INDUSTRIAL TRAINING REPORT

SML ISUZU LIMITED ROPAR

Degree of Bachelor of Technology in Mechanical

Engineering

NAME: SAHIL VERMA

UNIVERSITY ROLL NO. 1181989
SUBMITTED TO:

Department of Mechanical Engineering

CHANDIGARH GROUP OF COLLEGES
GHARUAN (MOHALI)
1

KHARAR (MOHALI)

TABLE OF CONTENT
Sr. NO.
1.
1.1
1.2
1.3
1.4
1.2.0
2.0
2.1
2.2
2.3
2.4
3.0
3.1
3.2
4.0
4.1
5.0
5.1
6.1
7.1

CONTENT
ACKNOWLEDGEMENT
OBJECTIVES OF TRAINING
TPM MANAGEMENT
COMPANY PROFILE
SHARE HOLDING PATTERN
VEHICLES PRODUCED AT SML ISUZU
LIMITED
ASSEMBLY LINE
ENGINES MADE AT SML ISUZU LIMTED
TYPES OF ENGINE
ENGINE MOELS
ENGINE SPECIFICATIONS
ENGINE ASSEMBLY LINE
WASHING PROCESS
ENGINE ASSY PROCESS STATION
HOT BED ENGINETESTING LAB1
PERFORMANCE ENGINE TESTING LAB2
PROJECTS
WATER OIL MIX
OIL PRESSURE LOW
AUDITING OF ENGINE

PAGE No.
6
7
9
10
13
16
18
19
20
21
23
24
24
26
48
49
50
50
58
64

LIST OF TABLES

S.NO

CONTENT

PAGE NO.

1.0

PIE CHART OF SHARE HOLDING PATTER

13

1.2.0

ORGANIZATIONAL SETUP FLOW CHART

14

1.2.1

DIAGRAM OF SML ISUZU PLANT FLOW CHART

15

2.2

TYPES OF ENGINE

20

2.3

ENGINE MOELS

21

2.4

ENGINE SPECIFICATIONS

23

LIST OF FIGURES
S.NO

CONTENT

PAGE NO.

1.2

VEHICLES PRODUCED AT SML ISUZU LIMITED

16

1.3

VEHICLES PRODUCED AT SML ISUZU LIMITED

17

3.0

WASHING PROCESS

24

3.1

STATION E-1

26

3.4,3.5

STATION E-2

28

3.7

STATION E-2.1

30

3.8,3.9

STATION E-3

31

3.11

STATION E-4

33

3.12,3.13

STATION E-5

34

3.14

STATION E-6

35

3.15

STATION E-7

36

3.16

STATION E-7.1

37

3.17,3.18

STATION E-8

38

3.19

STATION E-9

39

3.20

STATION E-9.1

40

3.21,3.22

STATION E-10

41

3.23

STATION E-11

42

3.24,3.25

STATION E-12

43

3.26

STATION E-13

44

3.27

STATION E-14

45

3.28

STATION E-15

46

3.29

STATION E-16

47

3.30

HOT BED ENGINETESTING

48

3.31

PERFORMANCE ENGINE TESTING

49

PREFACE
5

NO LEARNING CAN BE COMPLETED WITHOUT PREFACE

As a part of our curriculum for bachelor of Mechanical Engineering. I am required to undergo
industrial training. The objective of this training is to gain an inside informat6ion about the
functioning of technical departments with respect to an organization. The practical orientation
of technical student is must to quality as potential engineer.
I got an opportunity to undergo this training in esteemed organization like SML ISUZU
Limited Asron.
Entering in the industry is like steeping into the world ever concept which is taught in the
class room is practical in different dimensions in the industry and the study on the subject
practice in the organization gives a deep insight into the practical side of technique and
industry itself.

1ACKNOWLEDGEMENT
Any endeavor cannot lead to success unless and until a proper platform is provided for the same.
This is the reason I find myself very fortunate to have undergone my industrial training of Six
months at SML ISUZU, ROPAR. The persons of my department and all other departments have
extended a warm and helping hand.
I am very fortunate to have had a chance to feel the gravity of what role Mechanical Engineering
plays in the industry. It was a golden opportunity for me to get a chance to experience what it
feels to be in a company where discipline, quality and hard work are the motto. This training
helped me a lot in bridging the gap between the theoretical and the practical aspects of my
knowledge.
I am also thankful to MR. SANJEEV SHARMA for giving me an opportunity to undergo
training in such a renowned company.
My heartily thanks to Mr. ASHWANI KUMAR who was my project manager & my guide
through the project works. They always went out of their way to help me at all times. Their
experience & knowledge motivated me to bring out the best in times. I am sure that the
knowledge & information that I have gained during this period would be of immense value for
my growth in the field of Mechanical Engineering.

1.0 OBJECTIVES OF TRAINING

1. To study the various processes which are done on various parts of LCV, MCV and
2.
3.
4.
5.
6.

HCV.
To study about 5s technology.
To study the function of different departments.
To study about the defects in vehicles.
To study about management.
To study about human resource management and their behavior about employees.

1.1 AN EASY TRAINING BUT A TUFF JOB

- To Be remain On Your Seat

- Active Participation

Interact To Clarify

Note Points Difficult To Memorize

- Improve Listening Habits

Remain Attentive All time

Never Neglect Program

1.2 TPM MANAGEMENT

JISHU HOZEN
PLANNED MAINTENANCE
KOBETSU KAIZEN
EDUCATION AND TRANINING
QUALITY MAINTENANCE
TOOL MANAGEMENT
OFFICE TPM.

