Block diagram reduction techniques in control systems.ppt
Sml
1. TRAINING REPORT
In partial fulfillment of requirement of the prescribed course for
the award of
Bachelor Of Technology
In
Mechanical Engineering
Of
Punjab Technical University
At
Rayat inst. of engg. and information technology
Railmajr, Distt. S.B.S. Nagar (Punjab)
Submitted to: Submitted by:
PROF. Harish prasher Atish kumar
(mechanical deptt.) 1150444 (M.E 1)
3. PREFACE
“NO LEARNING CAN BE COMPLETEDWITHOUT 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 conceptwhich 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.
4. ACKNOWLEDGEMENT
As a part of B.Tech, course requirement, I did my industrial training at SML
ISUZU Ltd. This was full semester training after successful seven semester
theory and practical classes at RIEIT, ROPAR campus. The training was in
Quality department.
I would like to pay my gratitude to SML ISUZU Ltd. management especially to
Mr. P.S. Cheema (DGM), Mr. Inder Dhir Singh Grewal (Sr. Engineer), Mr.
Amit Kumar (Jr. Engineer) and Mr. Abhishek Behl (Engineer) who
extended his wholehearted and unreserved help to me throughout my training
period. I also thankful to other people also, who directly and in directly helping
me during this six months training.
I would be failing in my duty if I do not acknowledge the help and support of
my teaching staff of mechanical department, RAYAT INSTITUTES OF
ENGINEERING AND INFORMATION TECHNOLOGY, Railmajra.
(ATISH KUMAR)
5. CONTENTS
Preface ……………………………………………………….. 3
Acknowledgement…………………………………………….4
Objective of Training ……………………………………….. .6
An easytraining but a tuff job ……………………………….7
OBJECTIVES OF TRAINING
1. To study the various processes which are done on various parts of LCV and M&HCV.
2. To study about Quality Assurance.
3. To study the function of different departments.
4. To study about the engine testing.
5. To study about management.
6. To study about human resource management and their behavior about employees.
AN EASY TRAINING BUT A TUFF JOB
T - To Be remain On Your Seat
R - Remain Attentive All time
A - Active Participation
I - Interact To Clarify
N - Note Points Difficult To Memorize
6. I - Improve Listening Habits
N - Never NeglectProgram
G - Gain As Much You Can
INDIAN AUTOMOBILE INDUSTRY
INTRODUCTION
The Automotive industry in India is one of the largest in the world and one of the fastest growing
globally. India manufactures over 17.5 million vehicles (including 2 wheeled and 4 wheeled) and
exports about 2.33 million every year. It is the world's second largest manufacturer of
motorcycles, with annual sales exceeding 8.5 million in 2009. India's passenger car and
commercial vehicle manufacturing industry is the seventh largest in the world, with an annual
production of more than 3.7 million units in 2010. According to recent reports, India is set to
overtake Brazil to become the sixth largest passenger vehicle producer in the world, growing 16-
18 per cent to sell around three million units in the course of 2011-12. In 2009, India emerged as
Asia's fourth largest exporter of passenger cars, behind Japan, South Korea, and Thailand.
As of 2010, India is home to 40 million passenger vehicles and more than 3.7 million automotive
vehicles were produced in India in 2010 (an increase of 33.9%), making the country the second
fastest growing automobile market in the world. According to the Society of Indian Automobile
Manufacturers, annual car sales are projected to increase up to 5 million vehicles by 2015 and
more than 9 million by 2020. By 2050, the country is expected to top the world in car volumes
with approximately 611 million vehicles on the nation's roads.
A chunk of India's car manufacturing industry is based in and around Chennai, also known as the
"Detroit of India" with the India operations of Ford, Hyundai, Renault and Nissan headquartered
in the city and BMW having an assembly plant on the outskirts. Chennai accounts for 60 per cent
of the country's automotive exports. Gurgaon and Manesar in Haryana are hubs where all of the
Maruti Suzuki cars in India are manufactured. The Chakan corridor near Pune, Maharashtra is
another vehicular production hub with companies like General Motors, Volkswagen, Skoda,
Mahindra and Mahindra, Tata Motors, Mercedes Benz, Land Rover, Fiat and Force Motors
having assembly plants in the area. Ahmadabad with the Tata Nano plant, Halol again with
General Motors, Aurangabad with Audi, Kolkata with Hindustan Motors, Noida with Honda and
Bangalore with Toyota are some of the other automotive manufacturing regions around the
country.
The Indian Automobile Industry is manufacturing over 11 million vehicles and exporting about
1.5 million every year. The dominant products of the industry are two wheelers with a market
7. share of over 75% and passenger cars with a market share of about 16%. Commercial vehicles
and three wheelers share about 9% of the market between them. About 91% of the vehicles sold
are used by households and only about 9% for commercial purposes. The industry has attained a
turnover of more than USD 35 billion and provides direct and indirect employment to over 13
million people.
The supply chain of this industry in India is very similar to the supply chain of the automotive
industry in Europe and America. This may present its own set of opportunities and threats. The
orders of the industry arise from the bottom of the supply chain i. e., from the consumers and go
through the automakers and climbs up until the third tier suppliers. However the products, as
channeled in every traditional automotive industry, flow from the top of the supply chain to
reach the consumers.
Interestingly, the level of trade exports in this sector in India has been medium and imports have
been low. However, this is rapidly changing and both exports and imports are increasing. The
demand determinants of the industry are factors like affordability, product innovation,
infrastructure and price of fuel. Also, the basis of competition in the sector is high and
increasing, and its life cycle stage is growth. With a rapidly growing middle class, all the
advantages of this sector in India are yet to be leveraged.
Note that, with a high cost of developing production facilities, limited accessibility to new
technology and soaring competition, the barriers to enter the Indian Automotive sector are high.
On the other hand, India has a well-developed tax structure. The power to levy taxes and duties
is distributed among the three tiers of Government. The cost structure of the industry is fairly
traditional, but the profitability of motor vehicle manufacturers has been rising over the past five
years. Major players, like Tata Motors and Maruti Suzuki have material cost of about 80% but
are recording profits after tax of about 6% to 11%.
The level of technology change in the Motor vehicle Industry has been high but, the rate of
change in technology has been medium. Investment in the technology by the producers has been
high. System-suppliers of integrated components and sub-systems have become the order of the
day. However, further investment in new technologies will help the industry be more
competitive. Over the past few years, the industry has been volatile. Currently, India’s increasing
per capita disposable income which is expected to rise by 106% by 2015and growth in exports is
playing a major role in the rise and competitiveness of the industry.
Tata Motors is leading the commercial vehicle segment with a market share of about 64%.Maruti
Suzuki is leading the passenger vehicle segment with a market share of 46%. Hyundai Motor
India and Mahindra and Mahindra are focusing expanding their footprint in the overseas market.
Hero Honda Motors is occupying over 41% and sharing 26% of the two wheeler market in India
with Bajaj Auto. Bajaj Auto in itself is occupying about 58% of the three wheeler market.
Consumers are very important of the survival of the Motor Vehicle manufacturing industry. In
2008-09, customer sentiment dropped, which burned on the augmentation in demand of cars.
