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Articles on Engine Design

Started by SHOdded, May 03, 2016, 05:45:37 PM

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SHOdded

2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

#2
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

#3
2015 Ford Mustang 2.3L Ecoboost Cutaway


2015-16 Mustang Engine Specs: 2.3L EcoBoost 4 Cylinder
https://lmr.com/products/2015-Mustang-Engine-Specs-23L-EcoBoost-4-Cylinder
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

ZSHO

#4
-MANU great article for sure.  Z


2013 Performance Package SHO| Livernois Custom Methanol Tune|3-Bar Map|Reische-170-Stat|Full Race Tial-10psi BOV in Black|PPE-Gloss Black Hot Pipes|EPP Dual Intake in Gloss Black|PPE Catted DP|Corsa Sport Cat Back Exhaust|H&R Sport-Springs|CFM Performance Billet Valve Cover Breather In Gloss Black|Llumar 20%Ceramic window Tint|MSD Ignition Coils in Black|Extreme Roof Spoiler|Redline Fluids all around|Gearhead Intercooler|First-SHO With Direct Port Alky-VP-M1-100%-Methanol Injection|LMS-Custom-Dyno-Tuned @ 415whp-465wtq| Best Trap Speed of 115.54 mph|

SHOdded

#5
Wondering why a closed deck configuration is preferred over an open deck configuration for a high performance, high boost engine?
http://www.cgperformance.com/subaru_block.htm

QuoteHigh Performance Subaru Blocks
To the right you see a stock 2.5 liter Subaru EJ25 block before our special work has been performed to close the deck.  What's a closed deck?

Notice all the open space around the cylinders, this is the water jacket for a stock Subaru block where coolant circulates about the cylinders to keep things cool.  On turbocharged motors up to about 10lbs of boost it's OK to use a stock block like this. However, with the extra stress of higher boost levels and running race gas, these cylinders will actually move around with vibration, enough to quickly wear the head gasket out.  This results in coolant seeping into the cylinders, evaporating, depleting coolant in the radiator system and eventually your motor will overheat.  If you don't keep an eye on the temp gauge and radiator level you can easily cause some serious damage to the block.


The picture below shows our modified EJ25 block with our machine work to fill in the open space and brace the top of the cylinder.  Small holes are provided in the appropriate place for coolant to flow through the heads, but the majority of the space is now filled with billet aluminum using a special zero tolerance fit.  This filler prevents the cylinders from moving around, or vibrating.  This protects against head gasket wear to preserve the integrity of the head gasket and overall motor life.  Generally speaking if your run over 10lbs of boost you need a closed deck block to be reliable.


Hmm.  Wonder if this is why we have to keep topping off the coolant every so often ...

Refer back to this article for pics on the 3.5L EB engine:
http://www.stangtv.com/tech-stories/engine/ecoboost-build-600-plus-horsepower-from-a-livernois-built-3-5-v6/

BEFORE

AFTER
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

Notes on the NA version of the 3.5L:

http://www.motortrend.com/features/n...06/112_news51/

QuoteCyclone Hits Ford Powertrain
Automotive Design & Production - January 20, 2006

Ford's 3.5-liter VE will debut in the 2006 Lincoln Aviator and Ford Edge crossovers. From there, use will expand until one-in-five North American Ford vehicles use this powertrain-codenamed "Cyclone"-by 2010. The all-aluminum engine has the same package size as the smaller displacement Duratec 30, but produces an estimated 250 hp @ 6,250 rpm and 240 lb-ft @ 4,500 rpm on regular gas. It has a 10.3:1 compression ratio, rev limit of E,700 rpm, and produces 71.5 hp/liter.

"The 3.5-liter engine has been designed to accept either transverse or longitudinal mounting," says Barb Samardzich, v.p. of Powertrain Operations, "and the architecture has been put in place for upgrades like hybrid capability, and gasoline direct injection with or without turbocharging." The engine has a Fully counterweighted Forged-steel crank with induction-hardened journals and six-bolt mains, Fracture-split powder metal-Forged connecting rods, and cast-aluminum pistons. High-pressure die casting is used in making the block, and features cast-in iron liners. This process was chosen due to its tighter process control, more consistent results, reduced raw material requirements when compared to conventional sand casting, and a reduction in post-processing and hazardous byproducts. In addition, the base Cyclone VE has variable timing on the intake cams that uses a hydraulically activated spool valve to rotate the cams up to 40° within halfa second. "The engine is PZEV-capable," says Samardzich, and has an electronic throttle, low heat transfer exhaust maniFold and close-couple catalyst, and direct-acting shimless bucket tappets. At the start of production, the engine-which is produced at Ford's Lima, DH, engine plant-will be ULEV2 rated.