10

`1.3

COMPANY PROFILE

SML ISUZU was promoted in 5th October 1984 in technical and financial collaboration With
Punjab tractors limited, Mazda motors corporation and Sumitomo motors corporation, Japan for
manufacturing of light commercial vehicles (LCVs). SML ISUZU represents two powerful
brands: SWARAJ- symbolizing best Indian technology and engineering.
Mazda Motors Corporation of Japan, established in 1920, is an enterprise of international repute.
Mazda started manufacturing trucks as back in1931. Today this enterprise has the distinction in
being the only company in the world producing petrol and diesel engine as well as the
revolutionary rotary engines. Mazda is ever seeing the new areas of product excellence and
innovation. It adheres audaciously to 2000 check point before declaring any vehicle road worthy.
The use of robots, latest technology and world class production enables Mazda to produce
vehicles of outstanding quality and performance. No wonder SML ISUZU has won appreciations
all over the world for the quality products that are rolling out its plant.
The assembly unit of SML ISUZU limited is located at village Asron district Nawanshahar
(Punjab) near the city of Ropar and at a distance of 40kms from the capital city of Chandigarh
the plant has a captivating site. It spread over a quaint, sprawling 100 acres of land ringed by
shiwalik hills on the three of its sides and river Satluj on the other. The desolate slit hill has been
leveled for construction. The construction at this Rs.50 crores plant, commenced on 16 th January
1985.work mat the plant at a great tempo and the first vehicles rolled out at the production line in
a record time of one year of laying the foundation stone.
To ensure industrial peace i.e. absence of the strikes and lockouts, SML ISUZU believes in
creating a contented labour force with a very low rate of absenteeism and turn over. Reasonably
fair wages and various perks like subsidized uniform and transport, mess facilities go a long way
in creating identification with the job. Earnestness, sincerity and spirit of corporation pervade the
entire atmosphere of the company.
No politics of confrontation is found in SML ISUZU. Problems if any are sorted out through
mutual negotiations in an amiable atmosphere of give and take. These positive steps have been
instrumental in evolving work ethos. The happy absence of industrial disputes in the enterprise
speaks volumes for the success of these and cultivation of work culture. Work culture of work
11

ethos is given high priority. It is fully recognized that the objective of the enterprise higher and
higher production, productivity and indigenization can be attainted through commitment in to
commonness of goal in each and every member of SML ISUZU family. The entire planning is
undertaken in such a way as to inculcate the spirit of dedication in each member whether he is a
semi-skilled worker or belongs to the managerial cadre.
The LCVs are manufactured in five colours- Santos red, Nile blue, Light Beige, White and
Golden Yellow. In addition to this other colours can be made on demand. The most distinguish
feature of these vehicle is that beneath the design and sleek looks are the study box section
tubular crossed braced chassis. The chassis are more than three times stronger than other vehicle
on the road. SML ISUZU vehicles are not only stronger on the road but also fuel efficient. Fully
loaded they give an average of 13.5 Km/l at 45 Km/hr. A hydraulic assisted diaphragm reduces
the clutch pressure by 37 percent. A low RPM high torque engine assures long life and hanging
speed for uphill driving. A spacious three seater cab with three level air vents make the cab
extremely comfortable and driving a treat. A short turning radius gives SML ISUZU an excellent
manoeuvrability and congested and hill roads.
Prominent among the load carriers SML ISUZU is also manufacturing:

4 wheel drives;

Extend wheel base long chassis mini buses which carry up to 44 passengers;

Deluxe buses carries up to 40 passengers ;

Ambulance developed with active involvement of senior specialist from post graduate
institute of medical science and research, Chandigarh

Hydraulic operated dumpers;

Dual cabin load carriers;

Integrated garbage collection and disposal system for urban centres

SML ISUZU vehicles population today stands over 70,000. SML ISUZU gives due attention to
the marketing part and the employees are highly qualified and trained to fit the job.
12

The corporate profile of SML ISUZU LTD. projects a bright future for the company. That is how
it should be considering its importance for our economy. It is adding its share to the real assets
and job opportunities in the areas thus bringing socio-economic reforms in whole of Punjab.

13

1.4 SHARE HOLDING PATTERN

Sumitomo corporation, Japan

55.96%

ISUZU motors limited

4.00%

MFNB

9.10%

FLLs

5.85%

Public

25.08%

14

Public; 25.08

FLLs; 5.85

Sumitomo corporation, Japan ; 55.96

MFNB; 9.1
ISUZU motors limited; 4

15

Pie Chart for share holding pattern

Fig 1.0

1.2.0ORGANIZATIONAL SETUP FLOW CHART

Managing director

Executive director

Vice president

General Manager

Senior Manager

Chief Manager

Associate Vice president

Deputy General Manager

Manager

Assistant Manager
Engineer

JuniorEngineer

Senior engineer

Assistant Engineer

Fig no 1.0

16

1.2.1Flow Diagram of the SML ISUZU Plant

ENGINE ASSEMBLY

BODY SHOP

CABIN WELDING

CABIN PRE TREATMENT & BLACK DIPPING

PARTS FROM STORE
CARGO BOX FROM STORE

ENGINE COMPONENTS FROM WASHING MACHINE

LONG MEMBER STORAGE

TEMPORARY PART SETTING

ENGINE ASSEMBLY AND TESTING

FLOOR ASSEMBLY.

BAKING

CARGO BOX ASSEMBLY

SEALANT AND PRIMER APPLICATION

SLEEPER ASSEMBLY
CABIN ASSEMBLY

TACK/FULL WELDING

T/M ASSY LINE

CABIN & CARGO ASSY &PAINTING

CARGO BOXWELDING
STRAIN RELIEVING

DOOR WELDING &ASSEMBLY

BAKING

TRANSMISSION COMPONENTS FROM WASHING MACHINE

FINAL PAINTING
CARGO WASHING SEALANT APPLICATION
FINAL FITTING AND FINISHING

TRANSMISSION ASSEMBLY AND TESTING

BAKING
BAKING

VEHICLE ASSEMBLY LINE

TO PAINT SHOP
INSPECTION
FINAL PAINTING

PAINTED CABIN TO VECH.ASSY.