Steel is the major input used by manufacturers and the rise in price of steel is putting a cost
8. pressure on manufacturers and cost is getting transferred to the end consumer. The price of oil
and petrol affect the driving habits of consumers and the type of car they buy.
The key to success in the industry is to improve labor productivity, labor flexibility, and capital
efficiency. Having quality manpower, infrastructure improvements, and raw material availability
also play a major role. Access to latest and most efficient technology and techniques will bring
competitive advantage to the major players. Utilizing manufacturing plants to optimum level and
understanding implications from the government policies are the essentials in the Automotive
Industry of India.
Both, Industry and Indian Government are obligated to intervene the Indian Automotive
industry. The Indian government should facilitate infrastructure creation, create favorable and
predictable business environment, attract investment and promote research and development.
The role of Industry will primarily be in designing and manufacturing products of world-class
quality establishing cost competitiveness and improving productivity in labor and in capital.
With a combined effort, the Indian Automotive industry will emerge as the destination of choice
in the world for design and manufacturing of automobiles.
HISTORY
The first car ran on India's roads in 1897. Until the 1930s, cars were imported directly, but in
very small numbers.
Embryonic automotive industry emerged in India in the 1940s. Mahindra & Mahindra was
established by two brothers as a trading company in 1945, and began assembly of Jeep CJ-3A
utility vehicles under license from Willys. The company soon branched out into the manufacture
of light commercial vehicles (LCVs) and agricultural tractors.
Following the independence, in 1947, the Government of India and the private sector launched
efforts to create an automotive component manufacturing industry to supply to the automobile
industry. However, the growth was relatively slow in the 1950s and 1960s due to nationalization
and the license raj which hampered the Indian private sector. After 1970, the automotive industry
started to grow, but the growth was mainly driven by tractors, commercial vehicles and scooters.
Cars were still a major luxury. Japanese manufacturers entered the Indian market ultimately
leading to the establishment of Maruti Udyog. A number of foreign firms initiated joint ventures
with Indian companies.
In the 1980s, a number of Japanese manufacturers launched joint-ventures for building
motorcycles and light commercial-vehicles. It was at this time that the Indian government chose
Suzuki for its joint-venture to manufacture small cars. Following the economic liberalization in
1991 and the gradual weakening of the license raj, a number of Indian and multi-national car
companies launched operations. Since then, automotive component and automobile
manufacturing growth has accelerated to meet domestic and export demands.
9. Following economic liberalization in India in 1991, the Indian automotive industry has
demonstrated sustained growth as a result of increased competitiveness and relaxed restrictions.
Several Indian automobile manufacturers such as Tata Motors, Maruti Suzuki and Mahindra and
Mahindra, expanded their domestic and international operations. India's robust economic growth
led to the further expansion of its domestic automobile market which has attracted significant
India-specific investment by multinational automobile manufacturers. In February 2009, monthly
sales of passenger cars in India exceeded 100,000 units and have since grown rapidly to a record
monthly high of 182,992 units in October 2009. From 2003 to 2010, car sales in India have
progressed at a CAGR of 13.7%, and with only 10% of Indian households owning a car in 2009
(whereas this figure reaches 80% in Switzerland for example) this progression is unlikely to stop
in the coming decade. Congestion of Indian roads, more than market demand, will likely be the
limiting factor.
SIAM is the apex industry body representing all the vehicle manufacturers, home-grown and
international, in India.
KEY STATISTICS
The production of automobiles has greatly increased in the last decade. It passed the 1 million
mark during 2003-2004 and has more than doubled since.
Year Car
Production
%
Change
Commercial %
Change
Total
Vehicles
Production.
%
Change
2010 2,814,584 29.39 722,199 54.86 3,536,783 33.89
2009 2,175,220 17.83 466,330 -4.10 2,641,550 13.25
2008 1,846,051 7.74 486,277 -9.99 2,332,328 3.35
2007 1,713,479 16.33 540,250 -1.20 2,253,999 10.39
2006 1,473,000 16.53 546,808 50.74 2,019,808 19.36
2005 1,264,000 7.27 362, 755 9.00 1,628,755 7.22
2004 1,178,354 29.78 332,803 31.25 1,511,157 23.13
2003 907,968 28.98 253,555 32.86 1,161,523 22.96
2002 703,948 7.55 190,848 19.24 894796 8.96
2001 654,557 26.37 160,054 -43.52 814611 1.62
10. 2000 517,957 -2.85 283,403 -0.58 801360 -2.10
Year 2004-
2005
2005-
2006
2006-2007 2007-2008 2008-2009
Motor Vehicle
Production
8,467,853 9,743,503 11,087,997 10,853,930 11,175,479
Industry Revenue 24,379 26,969 30,507 32,383 33,342*
Exports (Units) 629,544 806,222 1,011,529 1,238,333 1,530,660
Exports (Revenue) 1,915 2,231 2,552 3,008 3,718*
Automobile Production
Type of Vehicle 2005-2006 2006-2007 2007-2008 2008-2009 2009-2010
Passenger Vehicles 1,209,876 1,309,300 1,545,223 1,777,583 1,838,697
Commercial Vehicles 353,703 391,083 519,982 549,006 417,126
Three Wheelers 374,445 434,423 556,126 500,660 501,030
Two Wheelers 6,529,829 7,608,697 8,466,666 8,026,681 8,418,626
Total 8,467,853 9,743,503 11,087,997 10,853,930 11,175,479
GeographicalSegmentation:State-wise motorvehicles registrationin India
from 2001 – 2008
12. Mahindra Scorpio Jeep in service with the Italy's CNSAS.
India's automobile exports have grown consistently and reached $4.5 billion in 2009, with United
Kingdom being India's largest export market followed by Italy, Germany, Netherlands and South
Africa.[30] India's automobile exports are expected to cross $12 billion by 2014.[31]
According to New York Times, India's strong engineering base and expertise in the
manufacturing of low-cost, fuel-efficient cars has resulted in the expansion of manufacturing
facilities of several automobile companies like Hyundai Motors, Nissan, Toyota, Volkswagen
and Suzuki.[32]
In 2008, Hyundai Motors alone exported 240,000 cars made in India. Nissan Motors plans to
export 250,000 vehicles manufactured in its India plant by 2011.[33] Similarly, General Motors
announced its plans to export about 50,000 cars manufactured in India by 2011.
In September 2009, Ford Motors announced its plans to setup a plant in India with an annual
capacity of 250,000 cars for US$500 million. The cars will be manufactured both for the Indian
market and for export. The company said that the plant was a part of its plan to make India the
hub for its global production business. Fiat Motors also announced that it would source more
than US$1 billion worth auto components from India.
In July 2010, The Economic Times reported that PSA Peugeot Citroen was planning to re-enter
the Indian market and open a production plant in Andhra Pradesh with an annual capacity of
100,000 vehicles, investing EUR 700M in the operation. PSA's intention to utilize this
production facility for export purposes however remains unclear as of December 2010.
A Tata Safari on display in Poznan, Poland.
13. In 2009 India (0.23m) surpassed China (0.16m) as Asia's fourth largest exporter of cars after
Japan (1.77m), Korea (1.12m) and Thailand (0.26m) by allowing foreign carmakers 100%
ownership of factories in India, which China does not allow.