In transverse applications, the Cyclone will be mated to the BF six-speed automatic transmission developed jointly by Ford and GM. Designed to handle 300 hp and 280 Ib-Ft of torque, the transaxle has a maximum shift limit oF 7,000 rpm and a 6.04:1 spread between first and sixth gears. It is the first automatic transmission from Ford to use a chain-driven off-axis pump with optimized porting. This design reduces package size and improves NVH levels.
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

#7
Ecoboost engine design
! No longer available

Ford EcoBoost Engines: How they work - Autoweek Feature
! No longer available
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

Noise Reduction in Gasoline DI Engines by Isolating the Fuel System - International Conference on Noise and Vibration Engineering
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

http://www.underhoodservice.com/7-reasons-direct-injection-high-pressure-fuel-pumps-fail/

Quote7 Reasons Direct-Injection High-Pressure Fuel Pumps Fail
■Engine■Fuel System■2015 Editions■March, 2015
by Andrew Markel - Mar 18, 2015

Don't be scared by direct fuel injection diagnostics. In theory, these systems operate on the same principles as port fuel injection, but direct injection can inject more precise amounts of fuel into the combustion chamber so the engine can run leaner and more efficient.

The key to direct injection is a high-pressure fuel pump. This pump is precision-machined to generate fuel pressure to the rail up to 2,500 psi. These high-pressure fuel pumps are typically driven by a camshaft and are able to vary their displacement and output to match the needs of the engine.

High-pressure fuel pumps can malfunction and/or fail due to a number of factors. Diagnosing issues with these pumps isn't too difficult if you know what to look for.

lack of fuel pressure
This is from an Audi TSB and shows what a high-
pressure fuel pump follower looks like after the owner decides to skip an oil change.
1. Lack of Maintenance
The main destroyer of high-pressure fuel pumps is a lack of oil changes. Wear between the camshaft lobes and the high-pressure pump follower prevents the pump from generating enough piston movement. Less movement of the pump means less pressure.

You should always examine the lobes on the camshaft before installing a new and very expensive high-pressure fuel pump. A lack-of-power complaint may improve, but it will never be completely corrected.


direct injection Wrong oil
The camshaft lobes that drive the high-pressure fuel pump have been worn away to the point that the pump will not ­produce enough pressure.
2. Wrong Oil
Engine oil must meet OE specifications to prevent premature wear on the camshaft and high-pressure fuel pump follower. Check with your engine oil supplier to see if an engine oil meets the OEM's specifications. Volkswagen, GM and many other OEMs have oil standards that address wear issues on the camshaft and pump follower.

direct injectors
The high-pressure fuel pump pressure sensor is mounted on the fuel rail. Direct injection uses fuel pressure and temperature to determine optimal settings for the pump and injectors, whereas these were given values in older port fuel systems.
3. Pressure and Temperature Sensors
While a failed sensor cannot cause a pump to fail, it can cause you to misdiagnose a high-pressure fuel pump. Direct-injection systems use pressure and in some cases temperature sensors to help determine position of the high-pressure pump solenoid.

The information generated by these sensors makes for the best possible combustion event, but these additional sensors can throw you a diagnostic curve ball compared to older port fuel-injected ­systems.

These sensors have a ±2% accuracy rate. If the sensors are malfunctioning, they can influence fuel trims. If a sensor fails or is generating readings outside of set parameters, the system will go into a low-pressure safe mode to prevent damage to the system.

The best way to diagnose sensors is with a scan tool to help interpret the data.

Ford EcoBoost Engine Technology
4. Leaks
A direct injector is under a lot of pressure, so leaks can happen. Some leaks may occur when the engine is resting, which will cause severe carbon buildup and a rich fuel reading. Leaks can also cause a longer than normal cranking cycle and possible wear.
Most systems have a specified resting pressure. This is designed to keep a specific amount of pressure in the system when the engine is turned off. Values can be monitored using a scan tool.