FRONT/REAR AXLE & DIFFERENTIALPRE
ASSY
DELIVERY
.
INSPECTION
BAKING

ROAD/SHOWER TEST
AXLE COMPONENTS FROM WASHING MACHINE

CABIN DRESSING WITH SUB ASSEMBLY

INSPECTION

CARGO BOX MOUNTING

AXLE ASSY LINE

RUST PREVENTIVE APPLICATION

VEHICLE TO STOCK YARD

17

1.2.2VEHICLES PRODUCED AT SML ISUZU LIMITED

4WD TRUCK

Fig no-1.2

18

AMBULANCE

19

Fig no-1.3
2.0 ASSEMBLY LINE
ENGINE SHOP
The engine is a device that is used to convert chemical energy of fuel into heat energy and this energy
is then converted into useful work. The engine provides the motive power for the various functions
which the vehicle or any part of it may be required to perform.
Ideally, most engines used in vehicles are of internal combustion type. The internal combustion
engines are further classified according to the following considerations:1. Engine Cycle:-Based on the engine4 cycle an I.C. engine may run on Otto cycle or Diesel
cycle.
2. Number of Strokes:- Based on strokes the engines are classified as two stroke engine and four stroke
engine.
3. Fuel Used:- Based on fuel used the engines are classified as Petrol engine, Diesel engine, C.N.G.
engine.
4. Type of Ignition:- The fuel inside the cylinder after compression has to be ignited. The ignition
system usedin I.C. engines are of two types, spark ignition (S.I.) and compression ignition (C.I.).
5. Number and Arrangement of Cylinders:- Based on number and arrangement of cylinders the
engines are classified as:
Single cylinder engine
Two cylinder engine Inline Vertical type, V type, Opposed Type
Three Cylinder engine
Four cylinder engine Inline Vertical type, V type, Opposed Type
Six and Eight cylinder engine
Radial engine
Valve Arrangement:-The valve arrangement I.C. engines are- Side valve type, Overhead
valve type.
1. Type of Cooling:- Based on adopted mode of cooling the engines are of two types
Air cooled engine
Water cooled engine
Oil cooled engine

2.1ENGINES MADE AT SML ISUZU LIMTED

20

The SML ISUZU assembles following types of engines: Euro-I

Euro II
Euro _ III
Euro-IV
C.N.G.

2.2The Basic Differences Between These Engines Are As Follows:-

21

S. No.

Euro I

Euro -II

Euro -III

C.N.G.

In Euro-I engine

In Euro-II engine

In Euro-III engine

In Euro-IV engine

In C.N.G engine

the block does not

hole for feed pump

hole for feed pump

the block does not

the block does not

have a hole for

are provided on the

are provided on the

have a hole for feed

have a hole for

feed pump

back of engine block.

back of engine

pump

feed pump

In this fuel

In this fuel injection

block.
In this fuel injection

In this fuel injection

In C.N.G. engine

injection pump

pump used is of

pump used is of

pump used is of

distributer is used

used is of inline

rotary type

rotary and electronic

fully electronic type

type
3

Euro-IV

type

Here nozzles have

Here nozzles have

Here nozzles have

Here nozzles have 6

In C.N.G. engine

big holes for

smaller holes for

very small holes for

small holes for

spark plug is used

spraying diesel

spraying diesel

spraying diesel

spraying diesel

It gives power of

It gives power of 88

It gives power of 100 It gives power of

It gives power of

79.2 B.H.P. at 3000

B.H.P. at 3000 R.P.M

B.H.P. at 3000 R.P.M 120 B.H.P. at 3000

72 B.H.P. at 3000

R.P.M

R.P.M

R.P.M

2.3 ENGINE MOELS

ENGINES PARTS DESCRIPTIONS
22

S.NO COMPONENTS
1

EURO-I

ENGINE TYPES
EURO-III
EURO-IV

CNG

CYLINDER

Dont Have

Have FP Hole

Have CRDI

Same As E-I

BLOCK

Feed Pump

FIP (FUEL

Hole
Inline Type

Distributer Type

HPP

N.A

INJECTION
3

PUMP)
OIL JET

FLYWHEEL

Same In 3 Models
Simple

Same As E-I

N.A
61 Holes Flywh

Flywh

And Sensor
Have Turbo

Type
Same As E-III

Dont Have

Same As E-I

TURBOCHARGE

Na

INTAKE

Simple

MANIFOLD
EXHAUST

Simple

Exhaust

Designee Diff

MANIFOLD

Exhaust

Manifold

Then Euro-III

Manifold

Modified To

N.A

Mount TC
Simple T-

Designee Diff

Connecter

Then Euro-III

T-CONNECTER

S.NO COMPONENTS
9

FEED PUMP

Same As E-Iv

EURO-I

ENGINE TYPES
EURO-III
EURO-IV

Operated By

Operated By

FIP

Engine

Have CRDI

N.A

CNG

N.A
23

10
11

Camshaft

Camshaft

INJECTOR

Pressure 175

Pressure 200

Pressure

N.A

EGR COOLER

Bar
N.A

Bar
N.A

260bar
Normal

N.A

2.4 ENGINE SPECIFICATIONS

24

S.NO.

MODEL

POWER AT

TOQURE AT

SFC AT

EURO-I

3000RPM
74.4 HP

1750 RPM
20.9KGM

3000RPM
174.3GM/BHP

EURO-III

101.88HP

26KGM

188.0 GM/BHP

EURO-IV

124.66HP

30KGM

199.6 GM/BHP

CNG

72.39HP

20KGM

210.76 GM/BHP

3.0 ENGINE ASSEMBLY LINE

3.1Washing Process

25

The components received from the vendor end cannot be directly used in the engine assembly.
For this purpose, all the components are washed properly and the burr, grease and cutting fluids
strains are effectively removed.
Washing apparatus consist of four washing zones:
1. Magnetic Separator:
Magnetic separation is a process in which small magnetically susceptible burrs are
extracted from engine components using a low intensity magnetic force.
2. Degreasing Zone:
Solvent degreasing is a process in which a cleaning agent is applied directly to the
surface by spraying, brushing, or wiping. This process removes oil, grease, dirt, loose
particles, and any other contaminants that may exist on the surface of the material.

