SELECTION OF ENGINE TYPE The first step in designing an engine is to determine whether it is, to he a carburetor or a diesel one.

Carburetor engines are the most widespread in passenger car and low-capacity trucks, and diesels in trucks with a capacity over two tons, in dump trucks, trailer tractors and bus. The fuel consumption in diesels is 30-50 percent lower than in carburetor engines, and for this reason more and more medium and low-capacity vehicles are being designed with high-speed diesel engines. Diesels cost more manufacture and repair than carburetor engines, because more metal is required per kilowatt, the critical parts are made of alloy steel, and the fuel injection equipment is much more expensive. The growth of the compression ratio and speed of carburetor engines observed in recent years increased the cost of production owing to the higher mechanical and [thermal loads in the critical elements, and the use of high alloys and more expensive production methods. The cost of operation has also eased, because such engines require high-octane petrol, although the fuel consumption is somewhat reduced owing to the high compression ratios. The use of aluminum alloys m passenger cars is constantly increasing. They are used to make many parts of engines. The result is not only a reduction in the weight of the engine, but also a lower price and operating costs. Among the parts made from aluminum alloys are the main casting (cylinder block and crankcase), cylinder head, water and oil pumps, oil filter housing, end covers of the generator and starter, and the intake pipes. The use of such alloys reduce the engine weight by to 35 percent. When cast iron parts with thin walls 3.5 millimeters thick are used, the engine approaches that of an engine with aluminum parts. lather liquid or air cooling will used depends mainly on the climate and operating condition. In air-cooled engine, the power per liter and per unit of piston area and the brake mean effective pressure are six to eight per cent lower than in engines with liquid cooling in view of the great losses in the cylinder charge during admission caused by the high temperature of the pipes, ducts in the head, cylinder walls and head, and the piston-air cooled engines arc More difficult to hop up with respect to die power indices, which are limited by the maximum temperature' of the combustion chamber wails (in the partition between the valves), detonation in carburetor engines, and the thermal stability of the lubricating oils used-Besides/such engines are very noisy in operation .more power is required to drive the fan, and it is difficult to heat the body in cold weather. Air-cooled engines are greater in size than water-cooled engines of the same power the length of an engine depends on the distance between the cylinder axes. In wilier-cooled engines, this distance is 1.24D, while in air-cooled engines it is 1.46D, because separate cylinder are used and the surface of the cooling ribs is well developed. The depth of the radiator of in-line watercooled engines is 8-12 percent of their l ength. If the overall dimensions of engines are compared with account taken of the radiator dimensions, an air-cooled engine will be very slightly longer than or of the same length as a watercooled engines. The width and height of both types of engine are the same. With air cooling, it is more difficult to accommodate the auxiliary units of the feed and ignition systems, generator and starter on the engine body owing to the presence of hoods and the danger of overheating. To choice of the number and arrangement of the cylinders in a newly designed engine is determined by: 1- The balancing of the forces of inertia of the revolving and reciprocating parts and their moments. 2- Uniformity of crankshaft rotation. Requirements to the arrangement in the vehicle due to the necessity of reducing the overall dimension as much as possible and ensuring access to the basic mechanisms and units. 4- Obtaining the minimum weight a very rigid main casting (cylinder block and crankcase) 5- 'the kind of cooling. The present tendency is to reduce the length of a motor vehicle engine by employing a V-type design of the blocks. This also decreases the weight as compared with an inline engine with the same number of cylinder, liters capacity, power and speed. On an average, the length of an engine is reduced by 30 percent and its weight by 20-25 percent.To decrease the engine height, it is good use a horizontal or V arrangement of the cylinder with an angle between them of 90 or 120 and with L/D < 1. The engine size is minimum when tins angle is 90. Most widespread are eight-cylinders engine with the cylinder at an angel of 90 Powerful engines have up to twelve cylinders arranged in two rows. When the cranks are displaced be 120 in such engines, the forces of inertia of the reciprocating and revolving parts are well balanced. Rotation is most uniform in such engines when the angle between the cylinder is 60.