Injector balance test and leakdown test are typically included in a enhanced or factory scan tool. These tests can help to spot a leaking injector or pump.

direct injection reflash
5. Old Calibrations, Reflash Required
As engineers squeeze every bit of energy out of a droplet of fuel, every element in the system is operating on a razor's edge of driveability problems. Sometimes they get it wrong and they don't find out until a direct-injection system is in the field and racking up warranty claims.

There is a direct relationship between pump pressures, camshaft position and pressure solenoid position. These elements along with injector pulses can be calibrated to give the best performance and component life.

If you are diagnosing a driveability problem on a direct-injection vehicle or replacing a high-pressure pump, make sure the ECU has the latest calibration. Newer calibrations can help solve wear problems and driveablity issues, and may save you from replacing the pump.

fuel pump solenoid
6. Fuel Pump Pressure Solenoid
High-pressure fuel pumps use a solenoid to control the volume and pressure of the pump by changing the stroke and/or port location. When this solenoid fails, it will be in a low-pressure setting.

7. Ignoring the Signs
Some people like to drive with their check engine light on. They assume it will go out if they put better fuel in the tank, but we all know that this is not true.

A direct-injection engine that has a high-pressure pump issue will go into a limp or low-pressure mode. In this mode, the in-tank pump will take over and the injector open time will increase.

When direct injection is working, the injector is precisely pulsing the injector multiple times to create the best possible fuel/air mixture. In a low-pressure mode, it is less precise. The car will start and run, but the performance will be reduced and the catalyst could be harmed. Engine wear can also occur.

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Bio
Latest Posts
Andrew Markel
Andrew Markel
Editor at Underhood Service
Andrew Markel is the editor of Underhood Service magazine. He has been with Babcox Media for 15 years. He is a technician and former service writer and holds several automotive certifications from ASE and ­aftermarket manufacturers. He can be reached at amarkel@babcox.com.
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

http://www.google.com/patents/US8245693
High pressure fuel pump control for idle tick reduction
US 8245693 B2
ABSTRACT
A method for controlling a mechanical solenoid valve of a high-pressure fuel pump to supply fuel to an engine is provided. In one example, current supplied to the mechanical solenoid valve is adjusted according to a pressure downstream of the fuel pump. The method can reduce current used to operate the mechanical solenoid valve as well as pump noise, at least during some conditions.
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

PRESSURE DEVICE TO REDUCE TICKING NOISE DURING ENGINE IDLING

Abstract:

Systems and methods are provided for a high-pressure fuel pump to mitigate audible ticking noise associated with opening and closing of a digital inlet valve of the high-pressure pump. To reduce the ticking noise associated with the high-pressure pump when the engine is idling, a solution is needed that is simple and does not involve retrofitting the fuel system with noise, vibration, and harshness countermeasures to mask the noise. Pressure devices and associated operation methods are provided that involve adding a combination of several check valves, an accumulator, and a flow control valve with weep channels to allow the digital inlet valve to be deactivated during engine idling as defined by a threshold engine speed.

Read more: http://www.patentsencyclopedia.com/app/20150337753
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

Yes, GM engineers have insight into engine problems, what a shocker :D

Quote
Fixes for Oil Use and Piston Slap

A hot topic amongst Gen III-powered Corvette and F-cars enthusiasts, especially those active on the Internet, is high oil consumption. We asked Juriga about this and he confirmed there's a problem, but not one as widespread as some people believe. He also explained the fix GM Powertrain has developed for it.

"We have seen a greater percentage of complaints than we'd like about oil consumption," John admitted. "The condition under which we get that oil consumption is high-rpm, light-load–like if you drive in a city schedule but never take the car out of second gear. In that situation, the piston rings can get into a flutter condition and that's when the oil consumption takes place."

Piston ring seal depends on a balance of four forces: combustion pressure, ring inertia, the ring's radial expansion pressure and crankcase pressure. Ring flutter is uncontrolled oscillation due to an imbalance of those forces. Once a piston's rings go into flutter, their ability to scrape oil off the cylinder wall as the piston moves downward is impaired, blow-by increases and oil consumption rises dramatically.

The combination of high rpm and low crankcase pressure typical of low engine loads causes those four forces to become imbalanced. The small amount of '97-'01 LS1s and LS6es that see regular, high-rpm, light-load operation may suffer high oil consumption.

"The severity of this problem is specific to the driver," Juriga continued. "You can take a car that is a major complaint for one customer and give it to another customer who'll have (different driving habits and) no complaints and get 5000 miles to a quart."