Fig no 3.0
Main washing unit
Characteristics include: cleans almost all electronic assemblies, electrical components, and
almost all metals. Parts are usually dried at an elevated temperature, however usually not below
room temperature. Almost any size or shape of a part can be cleane
3. Compressed Zone:
26

In this zone, compressed air is used to clean the components of engine. High pressure air
is blown over the engine parts to remove any dust or impurity.
4. Drying Zone:
In this zone, the engine components are dried to remove any chemical impurities present
on the surface by passing components through a high temperature zone.

3.2 Engine assy process stations

3.2.0Station E-1
1.

Engine block is washed and cleaned properly. Then it is sent to the main line.

27

Fig no.-3.1
2. Engine serial number punching is done.
3. Engine is moved on to the trolley and mounted on the trolley with the help of bolts.
4. Liners are fitted to the block. Before putting the blocks inside the block the coding
given on the block is checked.

28

Fig no.-3.2

5. Engine block is rotated and oil jets are attached to the block. The oil jets are tight and
torque up to a value of 1.20-1.80 kgm.

Fig no.-3.3

6. Eight tappets are put in their holes. These tappets are operated by camshaft which in turn
operates the push rod, the push rod operate the rockers and the rockers operate the valve

29

3.2.1Station E-2.0
1.

Here first of all camshaft is inserted in the engine block.

Fig no.-3.4
2. To stop sideways movement of camshaft a thrust plate is bolted on one side of the camshaft.
3. First of all, a sealant is applied to the bolts of the thrust plate and then the thrust plate is
bolted with the help of these bolts. These bolts are tightened up to a torque of 2.3 kgm.
4. Then free movement of camshaft is checked.
5. Now the block is rotated and we have to put crankshaft bearings. Prior to this we have to
match the coding on block with that of crankshaft bearing.

Fig no.-3.5

6.

Based on this coding and according to the table we are going to put the crankshaft bearing.

30

7.

Before putting the crankshaft in the crankcase the bearings are cleaned properly and oil is put
both on the bearings and the crankshaft. After this, the crankshaft is placed in the crankcase
along with crank gear..

Fig no.-3.6
8.
9.

Now key bearing caps are put one by one at their place.
To prevent the sideways movement of the crankshaft thrust bearings are inserted in the

central main bearing.

10. Now start tightening up the crankshaft main bearing caps up to a torque of 10-10.7 kgm.
11. All the bolts should have torque marks.
12. Check crankshaft for free movement and end play.
13. Piston assembly is placed according to crank pin depth.

3.2.2Station E-2.1
1. Attachment of a connecting rod to the piston with the help of gudgeon pin.
2. Putting up circlips on both sides of gudgeon pin.
31

3. Cleaning of connecting rod caps.

4. Placing of connecting rod bearings in connecting rod and cleaning.
5. Check for any dent marks.
6. The pistons for E-I,E-II,E-III and CNG engines differ in the design of crown of the pistons.

Fig no.-3.7
3.2.3Station E-3
1. Selection of piston with depth gauge is done.
2. Note all the four readings.
3. Loose fitment of oil cooler assembly fitment on block.
32

4. Piston assembly is attached to the crankshaft.

5.

Fig no.-3.8

Fig no.-3.9

6. Connecting rod bolts are tighten up to a torque of 8.2-9.0 kgm.

7. Check end play in connecting rod.
8. Check free movement of crankshaft with piston.
9. Bring the piston on T.D.C. position. Clean the surface of the piston and then place dial
gauge over the piston such that the tip of the dial gauge first touches the piston surface and

33

the dial gauge shows reading. Note this reading.

Fig no.-3.10

10. Place the dial gauge on the other piston and then note the reading shown by the dial gauge.
11. Now rotate the crankshaft and clean the surface of other two pistons.
12. Place the dial gauge on the piston and take the reading in the similar way as discussed
earlier.
13. Compare the values with the table.
14. The gasket is chose according to these readings. Gasket may be green or white.
15. Place the time case assembly on the trolley and move the trolley ahead.

34

3.2.4Station E-4
1. Matching of spindle idle gear hole to done.
2. Mounting of case timing on block with gasket. Tightening of all the bolts of timing case up to a
torque of 2.3 kgm.
3. Tightening and torquing of filter bolts up to a torque of 2.5 kgm.
4. Cleaning and oiling of spindle gear is done.
5. FIP gasket and setting and adjustment.
6. Timing gears (cam gear and idle gear) are fixed with timing matched. For matching the timing
point A, B and C are matched properly.

35

Fig no.-3.11
7. Position of waver washer OK.
8. Idle gear thrust plate fitment and torque is done.
9. Torquing of cam gear bolt with thrust washer up to a torque of 6.4-9.6 kgm.
3.2.5Station E-5
1.

Pressing of oil seal with oil.

2.

Timing cover fitment and tightening up of bolts up to a torque of 2.5 kgm.

3.

Assembly of water pump gasket and torquing up to 2.5 kgm.

4.

Assembling of rear oil seal and torquing up to 2.5 kgm.

5.

Fitting of oil pump and tightening of bolts up to a torque of 2.5-3.8 kgm.

6.

Fitting of oil pipe with O ring.

7.

Fitting of bracket of strainer pipe and torquing up to 2.5 kgm.

36

8.

Tightening and torquing of oil pipe up to 2.5 kgm

Fig no.-3.12

Fig no.-3.13

3.2.6 Station E-6

1. Put gasket on both sides ,side setting along with sealant.
2. Attachment of front/rear 1/2 seal with sealant.
3. Fitment of oil pan and torque up to 1.7-2.6 kgm.
37

4. Loose fitting of lower pan or sump with gasket.

5. Tightening & torque of lower pan
6. Fitment of pin tubler on block.

Fig no.-3.14

3.2.7Station E-7.0
1. Tighten up the lower pan up to torque of 1.7-2.6 kgm.
2. Fitting of end plate with the help of bolts up to a torque of 3.8-5.3 kgm.