Horizontal arrangement of the cylinders is a promising design for the engines of passenger cars, trucks, buses and special types of wheel and crawled-mounted vehicles, since the driver's cab can be arranged directly above the engine, the plat form load carrying area increased, and visibility and control improved.See Engine Design Program

Linear: Cylinder liners:" There are two types: 1 - the wet type when the out side is in direct Contact with water. 2- the dry type is pressed into the cylinder. Dry liner o Good resistance to wear o Small amounts of expensive alloy metals o It is finally machined after forcing into the cylinder block o It is difficult to replace in service o No danger of water leakage in the Combustion space or the crank case. o A decrease of heat conduction through the composite wall o In some cases the liner is combined with the water jacket, to prevent leakage. Wet liner o Can be replaced without removing the engine from the case o They are easily inserted into the guide centering belts of the block, the belts certain the liner stability and geometrical shape during operation. Piston: -The purpose and types of pistons: The working space of a piston engine is formed by the cylinder, the cylinder cover and the sliding part called the piston .The piston closes the cylinder hermetically and at the same time changes the volume of the working space. In engine without cross head the piston is connected directly with die connecting rod by means of the judged pin In engines with cross heads the piston is fixed to the piston rod. The type of the engine determines the shape of the piston and its sealing. Pistons are used in steam engines, compressors, blowers, pumps, combustion engines as well as in different pneumatic and hydraulic systems etc. Types of pistons : According to their shape, pistons may be divided as follows: 1-TRUNK PISTONS 2-DISC PISTONS 3-DIFFERENTIAL PISTONS 4-PLUNGERS Pistons must fulfill the following requirements: 5-They must prevent the gas or liquid from escaping out of the working space, in internal combustion engines also excessive penetration oil of lubricating oil into the working space 6-They must provide for the transfer of heat delivered to the piston by the gas or liquid into the cylinder walls, i.e. they must possess a good thermal conductivity. 7-They must be light in order to ensure small inertia forces of the reciprocating masses. d) Trunk pistons must transmit the normal pressure N on the cylinder. 8- The wear of pistons as well as of cylinder should be as small as possible.See Engine Design Program Connecting Rod: connecting rod it is transmits the force acting upon the piston to the crank pin and transforms the rectilinear reciprocating motion of the piston into rotating motion . A connecting rod consists of a shank and two ends usually called the " Big " and " small " ends . materials for connecting rod Steel, carbon steel [su >50 kg/mm2 ] and high - quality carbon steel [sy = 50-80 kg /mm2 ] are used to produce the connecting rod .structural layout of connecting rods

Short connecting rods are used in high-speed engines ,in which the tendency is toreduce inertia force of the moving parts .The section of the connecting rod shank is designed with respect to the engine type and to the kind of the connecting rod material . connecting rod small end The design and shape of the connecting rod small end depend on the size of the piston pin and on how it is fastened . The external surface of the small end is tapered (fig c) .The length of the small end depends on the allowable pressure on the pin or the conditions of its end constraints . The holes for splash lubrication of the piston pin should be designed in the top of the small end , outside the zone of stress concentration . small end construction data : d = piston pin diameter a = ( 0.3 - 0.4 ) d for steel end s = ( 0.09 - 0.15 )d for Al.alloy end s = (0.2 - 0.3 ) d for bronze bush ( HP = 160 - 200 ) d = 0.08 d = ( 1 - 4 ) mm Bush iterferance = 0.03 - 0.12 mm H7/s6 - H7 / u6 Side clearance between small end sides and piston bosses = 1 - 2 mm for each side connecting rod big end : The dimension of the connecting rod big end depend on the diameter and length of the crankpin . The big ends are of split design in multi-cylinder engines . The cap is fastened by means of bolts or studs which must be tightened sufficiently to make a properly sealed joint at any speed .With developed crankpins , when the relative dimension (dcp / D )= 0.66 - 0.68 and more , and the piston with the connecting rod is to be extracted through the cylinder when taking the engine apart , the big ends are made with an oblique splitting plane at angle 30 , 45 and 60 to the longitudinal axis of the connecting rod shank . This reduces the force of inertia applied to the bolts . connecting rod bolts: Connecting rod bolts are subjected to the action of fluctuating loads . The principal load is the force of inertia of the reciprocating parts and the centrifugal force of the revolving part of the connecting rod minus the cap mass . To take up the centrifugal forces of the connecting rod big end acting on the bolts , the bolts must be well fitted in the big end gap . In the case of highly stressed high - speed units , a serration is often used between the big end and its cap .In the preliminary calculation , the connecting rod bolt diameter ( db ) is related to the pin diameter ( dp ) . With four stroke single - acting engines a diameter db =( 0.18 0.25 ) dp analysis of connecting rod The various element of a connecting rod operate under reversed and fluctuating stresses whose magnitude changes within broad limits .Analysis of a connecting rod consists in determining the characteristic stresses , deformations and factors in the small end , shank , big end , and cap bolts .connecting rod small end : The small end of a connecting rod is tensioned by the forces of inertia ( IF )