The common sense is that sustained high-speed and light-load is not a normal duty cycle, even for an engine in a car like a Corvette. Who drives around town running 4000 or more rpm at light-throttle?

"It's not the way most people normally drive," John agreed, "so it has not been a substantial part of our normal durability schedule.

"It is a substantial part of our schedule, now.

"This particular problem is not something you see as a wear issue, either. You can tear apart the engine and find nothing. In fact, that's why it was so difficult. Someone says, 'I have an oil consumption problem.' We give the car to our guys who put a thousand miles on it and oil consumption is within limits. When we drive it aggressively, but in a more conventional manner, there's no problem. We tear down the engine. Everything looks fine. No wear. No scored bores. No ring gap alignment problem. Nothing to explain the oil consumption.

"This issue has become very pronounced on the Internet. People are saying, 'Oh–we've got a problem with oil consumption.' but the vast majority of customers don't have any problem. There are a few who drive like that–and they're entitled to, that's why they buy a Corvette. They are the ones that have trouble and we want to try to help them."

Internet conspiracy theories, urban legend and rumor mutate and spread rapidly. While the core issue, oil use, has factual basis; it quickly became exaggerated and laced with disinformation.

To verify a problem like this then develop and test a successful fix is difficult and time consuming. Initially, during the years the only engine was the LS1, complaints were limited in number and isolated. This is why General Motors has seemed slow to respond.

"Our investigation into those complaints took time," Juriga continued, "due to the fact that driving style had been determined to be a factor.

"The consumption became more pronounced with the higher rpm operating range of the ('01) LS6 and, therefore (it was) possible for us to evaluate correctly. As soon as the (test) data came in from '01, we had an improvement for '02. Let the customer rest assured: the cases that have come in are from the non-typical driver. By far, most customers are not experiencing abnormal oil consumption.

GMPT contacted customers experiencing the problem. This group was asked specific questions about driving habits. Once GM acquired data pointing at the difficulty, it devised a test schedule that could be run under controlled conditions and would include some high-speed, light-load operation. Once GM did that, then tore down engines and found no wear, materials or assembly trouble; ring-flutter-driven, oil consumption was identified as the cause.
 

[Above] The unique scraper face of the Napier profile, second compression ring, shown upside down for demonstration purposes, is clearly evident here.
 
1 This is a side view of the scraper face on a typical second compression ring.  2 This is a side view of a second compression ring having a Napier profile face.

"We went back to our ring supplier and worked with them in developing a fix," Juriga explained. "We changed the ring pack. We use a higher tension oil ring. We went from a nine pound ring to a 13 pound ring. We also changed the second compression ring to a 'Napier ring' design which has a very pronounced scraper profile on it. The old second ring uses a conventional oil scraper design.

"We implemented this for the start of production (MY02) on LS6 and within a couple weeks afterwards, it went into the LS1, so it is across-the-board on both. "This revised ring pack was validated, in-part, by field use in engines having trouble with high oil consumption under high-rpm/light-load. The increased oil ring tension keeps the four forces mentioned earlier in balance so oil ring flutter is eliminated. While the '97-'01 second ring had a scraper face, the Napier ring is like a "super scraper-faced ring" and results in more aggressive oil control on the piston down stroke.

"We've had over a dozen customers with complaint vehicles," John Juriga stated. "We put these rings in and it's a 'clean kill.' It takes customers who are aggressive drivers and who had oil consumption as low as 500-800 miles per quart up to 1500-2000 miles a quart. This fix is available through the service organization. Dealers will disassemble the engines and change the rings.

"It's on a case-by-case basis because, with some customers, all you have to do is tell them, 'You can eliminate your problem if you throw it into third or fourth gear instead of riding it in second.' They'll be happy to do that and the problem goes away.

"Other customers say, 'No. That's why I bought my 'Vette. I'm gonna drive it the way I wanna drive it.' If so, that's fine. At this time, there isn't a threshold other than what is standard with our other engines. If a customer is experiencing oil consumption of more than a quart per 2000 miles they can have it reviewed by a GM dealer which then makes a determination as to follow up. If you're getting 500-800 miles per quart, that's too much and we're going to swap the rings out in that engine."

