bearing when the engine cycle varies in magnitude and direction, it increases the likelihood of the so-called fatigue failure of parts. To ensure the health of bearings in such circumstances requires special designs, materials and technologies.
How does the plain bearing
Typically, bearings of crankshafts in a modern engines made in the form of thin-walled bushings or sleeves thickness of 1.0 to 2.5 mm (rarely more). Inserts crankshaft bearing is thicker because of the need to place them in a circular groove to supply oil to the connecting rod bearings. The general trend - a reduction of thickness of loose leaves which now averages 1,8-2,0 mm at radical and 1,4-1,5 mm at the connecting rod bearings. The thinner the ear, the better they adhere to the surface of the bearing housing (bed), the better the heat is removed from the bearing, precise geometry, less admissible backlash and noise at work, a great resource site.
In order when installing the bed liner exactly it took shape in a free state, he should have a tightness on diameter of bed (so-called straightening) and not cylindrical form of variable radius. In addition, for a good fit to the retention surface and the necessary tightness against rotation and along the length of the liner - called protrusion. All these parameters depend on the thickness, width and diameter of the liner, straightening averages of 0.5-1.0 mm and the protrusion - 0.04-0.08 mm. However, for reliable operation of the bearing it is not sufficient. Near the parting line liner thickness is reduced by 0,010-0,015 mm to avoid burrs in these areas. Bullies can appear due to the deformation in the bearing housing holes in the cylinder block under the workload when operating clearance in the bearing is small.
Materials for the inserts may be different. Their selection will depend on the choice of the material crankshaft and heat treatment, and the degree of forcing engine specified resource. To a certain extent affect here and traditions of automobile firm.
Inserts are always made layered. The base liner - steel tape which provides durability and reliability of landing in the bearing housing. Based on the different ways a layer (or multiple layers) of a special anti-friction material, whose thickness is 0.3-0.5 mm. The main requirements for antifriction materials are low friction on the shaft, high strength and thermal conductivity (ie the ability to dissipate heat well from the surface of the shaft to the bearing housing). The first requirement is best to provide soft metals, such alloys with a high content of tin and lead (in particular, are widely known babbitt metal).
In the past, babbitt metal widely used in the low-speed engines maloforsirovannyh. With growth of loadings durability of such loose leaves with a thick layer of babbitt was insufficient. The problem was solved by replacing all of this layer to a kind of "sandwich" - lead-tin bronze, covered with a thin (0.03-0.05 mm) layer of the same babbitt. The liner has become multi-layered.
In modern engines stalebronzobabbitovye liners usually operate chetyrehhsloynymi (under the babbitt is still very thin layer of nickel) or double-double, when to improve the running on top of the working surface is applied a thin layer of tin. That is how the bearings on many foreign engines.
Along with this widespread and steel-aluminum inserts. Antifriction materials herein are aluminum alloys with tin, lead, silicon, zinc or cadmium as a coated or without them. The most frequently used in the world aluminum alloy with 20% tin uncoated. It has good resistance to high loads and rotational speeds of modern engines, including
diesel engines, and at the same time possesses satisfactory "softness." Nevertheless steel-aluminum inserts tougher than babbitovye (or babbitt coating), so more prone to scuffing in case of insufficient lubrication.
Auxiliary and camshafts of engines rotate, as a rule, with fewer than cranked and test much smaller loadings, therefore, the conditions of their work easier. Inserts of these shafts and bushings are conventionally made of materials similar to those described. In addition, it is sometimes used Babbitt bronze or uncoated. Often, these bearings do not have sleeves or inserts and bore a hole formed directly in the cylinder head. In such designs, the head is made of aluminum-silicon alloy, which has some good anti-friction properties.
General Bearing modern engines, especially when it comes to bearings of crankshafts, it is a suitable material and construction of the liner material and shaft working conditions (speed, load, lubrication conditions, etc.). Therefore, an arbitrary part replacement when, for example, repair inserts put on another engine, can not be recommended. Otherwise the life of the repaired unit may be very small. to be decided on this step, you need to have the relevant information.
Plain bearings are highly accurate (precision) parts. to ensure a small, but definite (average 0,03-0,06 mm) working clearances in the bearings, in the manufacture of a thickness of the liner is kept within about 5-8 microns, and the length - 10-20 microns. Violation of these requirements can lead to a change in working backlash in the bearing or density of landing liner in the housing, which is unacceptable, because it can lead to reduced reliability and service life of all engine as a whole.
Who produces bearings
The complexity of the whole range of issues related to the creation of high-quality automotive bearings of sliding, led to the fact that their production is gradually transferred to specialized firms. Abroad, many of these companies simultaneously produces other engine parts, and the supplies are both conveyors automobile plants and sold - as spare parts. Some firms of this kind are part of the well-known transnational industrial and commercial and industrial corporations. Of the world's manufacturers of plain bearings for engines should first be noted the company Kolbenschmidt (KS), Glyco, TRW, Sealed Power, Glacier, Clevite, Bimet. In recent years, the bearings and began to make such firms "luminaries" as Mahle and Goetze. Among the "young" is worth mentioning specialized firm King (Israel), began bearing production in the early 80-ies. Most of these manufacturers produce a huge range of bearings and sells its products in spare parts everywhere, including on our market (through dealers or wholesale trading companies). Basically, of course, it's bearings for engines of foreign cars - European, Japanese and American.
The inserts can be found commercially, both standard and repair various sizes (different from the standard, usually not more than 0.75 mm) for the most common models. In the less common models, as well as having to buy more liners repair size usually have to issue an order and wait for an average of 5-10 days (at different trading firms, these terms are different).
The quality of such products is usually not in doubt either in geometry or in materials. Although, if you have a choice, and doubt what the manufacturer's give preference, we must bear in mind the following. Such firms as Kolbenschmidt, Glyco, Glacier - is one of the main suppliers for mass production. When buying their products you can even get the same pads that put on the engines "at birth." The difference is only in the absence of details on the new emblem of the company - the manufacturer of the vehicle. By the way, search for "native" (or so-called original) loose leaves of the repair sizes can be problematic. Not all car repair firms supply inserts in parts, and the price of loose leaves in the "original" pack are usually significantly higher than directly from the manufacturer.
Inserts made by other, less famous firms are usually cheaper, but find differences in workmanship will be difficult. Moreover, if there is a choice, then you can try to take into account the use of the vehicle. Thus, relatively inexpensive liners, oddly enough, a little bit better withstand low-quality motor oil and oil filter, "walk" through our shops and markets, the more expensive stalebronzobabbitovye. In particular, experience has shown the use of steel-aluminum inserts repair company instead of the regular King bronzobabbitovyh: this substitution does not prejudice the reliability of the engines, but it allows you to save considerably.




« previos page
The connecting rod-piston group
next page »
Cylinder Head

Copyright © 2010 AutoManuals.biz. Trademarks belong to their respective owners. All rights reserved.