38

Fig no.-3.15
3. Fix indicator pin on the end plate. Indicator pin is used to indicate the marking (degrees)
provided on the flywheel. This help in dismantling the FIP or adjusting the tappets.
4. Flywheel is bolted over the end plate. the torque of the flywheel is kept between 21-23 kgm.
5. Attachment of disc clutch and cover clutch with guiding tool.
6. Tightening and torque checking of cover clutch bolt
7. Matching of indicator pin with top dead center
8. Piston topping and mark setting.
9. Gasket selection note gasket type ,placing of cylinder head on block push rod fitment .placing
of caps and rocking shaft.
3.2.8 Station E-7.1
1.

cylinder head stud fitment and tight.

2.

Attachment and assembly of inlet manifold with gasket and torque.

3.

Attachment of sub assembly of case thermostat with gasket and torque.

4.

Tightening and torquing of front and rear engine hanger.

5.

Vacuum pipe assembly and torque.

6.

Cylinder head bolt tightening with 11+9 bolts.

7.

Assy of rocker arm.

39

8.

Attachment of thermostat

Fig no.-3.16

3.2.9Station E-8
1. Cleaning of flywheel face.
2. Attachment of cover assembly and clutch assembly with centring tool. Tightening and
torquing of bolts up to 2.6 kgm.
3. Matching of indicator pin with TDC.
4. Putting up of cylinder head gasket as indicated at station E 3.
5. Attachment of cylinder head.
40

6. Oiling and fitment of crank pulley and torque.

.
Fig no.-3.17

Fig no.-3.18

3.2.10Station E-9

SUB ASSEMBLY OF CYLINDER HEAD

1.

Cylinder head cleaning.

2.

Valve cleaning and paste application.

3.

Valve assembly depth measurement note.

41

Fig no.-3.19

4.

Seal fitment

5.

Spring fitment and setting.

6.

Cotter pins and locking.

7.

Valve leakage check with soap solution.

3.2.11 Station E-9.1

1. Locate cylinder head bolts after dipping in engine oil.
2. Manual marking on cylinder head bolts and confirmation of tightening by machine and
Tightening of cylinder head bolts which are not tightening by machine.
Tighten up cylinder head bolts up to a torque of 6.0 kgm. Then marking and rotation of bolts
90+ 90.
3. Torquing of rocker arm nut 1.3-1.7 kgm.

42

Fig no.-3.20
3. Sub assembly of rocker and oiling, cleaning of cap valve.
4. Oiling of push rod and valve stem.
5. Engine mounting bracket torque.
3.2.12Station E-10
1.

Tappet clearance setting (inlet valve 0.30 mm, exhaust valve 0.35 mm).

2.

Nozzles with O ring washer.

3.

Assembly of nozzle holder and torque.

4.

Assy of nozzle holder and torque

5.

Attachment of case thermostat with water sensor

43

6.

.
Fig no.-3.21

Fig no.-3.22

3.2.13Station E-11
1. Fitment of return pipe and clipping.
2. Assembling of fuel filter and torque.
3. Fitment of alternator bracket, alternator, strap and torquing.
4. Fitment of water pump pulley.
44

5. Cooling fan tightening torque 2.5 kgm.

6. Belt fitment and torque.
7. Assy of vacuum pipe with inlet manifold
8.

Fig no.-3.23

45

Fig no.-3.24
3.2.14Station E-12
1. Assembly of 810 oil pipe and torquing.
2. Assembly of 560 fuel pipe and torquing
3. Assembly of 880 fuel pipe and torquing.

Fig no.-3.25
4. Attachment of stud of manifold.
5. Movement of empty trolley.
6. Temporary attachment of HPP.
46

3.2.15 Station E-13

1.

Placement of engine on trolley.

2.

Assembly of stud, heater with gasket and torque up to 2.5 kgm

Fig no.-3.26

3.

Attachment and oiling of oil gauge pipe and dipstick.

4.

Sub assembly of head cover with sealant.

5.

Attachment of cylinder head cover and torque.

6.

Attachment of mounting bracket and torquing

7.

Attached the three nuts with flange and tightening the stud

8.

fitment the gasket on the flange plat

47

3.2.16 Station E-14

1. Attachment of breather pipe and torquing.

Fig no.-3.27

2. SOBP filter clamp fitment and torquing.

3. All bolts torque marking.
4. Attachment of hose alternator oil pin.
5. Sub assembly of mounting pad, fitment and torquing.
6. Sub assembly of insulator cover band torquing.
7. Tightening and torque of braided lose.

48

3.2.17 Station E-15

1.

Attachment of turbo charger with gasket.

2.

Attachment of turbo charger outlet pipe with clamp.

Fig no.-3.28

3.

Tightening and torquing of all oil and diesel pipes.

4.

Attachment of air pipe bend (turbo charger- air cleaner) with rubber hose and clamp.

49

3.2.18 Station E-16

1.

Attachment of exhaust joint and torquing.

2.

Attachment of feed pump and feed pump pipes.

3.

Attachment of diesel pipes (fuel filter- main diesel pipes).

4.

Tightening and torque checking of air air intake pipe with U-bolt attachment of brkt mounted
on air intake pipe with exhaust manifold Tightening and torque checking of bolts.

5.

Tightening and torque of idler pulley bolt

6.

Tightening and torque checking of compressor brkt and support brkt

7.

Tightening and torque checking of oil return pipe with compressor brkt

8.

Tightening and torque checking of alternator strap bolts.

9.

Attachment of belt, pulley .and fan.

50

10.