The revised ring package will not increase an engine's performance. If you're not experiencing excessive oil use, there's no advantage in running out to get new rings. If you do have an engine that experiences abnormal oil use due to some high-rpm/light-load operation; first, try modifying your driving habits a bit to eliminate any sustained operation like that, rather than immediately electing for the trauma of a partial engine overhaul under warranty. If eliminating most high-rpm/light-load operation doesn't stop excessive oil use, then ask GM to repair the engine.

Some involved in the public dialog about this issue have been critical of General Motors. It's our opinion that some of the harshest rhetoric is unfounded because this problem is not as common as Internet rumor claims nor does it stem from some coverup conspiracy to stick unsuspecting customers with substandard products. While it's clear to us General Motors erred in not making high-rpm/light-load testing as prominent as it should have been, thus, failing to detect trouble with ring-flutter; this issue does beg the question: should a small group of owners who subject their engines to the unusual duty-cycle of sustained high-rpm/light-load operation share part of the responsibility for this problem?

Going to a higher tension oil ring and a Napier profile second ring solves the oil use problem convincingly. Will the change also result in oil consumption decreases in LS1s and LS6es which are driven normally or driven aggressively, but not in the high-rpm/light-load manner that previously caused ring flutter? There is that possibility.

In mid-April '01, there was a change in the LS1/LS6 piston which carried over to MY02. To address a limited amount of complaints about "cold piston knock", there was a small reduction in piston-to-bore clearance and new pistons, having skirts coated with a polymer, antifriction material, were introduced.


The two LS6 pistons. Because of the differences in piston-to-bore clearance, they are only interchangeable in one direction. You could use the new piston in a '01 LS6, but you can't use the old piston in an '02 LS6 block.

The polymer antifriction material is not applied to the entire piston, only the skirts below the oil ring.

"When you decrease the piston-to-bore clearance, you're more susceptible to hot-scuff because you've got a tighter fit. The coating gives us resistance against scuffing," Juriga stated. When asked about possible power losses, he added, "We haven't seen any measurable hit from a power standpoint because of the tighter clearance."

The LS1/LS6 are first in the Gen III family to use coated pistons. Corvette often leads the way with new technology that eventually sees high volume production. In the near future, all Gen IIIs used in GM trucks will have coated pistons–we're talking millions of engines a year, here, not just 90,000 or so C5, Camaro/Firebird and export (to Holden's in Australia) powerplants annually.


This piston knock anomaly that has been occurring in some '97-'01 engines after start-ups in cold weather is not a durability concern. It's a pleasability issue on which there was enough input from customers that GM made a production change. Like the revised rings, there's no performance advantage in switching to the tighter clearance and the polymer-coated piston. Those hearing a cold piston knock are better off ignoring it until the engine warms a little, rather than subjecting themselves to the stress of a dialog with a GM dealer intended to force repair or replacement of the engine. 
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

Posted by a fellow member of the Edge forum:

http://www.designnews.com/author.asp?doc_id=270929

QuoteBlogs
Engineering Materials
Plastic Replaces Metal in Car Engine
Ann R. Thryft, Senior Technical Editor, Materials & Assembly
1/13/2014

Ford has replaced brazed metal manifold components in two new V6 engines with DuPont's Zytel HTN PPA resin, saving 1 lb. in weight and $1 in cost per engine. Because of the advances achieved with this redesign -- a collaboration among DuPont, Ford, and Illinois Tool Works -- the Society of Plastics Engineers named the team finalists for the Most Innovative Use of Plastics Award, Process/Assembly/Enabling Technology category, of the SPE's 2013 Automotive Innovation Awards.

New Ford Duratec 3.5-liter and 3.7-liter V6 engines will be equipped with an injection-molded cross-over coolant component made of Zytel HTN, replacing the previous overmolded brazed metal tubing, a DuPont spokesperson told Design News. The component allows engine coolant to bypass the manifold as it circulates through the engine.