In recent years, India has emerged as a leading center for the manufacture of small cars.
Hyundai, the biggest exporter from the country, now ships more than 250,000 cars annually from
India. Apart from shipments to its parent Suzuki, Maruti Suzuki also manufactures small cars for
Nissan, which sells them in Europe. Nissan will also export small cars from its new Indian
assembly line. Tata Motors exports its passenger vehicles to Asian and African markets, and is in
preparation to launch electric vehicles in Europe in 2010. The firm is also planning to launch an
electric version of its low-cost car Nano in Europe and the U.S. Mahindra & Mahindra is
preparing to introduce its pickup trucks and small SUV models in the U.S. market. Bajaj Auto is
designing a low-cost car for the Renault Nissan Automotive India, which will market the product
worldwide. Renault Nissan may also join domestic commercial vehicle manufacturer Ashok
Leyland in another small car project.[39] While the possibilities are impressive, there are
challenges that could thwart future growth of the Indian automobile industry. Since the demand
for automobiles in recent years is directly linked to overall economic expansion and rising
personal incomes, industry growth will slow if the economy weakens.
Top 20 Export destinations in 2007-2008 and growth from previous year
Rank Country 2007-2008 (in USD
Millions)
2008-2009 (in USD
Millions)
Percentage
Growth
1 United States of
America
593.64 525.24 -11.52
2 Italy 332.35 359.68 8.22
3 Sri Lanka 249.14 216.11 -13.26
4 South Africa 224.93 188.57 -15.79
5 United Kingdom 165.57 246.32 48.77
6 United Arab
Emirates
164.44 192.74 17.21
7 Algeria 147.34 265.63 80.28
8 Bangladesh 137.26 164.86 20.11
9 Egypt 134.43 143.54 5.99
10 Germany 133.52 409.63 206.8
11 Colombia 118.88 120.71 1.54
12 Nepal 111.33 98.13 -11.86
13 Mexico 93.80 94.10 0.32
14 Turkey 83.53 73.82 -11.63
15 Spain 81.01 56.96 -29.69
16 France 76.77 134.21 74.83
17 Nigeria 66.01 148.74 125.03
18 Greece 65.75 127.63 94.1
19 Netherland 65.19 163.66 151.05
14. 20 Ghana 59.91 38.30 -36.07
COMMERCIALVEHICLE MANUFACTURERS IN INDIA
Indian brands
Force
Hindustan Motors
Premier
Tata
AMW
Eicher Motors
Joint Venture Brands
VE Commercial Vehicles Limited - VE Commercial Vehicles limited - A JV between
Volvo Groups & Eicher Motors Limited.
Ashok Leyland - originally a JV between Ashok Motors and Leyland Motors, now 51%
owned by Hinduja Group
Mahindra Navistar - a 51:49 JV between Mahindra Group and Navistar International
Swaraj Mazda - originally a JV between Punjab Tractors and Mazda, now 53.5%
owned by Sumitomo Group and 4% ISUZU.
Kamaz Vectra - A JV between Russia's KaMAZ and the Vectra Group
Company Profile
SML Isuzu ltd (Formerly known as Swaraj Mazda Ltd (SML)) is a commercial vehicle
manufacturer for Passenger and Goods Carrier for Transportation industry.
The company was incorporated in 1983 and in 1984 signed a joint venture agreement for
manufacture of Light commercial Vehicles (LCV) with Punjab Tractors Ltd, Mazda Motor
Corporation, Japan and Sumitomo Corporation, Japan. First commercial operations were
15. Current Product Portfolio in the Goods Carrier Category
Models GVW Range (in tons)
LCV
commenced in 1986 with introduction of Cargo LCV truck with a GVW of 6 tons, followed by
a 26 seater bus, both of which were based on the design procured from Mazda.
Over the years, on the strength of Research and Development, the Company has expanded the
product portfolio both in respect of passenger carriers and goods carriers. In the passenger
carrier category, currently the company offers non-air conditioned and air conditioned bus
models with a seating capacity ranging from 10 to 41 seats. In the goods carrier category
currently have seven (7) core truck models with a GVW range of 6.1 tons to 7.5 tons in the
LCV segment and 8.0 tons to 12.0 tons in the Medium & Heavy Commercial Vehicles
(M&HCV) segment with several variants. In addition, the company manufactures special
application vehicles in the passenger and goods carrier categories which include a variety of
ambulances, troop carriers, dumper/ garbage removal vehicles, water tankers, recovery vans and
police vans.
All the above mentioned products are manufactured in the Vehicle Plant situated at village
Asron, Near Ropar. The plant has a capacity of producing 12000 vehicles per annum on single
shift working basis.
Recently, the company has forayed into manufacture of luxury air-conditioned buses. The
production of luxury buses in the M&HCV segment has been developed on the Isuzu chassis
pursuant to technical assistance agreements with Isuzu.
To manufacture M&HCV’s the company has installed a new manufacturing facility called Bus
Plant and is at the same location. With this installation the company has reached a total
production capacity of 18,000 vehicles per annum.
The company sells the vehicles to retail customers through dealer network, and to government
departments, both central and state, and bulk customers through direct orders. The company,
also export vehicles to countries like Bangladesh, Sri Lanka, Nepal and Ghana through
distributors in these countries.
In Financial Year 2009-10 the company sold 10,134 vehicles and turnover was Rs 77,524.35 lac.
16. 1. Sartaj 6.1 tons
2. Premium 6.4 tons
3. Prestige 7.5 tons
M&HCV
4. Supreme 8.0 tons
5. Super 8.8 tons
6. Samrat 10.2 tons
7. Super 12 12.0 tons
Current Product Portfolio in the Passenger Carrier Category
Category Number of Seats GVW Range (in tons)
Non-air Conditioned Buses
1. Standard buses 18 to 41 ordinary seats 6.4 to 8.0 tons
2. Semi-deluxe buses 14 to 32 high back seats 6.4 to 8.0 tons
3. Deluxe buses 10 to 24 reclining seats 6.4 to 8.0 tons
Air Conditioned Buses and Coaches
4. Luxury executive coaches 13 reclining seats 5.7 tons
5. Luxury buses 16 to 27 reclining seats 6.4 to 8.0 tons
6. Luxury buses 41 reclining seats 16.2 tons
17. OVERVIEW OF THE PROCESS
VE
HIC
LES
PRO
DU
CED
AT
SM
L
ISUZU LIMITED
SML COSMO 3.3 ton
As a concept, the organization had decided to outsource all components from
competent Suppliers from all over India accept very few components on which critical
operations are carried out in the plant. On receipt, components are inspected in the plant
as per sampling plan and after passing through this quality check, are shifted to the
Main Store. As per feeding schedule, the components are fed to various shops, where
aggregate assemblies of the required configurations as per production plan are carried
out.
Major aggregates assembled include Engines, Transmission, Front and Rear Axles,
Chassis, Cabin and Cargo. All the aggregates are functionally tested in the respective
shops and only after that these are used for vehicle production. These aggregates are
then transferred to the main vehicle assembly line which starts with Chassis mounting
and end up with fitment of Wheels and Bumpers.