Attachment of compressor belt with adjustment of idler pulley

11. Fig no.-3.29

4.0 HOT BED ENGINETESTING LAB 1.

In this lab 100 % engines which are assembled in the engine assembly shop are tested. in
the hot bed testing lab engine is tested for 5-10 minutes. In this engine is tested for
various parameters which are as follows:
51

1. Filling of engine oil.

2. Checking for any leakage.
3. Checking for any abnormal noise.
4. Checking of oil pressure at idle RPM which should be 1.8 bar at 650-720 RPM and at
80.
5. Checking for any vibrations.

Fig no.-3.30

4.1 PERFORMANCE ENGINE TESTING LAB 2.

52

In this lab 10 % engines which are tested in the hot bed testing lab. In the performance testing lab
engine is tested for 4 hours. First of all lapping is done for 1.35 hours. In this engine is tested for
various parameters which are as follows:
1. Power
2. Torque
3. Specific fuel consumption (SFC)
4. Smoke
5. Any abnormal noise.
6. Any leakage.
In performance testing 2 engines are tested at one time i.e. 4 engines are tested In one shift.
The performance testing is done on the two beds namely
1.

Shanck Bed

2.

SAJ Bed

These are made by the Indian manufacturers. These are fully electronic. In this various
sensors are assembled.

53

Fig no.-4.0

Fig no.-4.1

5. Project 1

5.1WATER OIL MIX

5.1.1Problem Statement
To eliminate Man-hour loss due to Quality problems in Engine Assembly Shop.
5.1.2 Mission Statement
To eliminate Man-hour loss due to major Quality problems contributing 80% of the
problem (Based on May-July10 data) by Dec10
5.1.3Parameters Critical to Quality:
1. Water Oil Mix
2. Oil Pressure Low
3. Water Leakage
4. Oil Leakage
5. Starting Problem
6. Abnormal Noise
7. Component Failure
8. Fitment Problem
9. Low Power
10. Diesel Leak
11. Fitment Fault
12. Engine Vibration
13. Hunting
14. White Smoke
15. Engine Jam
16. High Smoke

54

17. High SFC

18. RPM Less

5.2POSSIBLE CAUSES FOR WATER OIL MIX:

All possible causes of categorized defects which have come out from brain storming session and
based on wisdom of the team are: Core shifting in Casting
In adequate Core Holding
Core Mismatch
Guide Pins worn out
Metal flow not OK
Moisture contents
Internal leakages in Cylinder block
Internal leakages in Cylinder head
Variation in core fixing
Pouring Temp control
Inadequate Vents

Water mix in Engine oil before testing

Low pressure at Pressure Testing
Defective pump at Pressure Testing
55

 Low Pressure setting at Pressure Testing

Poor visibility at Pressure Testing
Drill deflection in Cylinder Block Machining
Improper sealing during Cylinder block Pressure Testing
Inspection gallery not opening skipped by mistake
Inspection gallery not opened by untrained operator
Ref. machining shifted in Cyl. Block machining
Cylinder block m/cing shifted as comp not rested properly
Cylinder block m/cing shifted as Locking Pin not locked

Body Assy gasket missing during Engine Assy

Cyl. head bolts loose during Engine Assy

Leakages not deductable at Pressure Testing
Production pressure at Pressure Testing
Pressure testing open skipped by operator
5.2.1 Probable Causes Water oil mix

Ref. Machining shifted in Cyl. Block machining

Internal leakages in Cyl Block

Water mix in Engine oil before Testing

Internal leakages in Cylinder head

Body Assy Gasket missing during Engine Assy

Cylinder head bolts under torque

5.3TESTING OF HYPOTHESIS WATER OIL MIX

SR.
NO.

PROBABLE
CAUSES

METHO
D OF
TESTING

TESTING & OBSERVATIONS.

CONCLUS
ION

56

Ref.
Machining
shifted in
Cyl Block
machining

Internal
leakages in
Cyl Block

Water mix
in Engine oil
before
Testing

Internal
leakages in
Cylinder
head

Body Assy
Gasket
missing
during
Engine Assy

Cylinder
head bolts
under
torqued

Coordinate
measuring
machine

Pressure
Test rig

Engine
Testing

Pressure
Test Rig

Engine
Assy

Torque
meter

05 nos of leak blocks checked for ref

machining. Ref dowel generation dim
23.6 found against reqd. 23.65 as
casting reference

300 nos of Cylinder blocks checked

on Pressure Test rig at supplier end &
duly marked. Water Oil mix observed
in 02 Engines with above marked
blocks. Analysis revealed that
leakage in Cyl. Blocks.
05 nos of rejected Engines re tested
with fresh Engine Oil in Engine
Testing. Water mix again observed in
all these Engines
100 nos of Cylinder heads checked on
Pressure Test rig at Supplier End. Air
seepage observed from resting face in
08 cylinder heads. All these heads
were OK as per operator. These Cyl.
Heads brought to SML for Engine
assembly. Water oil mix observed in
one of the 08 Engines
05 nos of Water mix Engines analysed
& it is observed that Body Assy gasket
was properly pasted in all these
Engines
50 nos of Engines audited for
Torquing of Cylinder head mtg bolts.
All bolts found Torque above 12.0 Kgm

Invalid

Valid

In Valid

Valid

Invalid

Invalid

5.3.1Possible Root Causes Water oil mix

(Possible causes where hypothesis proved valid)

Internal leakages in Cylinder Block

57

Internal leakages in Cylinder Head

5.3.2Root Causes Water oil mix

5.3.2.1 . Internal leakages in Cylinder Block:
Water from small water galleries or oil from oil galleries leak in to Cyl. Block & get mixed with
Engine oil. These leakages are not deductable at supplier end because Pressure testing of
Cylinder Block is ineffective & not clearly visible. Pressure testing is done at low pressure of 3.5
kg/cm2, whereas Engine oil pressure is 4.5 Kg/cm2.
5.3.2.2 . Internal leakages in Cylinder head:
Water from Water jackets of Cylinders. Head mix with Engine oil in push rod holes during
Engine Testing. These leakages are not deductable at supplier end because Pressure testing of
Cylinder head at supplier end is ineffective.