Ford replaced brazed metal manifold components in two new V6 engines with DuPont's Zytel HTN PPA resin, saving 1 lb. in weight and $1 in cost per engine. The new design has an overmolded coolant cross-over manufactured by Illinois Tool Works. It was named a finalist for the Most Innovative Use of Plastics Award, Process/Assembly/Enabling Technology category, in the Society of Plastics Engineers' 2013 Automotive Innovation Awards. (Source: Society of Plastics Engineers)
Ford replaced brazed metal manifold components in two new V6 engines with DuPont's Zytel HTN PPA resin, saving 1 lb. in weight and $1 in cost per engine. The new design has an overmolded coolant cross-over manufactured by Illinois Tool Works. It was named a finalist for the Most Innovative Use of Plastics Award, Process/Assembly/Enabling Technology category, in the Society of Plastics Engineers' 2013 Automotive Innovation Awards.
(Source: Society of Plastics Engineers)

The V6 engine manifold is made of traditional nylon polymer, but that material won't withstand long-term exposure to chemicals and heat. That's why the previous component was made of metal, although that's expensive and adds weight. Merely replacing the overmolded brazed metal tubing with a similar part made of nylon polymer wasn't sufficient. For one thing, the intense pressures during the overmolding process that integrates the hollow tube into the manifold system were damaging the component, according to a press release.

Instead, the design team chose Zytel HTN PPA. This material is often used in engine cooling components, as well as in fuel-line quick connectors, due to its resistance to heat and chemicals -- especially to long-life coolant. Team members had to figure out how to redesign the structure to integrate the Zytel cross-over coolant with the nylon engine manifold. They used Moldflow to help optimize the process, and finite element analysis to optimize the design. RJG Inc.'s mold cavity pressure-sensing technology was used to get data on the pressures that were being exerted inside the cavity during overmolding. All of this data was used to prevent the tube from being damaged during that process.

DuPont's Zytel HTN PPA replaced brazed metal in this Ford V6 engine manifold's coolant crossover tube to reduce weight by 1 lb. The design team used Moldflow to help optimize the process, and RJG Inc.'s mold cavity pressure-sensing technology to redesign the structure. The team integrated the Zytel cross-over coolant with the nylon engine manifold so the hollow component wasn't crushed during overmolding. (Source: DuPont Performance Plastics)
DuPont's Zytel HTN PPA replaced brazed metal in this Ford V6 engine manifold's coolant crossover tube to reduce weight by 1 lb. The design team used Moldflow to help optimize the process, and RJG Inc.'s mold cavity pressure-sensing technology to redesign the structure. The team integrated the Zytel cross-over coolant with the nylon engine manifold so the hollow component wasn't crushed during overmolding.
(Source: DuPont Performance Plastics)

The new engine manifold containing the integrated injection-molded cross-over coolant tube will debut in Duratec 3.5-liter and 3.7-liter V6 engines as a running change for Ford Taurus, Flex, Edge, and Explorer models. Aside from the weight and cost savings, the change also reduces the number of steps required to process and machine the previous powder-coated metal component.

Zytel HTN and other types of Zytel have appeared in several automotive applications, including some under the hood. For example, Zytel LC 7000 and Zytel RS LC 4000, introduced at K2013, are used in low-pressure hose and tubing automotive applications. As we told you, they have better aging performance and superior impact strength at low temperatures than standard nylon 11 and 12. DuPont and ElringKlinger made two injection-molded oil pans for large, heavy-duty truck engines manufactured by Mercedes-Benz from Zytel HTN. Zytel HTN has also appeared in the in-wheel motor bobbins of the SIM-WIL EV from Kawasaki, Japan-based SIM-Drive Corp., unveiled in March 2012. All of these were results of the collaborative efforts DuPont is known for.

I have a hard time understanding why quality carmaker Mercedes made components for its 1995 C280 engine out of biodegradable plastic. That's what Bill Griffith told us in a recent Design News Made by Monkeys article, Biodegradable Plastic Can't Take The Heat. That is just plain weird. As I commented on that story, biodegradable plastics have no business being used under the hood. Plastics designed for those applications require a very different set of specs from what's achievable with biodegradable materials. I think the engineers at Mercedes should have called DuPont.
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

sholxgt

#14
Wonder if Zytel is recyclable?

We are filling landfills with car parts that are un-repairable and disposable.  Save a buck today to spend 100's later in replacement and disposal associated costs.

Plus, this will be one more part that a recycling center has to remove from the motor in order to recycle the metal.  Pretty soon the costs of removing all of the plastic additions will make metal recycling not profitable.

* Looked it up...Zytel is recyclable or can be incinerated.  That is at least a positive.
Current - 2019 F150 Platinum FX4 3.5 EB
Formerly -2013 MKS Ecoboost Premium
PPE Catted DP's, 170 Reische TS, K&N Drop In, AJP Tune only at track - 12.87@106