Any fitment problem of components/aggregate or non availability of any component/
aggregate on main assembly line directly affects the vehicle production. To produce as
per the full capacity of plant, it becomes utmost important to make available all the
components and aggregates of desired configuration, in required number and at the
right time. Consequently some quantities of aggregates are assembled in advance as per
next day’s production plan.
Engine is most important aggregate in terms of performance of vehicle. It has highest
number of configurations; maximum parts are assembled in it and need very careful
functional testing. It has been observed that this one aggregate virtually governs the
production capacity of the plant.
18. SPECIFICATIONS
MODEL SML COSMO 3.3 ton
ENGINE SL
Bore X Stroke 100x110
No. of Cylinders 4-inline
Displacement 3455 CC
Max. Power BS II 64.7 Kw(88 ps) @ 3000 rpm
Max. Power BS III 75 Kw(102 ps) @ 3000 rpm
Max. Torque BS II 240 Nm(24 kgm) @ 1750-2000 rpm
Max. Torque BS III 270 Nm(28 kgm) @ 1750-2000 rpm
CLUTCH
Type Single Plate Dry friction Type
Hydraulic assisted
Outer Diameter 260 mm
GEAR BOX
Type Synchromesh
19. No. of Gears 5 Forward, One Reverse
AXLES
Rear Axle 6.571 : 1
STEERING
Ratio Recirculating Ball Type, Variable Gear
Ratio
CHASSIS FRAME
Type Box Section 200x65,Ladder Type
SUSPENSION
Front Multi Leaf Spring, Double Acting Shock
Absorber
Rear Multi Leaf Spring, Double Acting Shock
Absorber
BRAKES
Service Brakes Dual Circuit Hydraulic,Vacuum Assisted
Front Hyd. Leading Sliding Shoes
Rear Hyd. Two Leading Shoes
Parking Brake Mechanical
WHEELS AND TYRES
Front 7.50x16-16PR
20. Rear 7.50x16-16PR
RIM SIZE 6.00g
EXHAUST BRAKE
Vacuum operated
ELECTRICAL SYSTEM
System Voltage 12 V
Battery Capacity 70 AH
Alternator Type Built in Regulator with Vacuum Pump
Max.Output 12 V /55 A
Wiper Motor SRF Nippon Denso
Head Light 60 /55 W, Halogen tube
FUEL TANK
90 Lts.
DIMENSIONS
Wheel Base 2815 mm
Cargo Width 2080 mm / 6.9 ft
Cargo Length 3100 mm / 10.3 ft
Cargo Height 570 mm / 1.9 ft
Min.ground Clearance 206 mm
Version available Cab Chassis, Fixed Side Deck
21. WEIGHTS
Maximum GVW 5880 Kg
Maximum Permissible FAW 2460 Kg
Maximum Permissible RAW 3680 Kg
Kerb Weight
(Chassis with Cab & Cargo Box with
Spare Wheel Fuel Tank & Tools)
2570 Kg
PERFORMANCE
Gradabilitiy in 1st Gear 17.5
Min.Turning Radius 5.5 m
SML SARTAJ
SPECIFICATIONS
MODEL WV26-S
ENGINE SL
Bore X Stroke 100x100
22. No. of Cylinders 4-inline
Displacement 3455 CC
Compression Ratio 17 : 1
Max. Power
Min. Power 79.1 PS at 3000 rpm
Air Cleaner 22.0Kg-m-at 1750 rpm
Oil Filter Oil Bath Type
Fuel Filter Full Flow paper Filter
Cooling System Capacity 12.5 lts.
Oil Sump Capacity 8.5 Lts.
Engine Weight(complete & dry) 270 kg(approx)
Radiator Frontal Area 0.245 Sq.m
CLUTCH
Type Diaphragm Type
Outer Diameter 260 mm
GEAR BOX SL
Type Synchromesh
No. of Gears 5 Forward, One Reverse
Gear Ratio 1st -5.833, 2nd -2.855
3rd -1.651, 4th - 1.000
5th -0.800, Rev- 5.372
AXLES
Front Axle Reverse Elliot Type
Rear Axle Banjo Type
Ratio 6.571
23. STEERING
Steering Wheel Dia 430 mm
Ratio 32.0~54.5(Variable)
FRAME
Long Member Size Box Section 200x65,140x65mm
Number of Cross Members 8
SUSPENSION
Springs Semi Elliptical Leaf Springs
Anti-roll Bar Optional
Shock Absorbers Hyd.Double Acting, Telescopic
BRAKES
Service Brakes Dual Circuit Hydraulic, Vacuum Assisted
Front Hyd. Leading Sliding Shoes
Rear Hyd. Two Leading Shoes
Total Braking Area 2210 Sq.cm
Parking Brake Mechanical
WHEELS AND TYRES
Front 8.25x16-16PR
Rear 8.25x16-16PR
RIM SIZE 6.00g
EXHAUST BRAKE
Vacuum operated
ELECTRICAL SYSTEM
System Voltage 12 V
24. Battery Capacity 70 AH
Alternator Type Built in Regulator with Vacuum Pump
Max.Output 12 V /55 A
Wiper Motor SRF Nippon Denso
Head Light 60 /55 W, Halogen tube
FUEL TANK
90 Lts.
DIMENSIONS
Wheel Base 3335 mm
Overall Width 2220 mm
Overall Length 5454 mm
Overall Height 2070 mm
Front Track 1640 mm
Rear Track 1640 mm
Min.ground Clearance 228 mm
Cargo Box Size(LXWXH) 3740mmX2080mmX1090mm
Load Body Platform Area 3740 mmX2080mm
WEIGHTS
Maximum GVW 6140 Kg
Maximum Permissible FAW 2460 Kg
Maximum Permissible RAW 3680 Kg
Kerb Weight
(Chassis with Cab & Cargo Box with Spare Wheel
Fuel Tank & Tools)
2570 Kg
25. PERFORMANCE
max.gradabilitiy in 1st Gear 27%
Min.Turning Radius 6.0 m
SML SAMRAT
SPECIFICATIONS
ENGINE
Model SLT3 (BS III Compliant)
Type 4 Cylinder inline, water cooled, Direct injection
diesel engine
Aspiration Turbocharged inter-cooled
Displacement (cc) 3435
Max.Power 102 bhp @ 3000 RPM
ELECTRICALS
26. Type 12 VOLTS
Battery 1 NOS,12 V, 120 AH
Alternator 12 VOLTS,55A
DRIVE TRAIN
Clutch Dry single plate with diaphragm spring,
Hydraulically controlled
Transmission 5 Forward, 1 Reverse, Synchromesh
AXLES
Front Axle Heavy duty Reverse Elliot
"I" Beam Section
Rear Axle Heavy duty full floating Banjo type
STEERING
Type Re-Circulating ball type,Manual
SUSPENSION
Front Heavy duty Semi elliptical type multi leaf spring
with hydraulic double acting telescopic shock
absorbers
Rear Heavy duty Semi elliptical type multi leaf spring
with helper
BRAKES
Service Brakes Full air dual circuit S cam roller follower type
Parking Brake Graduated hand control valve system actuating rear brakes
Exhaust Brake Provided
WHEELS AND TYRES
Wheels 8 studs Wheel Discs
No.of Tyres 7 (Including 1 Spare Tyre)
27. Size 8.25 x 20-14 PR (Front)
8.25x 20-16 PR (Rear)
FUEL TANK
Capacity 180 LTRS
SEATS
No.of Seats 1+2 seating in cabin
PERFORMANCE
Max Speed 80 km/hr
DIMENSIONS
Wheel Base 3940mm
Ground Clearance 300mm
Overall Length 7220mm
DIMENSIONS
Wheel Base 3940mm
Ground Clearance 300mm
Overall Length 7220mm
Overall Width 2400mm
Overall height 2460mm
WEIGHT
GVW 11990 kg
LOAD BODY
Length X Width 5240mm(17.2ft) x 2280mm(7.5ft)