5.4Why-why analysis to establish root causes Water Oil Mix

S. No

ROOT
CAUSE

Why?

WHY?

WHY?

WHY?

Operator skip to open

discharge valve while Manual system
testing water gallery

Internal
leakages in
Cylinder
Block

Less visibility

Poor Lux level

Skip testing

No traceability

Water galleries Not detectable at

open in to
Pressure Testing
Cylinder Block stage
Less Pump Pressure

Pump defective/
Leakages in rig
Pressure not defined

Operator skip/reduce
testing time

Manual control

Untrained workmen

No SOPs

Internal
Water jacket
Not detected in Pressure Testing not
leakages in
open in to push Pressure Testing full proof
Cylinder head rod oil passage stage

Less sealing of Cyl.

head bottom face
during Testing

58

Sealing gasket
damaged
No Preventive
maintenance
schedule
No traceability of
workmen doing opn

5.5Process for identification and prioritization of possible solutions

S.
Root cause
No

Observations

Possible solutions Prioritized

1st

2nd

Operator skip to
open the discharge
valve while checking
water gallery

Poke Yoke
implementation

SOP

Less Pump Pressure

Increase pump
pressure

Procure New
m/c

Internal
Leakages in
Inadequate lighting
Cyl. Block

3rd

4th

Quality Check on
alarm
operator

Increase Lux value

Untrained operator,
No SOPs

Make SOPs & train

operators

Deploy regular
skilled
operators

Operator skip /
reduce testing time

Introduced timer

Wall clock for

operator
59

Less sealing of Cyl.

head bottom face
during Testing

Improve sealing by
changing mounting

Replace Testing
m/c

Sealing gasket
Replace gasket
Internal damaged
leakages in
Give Annual
Cyl. head Bad condition of Test Rework Test rig &
rig, No Preventive
make preventive
Maintenance of
maintenance
maintenance schedule
Test rig

No Traceability

Traceability Register

Computerized
record

Pressure setting
gauge at supplier end
not working properly

New Pressure gauge

Repair Pressure
gauge

New standardized
gaskets from SML

New local
gaskets

Punch pump number

Write Pump
number with
marker

Procure new Test rig

Repair Test rig

Wrong
setting of
Pressure Seepage in Testing relief valve Non standard gaskets
at supplier

No Traceability of
Oil leakage pressure setting at
from oil supplier end
pump back Lub oil Pump test rig
plate
for auditing at SML

not working

5.6List of Root causes & actions taken Water oil mix

S. No

Root causes

Observations

Action Taken

Internal
Operator skip to open Poke - Yoke applied by
leakages in
the discharge valve
installing Auto control valve
Cylinder Block while checking water during Pressure Testing
gallery

60

Less Pump Pressure

New Pump installed for

Pressure increase from 3.0 to
4.5 Kg/cm2

Lux value in Pressure testing

Inadequate lighting in
area increased from 200 to 600
Testing area
lux
Untrained operator,
No SOPs displayed

SOP made & displayed for

Pressure Testing

Operator reduce
testing time

Poke - Yoke applied by

installing Timer in Pressure
Test rig.

Traceability introduced by
Operator skip testing recording pc number and
operator and name

Internal
leakages in
Cylinder head

Less sealing of Cyl.

head bottom face
during Testing

Pressure Testing fixture

improved by changing Cyl.
head mounting from 6 studs to
10 studs

Sealing gasket
damaged

Sealing gasket of Cylinder

head Pressure Testing changed

Bad condition of Test Preventive maintenance

rig, No Preventive
schedule for leakage testing
maintenance schedule implemented.
Traceability introduced by
Operator skip testing recording pc number and
operator name

5.7BENEFITS
5.7.1Tangible
Man-hour loss of major contributors eliminated from average of 308 hours per month to zero .
5.7.2Total annual recurring savings for this gain = Rs 12, 53,349
5.7.3Running expenses/investment
No increase in running expenses. One time Investment made for improvement is Rs
15000 approx.
61

5.7.4Intangible
(i)

Improved focus on solving internal problems

(ii)

Better understanding & implementation of problem solving techniques

(iii) Strengthening of Team work culture

(iv) Improved daily work management
(v)

Change in mindset of Shop Managers

(vi) Decisions based on facts (Data based)

(vii) Improved supplier- customer relationship

6.0Project 2
6.1LOW OIL PRESSURE
6.1.0Problem Statement
To eliminate Man-hour loss due to Quality problems in Engine Assembly Shop.

6.1.1Mission Statement
To eliminate Man-hour loss due to major Quality problems contributing 80% of the
problem

6.2POSSIBLE CAUSES FOR LOW OIL PRESSURE:

All possible causes of categorized defects which have come out from brain storming
session and based on wisdom of the team are:
Crank Bore oversize
Cam Bore oversize
Non Genuine sealant used
Expired sealant used
Spring constant less

62

 Spring length u/s

Wrong setting of pressure relief valve
Gear Shafts O.D u/s
Blow hole in oil pump body
Shaft Bush OD & Thickness less
Oil pump body gallery block
Oil leakage from oil pump back plate
Low discharge of oil pump
Plunger Dia u/s
Variation in Dim. 14.0 +0.04/0.07
Variation in PVC plug depth 49.2 +0.02
Flatness of inlet & outlet pipe mtg face excess
Ovality in Bush bore dia 18mm
Flatness of bottom mtg face excess
Dents on mtg faces
Locating pins & pads in fixtures damaged
Non availability of stage wise measuring instruments
SOP for critical points not available
Instruments calibration not done
Poor ergonomics
Oil Pressure gage working
Oil Temp gage working
SOP not adhered
Material of gasket not OK
Operator lethargy
Unclean work area
OJT not imparted
Pressure setting gauge not working

6.2.0Probable Causes Low oil pressure

63

Crank Bore Oversize in Cyl. Block

Cam Bore Oversize in Cyl. Block
Wrong setting of Pressure relief valve
Low discharge of oil pump
Blow holes in oil Pump body
Oil Leakage from Oil pump back plate
Plunger Dia undersize

6.3TESTING OF HYPOTHESIS LOW OIL PRESSURE

SR.
NO.