28. TRACK
Front 2022mm
Rear 1693mm
SALIENT FEATURES
More driving comfort
Heavy duty suspension
Heavy duty front axle, rear axle & differential
New Strong & sturdy straight chassis frame
Tilt & telescopic steering
Cushioned & adjustable drive seat
Tillable cabin for easy accessibility around the engine
Roof ventilation
Heavy duty bigger air brakes
Heavy duty tyres
8 Hole Heavy Duty Wheel disc with bigger size hub bolts
SML SUPER
29. Specially Built for packed large volume goods.
Cargo box available in Steel High Deck & Half Side Deck 14ft,17ft or 21.6ft
SPECIFICATIONS
VERSION SUPER SUPER/ZT54LWB
Cabin Type Wide
DIMENSIONS & WEIGHT
Overall Length (mm) 6974
Overall Width (mm) 2200
Overall Height (mm) 2070 (STD)
Wheelbase (mm) 3940
Cargo Deck length inside (mm) 5238
Cargo Deck Width inside (mm) 2080
Cargo Deck Height (mm) 570 (STD)
Track
Front (mm)
Depth (mm)
1640
1486
Min. Ground Clearance (mm) 206
Curb Weight (kg) 2800 (STD),3060(SHD)
GVW (kg) 8800
ENGINE
Type 4 Cylinder,in-line OHV,Diesel
Maximum Power 79.2 PS @/ 3000 RPM
Cooling System Water Cooled
30. Bore & Stroke (mm) 100x 110
Displacement (cc) 3455
Compression Ratio 17:1
Max Torque (DIN) (kg-m/rpm) 22.0 /1750
ELECTRICALS
Battery 70 AH
Alternator 12 V-/55 A
Starter 12V-2.7 KW
CAPACITY
Fuel Tank (Ltr.) 180
Oil Pan (ltr.) 7.9
DRIVE TRAIN
Clutch Single plate Dry Diaphragm
Transmission 5 forward all synchromesh/1 Reverse
Final Drive Ratio 6.571
CHASSIS
Frame-Lader type Box section,with special reinforcement, Tubular
cross braces
SUSPENSION
Front Multi Leaf Spring,double acting shock absorber
Rear Multi Leaf Spring,(twin-stage type) double acting
shock absorber
STEERING
Type Recirculating ball type with variable gear ratio
BRAKES
31. Dual-circuit hydraulic vacuum assisted
TYRES
Front 7.50-16-14 PR (12 PR OPNL)
Rear 7.50-16-14 PR (D)(16 PR OPNL)
TRANSMISSION GEAR RATIO
Gear Ratios 1st -5.833, 2nd -2.855
3rd -1.651, 4th - 1.000
5th -0.800, Rev- 5.372
PERFORMANCE
Max.gradabilitiy (tan O) 0.24
Min.Turning radius (m) 6.4
SML ISUZU LT 134
ENGINE
Model 6 Hk1-TC EURO-III Compliant Rear Engine
Type Four Cycle, 6 Cylinders, OHC(over head cam) Direct Injection,
Water Cooled Turbo Charger with Inter Cooler & EGR
Displacement (cc) 7790
Max. Power 230 PS @ 2500 RPM
32. ELECTRICALS
Type 24 volts
Battery 2 Nos 12 V, 150 AH
Alternator 24V, 110A
DRIVE TRAIN
Clutch Cushioned Single Plate, Dry, Hydraulically Controlled, Air assisted.
Transmission 7 Forward 1 Reverse, Synchromesh with overdrive
AXLES
Front Axle Reverse Elliot “I” Beam Section
Rear Axle Full Floating
STEERING
Type Power Steering, Re Circulating Ball Type with Hydraulic Booster
SUSPENSION
Front Air Suspension with 2 Bellows
Rear Air Suspension with 4 Bellows
BRAKES
Service Brakes Full Air, Dual Circuit, S-Cam Type with Auto Slack Adjuster
Parking Brakes Spring Actuator on Rear Wheels, Failsafe
Exhaust Brakes Electro-Pneumatic with butterfly Value in Exhaust pipe. Inter
Locking Actuator for exhaust Brake & Foot Brake with canceling
switch
ABS Provided
Retarder Provided
WHEELS & TYRES
Wheels 10 Stud Wheel Discs
Nos .of Tyres 7(including 1 Spare Tyre)
Size 11-R22.5-14 P R (BS)
FUEL TANK
Capacity 280 Liters
PERFORMANCE
Max. Speed 115 KM/ HR
Gradabilitiy 34%
SEATS
No. of Seats 40 + 1
Type Push back, Reclining Comfortable Seats with Padded Arm Rests and
33. Foot Rest
DIMENSIONS
Wheel Base 5700 MM
Turning Radius 9650 MM
Ground Clearance 250 MM
Overall Length 11400 + 50 MM
Overall Width 2500MM
Overall Height 3700 + 50 MM
TRACK
Front 1980 MM
Rear 1790 MM
ORGANISATION STRUCURE OF SML ISUZU LIMITED
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 used in I.C. engine 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:
34. 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
6.Valve Arrangement:- The valve arrangement I.C. engines are- Side valve type, Overhead valve
type.
7.Type of Cooling:- Based on adopted mode of cooling the engines are of two types
Air cooled engine
Water cooled engine
Oil cooled engine
ENGINES MADE AT SML ISUZU LIMTED
The SML ISUZU assembles following types of engines:-
Euro-I
Euro –II
Euro _ III
C.N.G.
The basic difference between these engines are as follows:-
S. No. Euro -I Euro -II Euro -III C.N.G.
35. 1 In Euro-I engine
the block does not
have a hole for
feed pump
In Euro-II engine
hole for feed pump
are provided on the
back of engine
block.
In Euro-III engine
hole for feed pump
are provided on the
back of engine
block.
In C.N.G engine
the block does not
have a hole for
feed pump
2 In this fuel
injection pump
used is of inline
type
In this fuel injection
pump used is of
rotary type
In this fuel injection
pump used is of
rotary and
electronic type
In C.N.G. engine
distributer is used
3 Here nozzles have
big holes for
spraying diesel
Here nozzles have
smaller holes for
spraying diesel
Here nozzles have
very small holes for
spraying diesel
In C.N.G. engine
spark plug is used
4 It gives power of
79.2 B.H.P. at
3000 R.P.M
It gives power of 88
B.H.P. at 3000
R.P.M
It gives power of
100 B.H.P. at 3000
R.P.M
It gives power of
72 B.H.P. at 3000
R.P.M
BHARAT STAGE NORMS
BS-I BS-II BS-III BS-IV
Specifications 01.04.2000 2005 2005 01.04.2010
CO g/kwh 4.5 4.0 2.0 1.5
HC g/kwh 1.1 1.1 6.66 0.46
NOx g/kwh 8.0 7.0 5 3.5
PM g/kwh 0.36 0.15 0.1 0.02
36. ENGINE ASSEMBLY
Station E-1
1. Engine block is washed and cleaned properly. Then it is ent to the main line.
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.
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.
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 valves.
Station E-2
1. Here first of all camshaft is inserted in the engine block.
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.
37. 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.
6. Based on this coding and according to the table we are going to put the crankshaft bearing.
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.
8. Now key bearing caps are put one by one at their place.
9. 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.
Station E-2A
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.
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.
Station E-3
1. Selection of piston with depth gauge is done.
2. Note all the four readings.
38. 3. Loose fitment of oil cooler assembly fitment on block.
4. Piston assembly is attached to the crankshaft.
5. Connecting rod bolts are tighten up to a torque of 8.2-9.0 kgm.
6. Check end play in connecting rod.
7. Check free movement of crankshaft with piston.
8. 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
the dial gauge shows reading. Note this reading.
9. Place the dial gauge on the other piston and then note the reading shown by the dial gauge.
10. Now rotate the crankshaft and clean the surface of other two pistons.
11. Place the dial gauge on the piston and take the reading in the similar way as discussed
earlier.
12. Compare the values with the table.
13. The gasket is chose according to these readings. Gasket may be green or white.
14. Place the time case assembly on the trolley and move the trolley ahead.
Station 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.
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.
Station E-5
39. 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 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.
8. Tightening and torquing of oil pipe up to 2.5 kgm.
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.
4. Loose fitting of lower pan or sump with gasket.
Station E-7
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.
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.
Station E-7A
1. Two 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.
40. 4. Tightening and torquing of front and rear engine hanger.
5. Vacuum pipe assembly and torque.
Station E-8
1. Cleaning of flywheel face.
2. Attachment of cover assembly and clutch assembly with centering 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.
6. Oiling and fitment of crank pulley and torque.
7. Attachment of SOBP connector.
Station E-9
1. Locate cylinder head bolts after dipping in engine oil.
2. 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.
4. Sub assembly of rocker and oiling, cleaning of cap valve.
5. Oiling of push rod and valve stem.
6. Engine mounting bracket torque.
Station 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.
Station E-11
1. Fitment of return pipe and clipping.
41. 2. Assembling of fuel filter and torque.
3. Fitment of alternator bracket, alternator, strap and torquing.
4. Fitment of water pump pulley.
5. Cooling fan tightening torque 2.5 kgm.
6. Belt fitment and torque.
Station 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.
4. Attachment of stud of manifold.
5. Movement of empty trolley.
6. Temporary attachment of HPP.
Station E-13
1. Placement of engine on trolley.
2. Assembly of stud, heater with gasket and torque up to 2.5 kgm
3. .
4. Attachment and oiling of of oil gauge pipe and dipstick.
42. 5. Sub assembly of head cover with sealant.
6. Attachment of cylinder head cover and torque.
7. Attachment of mounting bracket and torquing.
Station E-14
1. Attachment of breather pipe and torquing.
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 torquing of braided lose.
Station E-15
1. Attachment of turbo charger with gasket.
2. Attachment of turbo charger outlet pipe with clamp.
3. Tightening and torquing of all oil and diesel pipes.
Station E-16
43. 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).
Station E-17
1. Attachment of air pipe bend (turbo charger- air cleaner) with rubber hose and clamp.
SUB ASSEMBLY OF CYLINDER HEAD
1. Cylinder head cleaning.
2. Valve cleaning and paste application.
3. Valve assembly depth measurement note.
4. Seal fitment
5. Spring fitment and setting.
6. Cotter pins and locking.
7. Valve leakage check with soap solution.
44. SUB ASSEMBLY OF COVER TIMING
1. Rubber seat fitment.
2. Plate fitment and torque.
SUB ASSEMBLY OF OIL COOLER
1. Gasket fitment on oil cooler.
2. Attachment of cooler body with cooler and torquing.
3. Filter gasket with oil and torque 2.5 kgm.
4. Leak test confirm.
TRANSMISSION SHOP
The transmission system of a vehicle consist of a clutch, a gearbox giving three, four or even five
different ratios of torque output to torque input, a propeller shaft to transmit the torque output
from the gearbox to the rear axle, and a differential gear to distribute the final torque equally
between the driving wheels. The gearbox is of three types:-
1. Sliding mesh type
2. Constant mesh type
3. Synchromesh type
The transmission system used in SML ISUZU vehicles is five speed synchromesh gearbox. In a
synchromesh gearbox there are synchronizers provided in between the 1st, 2nd, 3rd, 4th and 5th
gear. These synchronizers synchronize the speed of the gears on the main shaft and the lay shaft
so that they can engage and disengage smoothly.
TRANSMISSION ASSEMBLY
Station T-1
1. First put the transmission case on the assembling table and check it.
2. Fix dowels to the transmission case.
3. Fit drain plug, level plug and reverse idle gear lock.
4. Fit PTO (Power Take Off) cover.
5. Putting up of counter shaft inside the transmission case along with counter gear and lock.
45. 6. Putting uo idle pin.
7. Put up idle reverse gear along with needle bearing and two spacer.
8. Insert the gear inside the transmission case along with pin and lock with the help of reverse
lock screw.
9. Lock the counter shaft.
10. Insert the spacer then put bearing and press with the help of tool.
11. Check the counter shaft for rotation.
Station T-2
1. Put the main shaft inside the transmission case.
2. Insert needle bearing along with synchronizer for 4th gear in the main shaft.
3. Insert the gear main drive.
4. Put bearing on both the sides of the shaft.
5. Lock the clutch shaft.
6. Put up bearing races on both sides of the counter sh
7. Put up spacer and Speedo gear (driver) on either sides of main shaft.
8. Check all the gears on the main shaft for free rotation.
Station T-3
1. Load the transmission case on the trolley.
2. Fitting up of rear cover along with gasket Speedo gear (driven) and seal.
3. With the help of dial gauge measure the value of shim on the rear cover and put the shims.
46. 4. Put the shifter fork for different gears on their hub and sleeve.
5. Put up springs inside the fork.
6. Put the balls inside the shift rod. Press the balls with the help of tool by one hand and insert
the rod by hammering from the other side.
7. Check the neutral position of the gearbox.
Station T-4
1. Measure the shim with the help of dial gauge.
2. After selecting the shim then put up bearing cover.
3. Attach magnet with two bolts of bearing cover.
4. Apply sealant and put up clutch housing gasket.
5. Put clutch housing along with six bolts and tigten up clutch housing up to a torque of 9.1-
11.7 kgm.
47. Station T-5
1. Apply sealant, put gasket and fix up front cover.
2. Rotate transmission case and pour 4 liters of transmission oil SAE 90
3. Attach top cover after applying sealant and gasket.
Station T-6
1. Attach mounting bracket.
2. Fitting of parking brake assembly.
3. Put brake drum over the parking brake assembly.
4. Tightening of brake drum bolts up to a torque of 28-33 kgm.
5. Adjust the park brake. For this first tighten up the brake shoes fully. After this start rotating
the brake adjustment screw in the reverse direction up tp six threads.