PROBABL
E CAUSES
Crank Bore
Oversize in
Cyl. Block

Cam Bore
Oversize in
Cyl. Block

Wrong
setting of
Pressure
relief valve

METHOD
OF
TESTING

TESTING & OBSERVATIONS.

CONCLUSION

Bore
Gauge

05 nos of Cyl blocks of rejected

Engines checked for Crank Bores
diameter 80.0 +0.066/ 0.092. Crank
Bore Dia observed between 80.071
to 80.089

Invalid

Bore
Gauge

05 nos of Cylinder Blocks of

rejected Engines checked for Cam
shaft dia 51.25 to 52.0 + 0.030 (1st
to 5th bore). All Cyl. Blocks observed
between +0.005 to 0.025 from basic
Size.

Invalid

Pump
Testing

05 nos of oil Pumps of rejected

Engines checked on Pump Testing
rig at supplier end. All these pumps
found set at Low Pressure of 5.5

Valid

64

Low
discharge
of oil pump

Blow holes
in oil Pump
body

Oil Leakage
from Oil
pump back
plate

Plunger Dia
undersize

Test Rig

Kg/cm2 against required 6.5 0.3

Kg/cm2 @ 1000 RPM. 100 nos of
pumps audited at supplier end, High
variation observed from 5.0 6.5
Kg/cm2 during Pump pressure
testing.

Pump
Testing
Test rig

100 nos of Oil pumps checked on

Pump Testing rig for discharge &
found OK
(11 lpm at 3.5 Kg/cm2
@ 1000 RPM)

Invalid

05 nos of Lub oil Pumps of rejected

Engines checked on Pressure
Testing rig for any Blow holes/
Porosity. No casting defect observed
in any pump body.

Invalid

05 nos of Lub oil pumps of rejected

Engines checked for leakage at
supplier end, out of which 03 nos
found leak from back plate. Flatness
of 100 nos of back plates checked
on m/c at supplier end & observed
0.2mm against required 0.05 max in
08 nos of plates.

Valid

Pump Test
rig

Pump
Testing
Test Rig

Outside
Micrometer

Outside diameter of Plunger of 10

nos of rejected Engines checked &
observed OK

Invalid

6.4Possible Root Causes Low Oil Pressure

(Possible causes where hypothesis proved valid)

Wrong setting of Pressure relief valve

Oil leakage from oil pump back plate

6.5Root Causes Low Oil Pressure

65

6.5.0. Wrong setting of pressure relief valve:

Low oil pressure setting of Pump relief valve resulting in to low pressure of Engine during
Engine Testing.
6.5.1 Oil leakage from Oil pump back plate:
Oil leakage observed from oil pump back plate resulting oil pressure drop of Engine during
Engine Testing.

6.6Why- why analysis to establish root causes - Low oil Pressure

S. NO

ROOT
CAUSE

Why?

WHY?

WHY?
Gauge not
calibrated

Wrong setting
Low setting from
of Pressure
supplier end
relief valve

Oil Leakage
from Lub oil
pump back
plate

WHY?
No calibration
system

Pressure setting
Inadequate gauge
gauge of Test rig
No Standardization
least count
giving error
(Zero scale shifted)
Pump sealing not
Seepages during
proper during
Pressure setting
pressure setting

Less sealing
Susceptible gap
between pump
between pump
face & back plate face & back plate

Machining process Turning done to

not capable
maintain flatness

66

6.7LIST OF ROOT CAUSES & ACTIONS TAKEN LOW OIL PRESSURE

S. No

Root causes

Observations

Pressure setting gauge at

supplier end not working
properly
Pressure setting gauge least
count less
1

Wrong setting
of Pressure
relief valve

Action Taken

New Pressure gauge introduced of

least count 0.5 Kg/cm2

Seepage in Testing due to

New standardized gaskets provided
Non standard gaskets used
by SML
at supplier end
Pump number punching introduced
No Traceability of pressure
& traceability introduced at supplier
setting at supplier end
end
Lub oil Pump test rig for
auditing at SML not
working

Oil Leakage
Flatness of back plate
from Oil pump excess to 0.2mm against
back plate
required 0.05mm max

New test rig procured at SML for

regular auditing. Audit schedule
made.
Opn changed to grinding machine
from CNC Turning
Surface finish changed in drawing
from 12.5 Rz to less than 0.8Ra

67

7.0Project 3
7.1Auditing of engine
In this project we check the various attributes of the engine during the assembly of the engine, to
ensure that the assembly is done according to the standard procedure or not.
During the auditing of the engine assembly we check the 57 attributes. The main points which
are audited are as follows:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

Torque of various nuts and bolts used in the assembly of the engine.
Free movement of crank shaft.
End play of crank shaft.
End play in connecting rod.
Topping of liner
Gasket selection
Tappet clearance setting.
Filling of engine oil.
Oil pressure at idle RPM 650-720.
Any vibrations.
7.2Instruments used for auditing.-

1.
2.
3.
4.
5.

Torque meter
Dial gauge
Feeler gauge
Puppy dial
Pressure gauge.
68

7.3Achievements of auditing:1. Before auditing at some stages torque wrench are not used. Then we inform the supervisor in
charge who took the corrective action.
2. Before auditing the end play of the crank shaft and the connecting rod is done manually no
puppy dial was used. Then we provide them.
3. Before auditing feeler gauge is not used at the tappet adjustment station. Then we inform the
supervisor in charge who took the corrective action.
Some audit reports are attached here for reference.

69