6. Now put the grommet.
Station T-7
1. Testing of transmission.
2. Rotate in neutral position in clockwise and anticlockwise direction.
3. Check 1st, 2nd, 3rd, 4th, 5th,and reverse gear in clockwise and anticlockwise direction.
4. Check shifting force.
5. Check selecting force.
6. Check for any abnormal noise.
7. Check for any leakage.
48. 8. Put up clutch release bearing assembly.
9. Fit breather plug.
10. Fitting of breather cap.
11. Application of grease.
Beside of these seven stations of the main line of transmission there are two sub stations also.
These sub stations are as discussed below
SA-1 MAIN SHAFT SUB ASSEMBLY:-
1. Put main shaft on the assembling table.
Beside of these seven stations of the main line of transmission there are two sub stations also.
These sub stations are as discussed below
SA-1 MAIN SHAFT SUB ASSEMBLY:-
2. Put main shaft on the assembling table.
3. Insert needle bearing for first gear in the main shaft.
4. Put first gear in the shaft.
5. Now put synchronizer.
6. Inset hub and sleeve assembly for first and second gear.
7. Again insert synchronizer.
49. 8. Now put steel ball in the main shaft with the help of grease.
9. Put needle bearing for second gear.
10. Put second gear.
11. Put gear sleeve.
12. Put snap ring.
13. Put needle bearing for third gear.
14. Put third gear.
15. Put synchronizer.
16. Put hub and sleeve assembly for third and fourth gear.
17. Insert snap ring.
18. Rotate the direction of the shaft.
19. Put needle gear for reverse gear.
20. Put reverse gear.
21. Put hub and sleeve assembly for fifth and reverse gear.
50. 22. Put snap ring.
23. Put synchronizer.
24. Put fifth gear.
COUNTER SHAFT ASSEMBLY:-
1. Assembly of thrust washer diaphragm friction gear and bearing.
2. Snap ring in shaft and counter over top gear.
3. Check for any dent in the teeth.
SA-2 TOP COVERS ASSEMBLY:-
1. Take top cover.
2. Fix the baffle plate and guide plate and tighten then up to a torque of 1.9-2.6 kgm.
51. 3. Fit “O” ring spring with reverse lock stopper.
4. Fit change lever and check lever.
5. Fit shift lever and check it.
6. Fitment of selection assembly.
7. Fitment of reverse and neutral switches and tightens them up to a torque of 2.5 to 3.8 kgm.
8. Apply sealant on plug and tighten them up.
AXLE SHOP
The axle shop is another prime area of a vehicle assembly line at SML ISUZU assembling
plant, it holds position of critical credence.
Differential is a mechanism by means of which outer wheels runs faster than the inner wheel
while taking a turn or moving over upheaval road.
HOT BED ENGINETESTING LAB
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:
1. Filling of engine oil.
2. Checking for any leakage.
52. 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.
PERFORMANCE ENGINE TESTING LAB
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:
53. 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.
54. Project 1
WATER OIL MIX
Problem Statement
To eliminate Man-hour loss due to Quality problems in Engine Assembly Shop.
MissionStatement
To eliminate Man-hour loss due to major Quality problems contributing 80% of the
problem (Based on May-July’10 data) by Dec’10
Parameters 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
17. High SFC
18. RPM Less
55. 19. Puffing
20. Fan Wobbling
FRONT AXLE ASSEMBLY
1. Transport the axle beam on the assembling jig with the help of hoist.
2. Hold the front axle beam with one hand and set it to the attaching hole of the leaf spring.
3. Tighten damper holding bolts on both the sides of the axle beam. The torque of damper
holding bolts should be 5-6 kgm.
4. Place steering knuckle along with thrust bearing on the lower side.
5. Place shims between steering knuckle and front axle beam.
6. Insert king pin guide tool in the king pin hole from upward direction.
7. Insert king pin guide tool in the king pin hole from upward direction pushing down the king
pin guide tool.
8. Take cotter pin out of part box.
9. Insert cotter pin as the matching face of the pin is parallel to the notch portion of the king
pin.
10. Take a hammer and hit the head of cotter pin and fix king pin.
11. Take flange nut out of part box and tighten the nut to the thread of the cotter pin with hand.
12. Place the cap on the upper side of the steering knuckle and hold it partially with the help of
three bolts.
13. Inject SAE 90 oil in the king pin hole. Inject the oil until completely fill up.
14. Hang the spring balance to the spindle portion of steering knuckle assembly.
15. The turning torque for pulling the spring balance should be 6 kgm.
56. 16. Now place the cap on the lower side of steering knuckle and tighten it with the help of two
bolts up to torque of 1.3-2 kgm.
17. Take knuckle arm and fix crescent key to it with the help of hammer. Now insert knuckle
arm in its hole and tighten it with the help of castle nut.
18. Insert split pin to the hole as the longer side of the split pin being outside. Hit the head of
split pin lightly with hammer, and then bend the fleet of split pin with the notch portion of
the hammer.
19. Take tie rod and fix one of its end to knuckle arm. Adjust its nut so that the remainder of
thread on both sides should be same.
20. Check right and left hand side of tie rod assembly and insert the ball joint to knuckle arm.
Insert castle nut to ball joint inserted to knuckle arm.
21. Insert split pin to ball joint hole fit to ditch of castle nut. Hit the head of split pin lightly with
hammer and bend the fleet of split pin.
22. Repeat the above procedure on the other side of axle beam.
23. Place brake assembly on both sides of the axle beam and tighten with the help of bolts up to
torque of 12-14 kgm.
24. Grease hub on the on the steering knuckle side. Insert the hub completely with the help of
hub assembling tool.
25. Tighten up the lock nut. Check the preload of its value should be between 3.5-5.5 kgm.
Adjust the nut such that the hub rotates freely now insert the lock pin.
26. With the help of width gauge inspect whether the lo9ck nut get seated at its place or not. For
this the value should be 42.3 mm maximum.
27. Now put the hub cover on the both sides of the axle beam. Tighten up the hub cover with the
help of cross head type screws.
28. Fill the bearing cap with grease and fix them at the center of the hub to prevent it from dust.
Hit the cap lightly with hammer so that it gets fix properly.
29. Adjust the brake of the brake drum with the help of brake adjustment and turning tool.
Before adjusting the brakes remove the hole plug. After adjusting the brakes insert the plug
again to its place.
30. Tighten up the tie rod nut up to a torque of 9.0-12.0 kgm.
31. Lift the axle and put it on the trolley.
ASSEMBLY OF DIFFRENTIAL GEAR:-
1. Place the cage differential gear on the assembling table.
2. Putting up of sun gear with thrust washer inside the cage.
3. Insert four planet gear on the cross inside the cage over the sun gear.
4. Again put a sun gear with thrust washer over the cross assembly.
5. Place the upper cover of the cage and tighten it with the help of bolts up to torque of 6.5
kgm.
57. 6. Ensure free rotation of gears.
7. Check for any abnormal noise.
8. Press bearings on the both the sides of this assembly.
9. Put the above assembly on the assembling jig. Now put crown wheel on this assembly.
10. Tighten up the crown wheel with the help of bolts up to a torque of 28 kgm.
PINION GEAR ASSEMBLY
1. Take the differential carrier and set MD measurement machine with master tool. Set the dial
reading with master reading consist of measurement tool, spacer, shim adjustment tool,
measurement block and housing bearing.
2. Check MD reading of differential carrier with combination of bearing.
3. Pick up pinion, spacer and pilot bearing.
4. Attach the pinion gear to the pilot bearing inserting a spacer in between the two and press all
of them with the help of hydraulic press.
5. Now put pinion, spacer and pilot bearing assembly on the jig.
6. Put the bearing that is used in the MD machine previously on the above assembly.
7. Now press it with the help of hydraulic press of assembly jig after putting a tool.
8. Now put distance piece, bearing housing along with a small bearing placed on it.
9. Put a seal cover over it.
10. Again pres the whole assembly with the help of hydraulic press with the help of tools.-
11. Now put the flange with the dust cover.
12. Press it with the help of hydraulic press of jig.
13. Now put a washer and a nut and screw it up to 2-3 nuts.
14. Check the motion of the pinion gear.
DIFRRENTIAL CARRIER ASSEMBLY
1. According to the reading written on the differential carrier, puts shims of combination of
0.10 mm and 0.15 mm values on differential carrier.
2. Now locate pinion gear assembly on the differential carrier such that the shims are in
between the pinion gear assembly and the differential gear.
3. Tighten up the pinion gear assembly with the help of bolts up to torque 25-40 kgm.
Preloading of pinion nut with multiplier and torque wrench should be done up to a value of 18-
20 kgm.
4. Now insert the differential carrier.
5. Lift the differential gear assembly with the help of hydraulic lift and put it in the
differential carrier.
6. Put cone bearing on both sides of differential gear assembly.
7. Now put adjustment screws on both sides of differential gear assembly
8. Turn the adjustment screw with the help of tool.
58. 9. Placing the puppy dial gauge near the crown wheel teeth and turn the pinion gear with the
help of hand so that the crown wheel teeth just touches the puppy dial tip.
10. Bring the dial gauge pointer to zero position.
11. Now see the backlash between the crown wheel and the pinion gear. It should be between
0.22 to 0.27.
12. If it is not between these values then adjust adjustment screws and repeat points 10 and 11
and check backlash.
13. After adjusting the backlash then apply white paint on the crown wheel teeth and the pinion
gear teeth.
14. Screw up the clips on the adjustment screws.
15. Check preload of final assembly. Its value should be 23-25 kgm.
16. Lift the carrier.
REAR AXLE ASSEMBLY
1. Place the rear axle beam on the assembling jig and punch serial number over it.
2. Put up brake assemblies on both sides of the axle beam. tighten up the bolts of the brake
assemblies up to a torque of 10-12 kgm.
3. Put up wheel hub over the brake assemblies. Lock the wheel hub with wheel hub lock plate
and tighten up the lock plate with two bolts up to a torque of 2 kgm. Now put brake drum
over the hub.
4. Pour 3.5 liters of differential oil SAE 140 in the axle beam.
5. Insert differential assembly in the center of the axle beam along with the application of
sealant and tighten it up with the help of bolts up to a torque of 4 kgm.
6. Insert axle shafts from the both sides. Ensure that it is properly engaged with the SUN gear.
7. Tighten up the axle shafts with the help of bolts up to a torque of 10 kgm.
8. Adjust the brake of the brake assembly.
Lift the axle beam from the assembly jig with the help of hydraulic hoist
HOT BED ENGINETESTING LAB
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:
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.
59. PERFORMANCE ENGINE TESTING LAB
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
60. These are made by the Indian manufacturers. These are fully electronic. In this various sensors
are assembled.
61. Project1
WATER OIL MIX
Problem Statement
To eliminate Man-hour loss due to Quality problems in Engine Assembly Shop.
MissionStatement
To eliminate Man-hour loss due to major Quality problems contributing 80% of the
problem (Based on May-July’10 data) by Dec’10
Parameters 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
17. High SFC
18. RPM Less
62. 19. Puffing
20. Fan Wobbling
POSSIBLE 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
Low Pressure setting at Pressure Testing
63. 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
Pressure testing operator lethargic
Inspection valve not opened at Pressure Testing
SOP not displayed at Pressure Testing
Cylinder head pressure testing at low pressure
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 torqued
TESTING OF HYPOTHESIS – WATER OIL MIX
64. SR.
NO. PROBABLE
CAUSES
METHOD
OF
TESTING
TESTING & OBSERVATIONS. CONCLUSI
ON
1
Ref.
Machining
shifted in
Cyl Block
machining
Coordinate
measuring
machine
05 no’s of leak blocks checked for ref
machining. Ref dowel generation dim
23.6 found against reqd. 23.65 as
casting reference
Invalid
2
Internal
leakages in
Cyl Block Pressure
Test rig
300 no’s 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.
Valid
3
Water mix
in Engine oil
before
Testing
Engine
Testing
05 no’s of rejected Engines re tested
with fresh Engine Oil in Engine
Testing. Water mix again observed in
all these Engines
In Valid
4
Internal
leakages in
Cylinder
head
Pressure
Test Rig
100 no’s 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
Valid
5
Body Assy
Gasket
missing
during
Engine Assy
Engine
Assy
05 no’s of Water mix Engines analysed
& it is observed that Body Assy gasket
was properly pasted in all these
Engines
Invalid
6
Cylinder
head bolts
under
torqued
Torque
meter
50 no’s of Engines audited for
Torquing of Cylinder head mtg bolts.
All bolts found Torque above 12.0 Kg-
m
Invalid
Possible Root Causes – Water oil mix
65. (Possible causes where hypothesis proved valid)
Internal leakages in Cylinder Block
Internal leakages in Cylinder Head
Root Causes – Water oil mix
a. 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.
b. Internal leakages in Cylinder head:
Water from Water jackets of Cyl. 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.
Why-why analysis to establishroot causes – WaterOil Mix
S. No
ROOT
CAUSE
Why? WHY? WHY? WHY?
1
Internal
leakages in
Cylinder
Block
Water galleries
open in to
Cylinder Block
Not detectable at
Pressure Testing
stage
Operator skip to open
discharge valve while
testing water gallery
Manual system
Less visibility Poor Lux level
Skip testing No traceability
Less Pump Pressure
Pump defective/
Leakages in rig
Pressure not defined
Operator skip/reduce
testing time
Manual control
Untrained workmen No SOP’s
66. 2
Internal
leakages in
Cylinder head
Water jacket
open in to push
rod oil passage
Not detected in
Pressure Testing
stage
Pressure Testing not
full proof
Less sealing of Cyl.
head bottom face
during Testing
Sealing gasket
damaged
No Preventive
maintenance
schedule
No traceability of
workmen doing opn
Process for identification and prioritization of possible solutions
S.
No
Root cause Observations Possible solutions - Prioritized
1st 2nd 3rd 4th
1
Internal
Leakages
in Cyl.
Block
Operator skip to
open the discharge
valve while
checking water
gallery
Poke Yoke
implementation
SOP
Quality
alarm
Check
on
operator
1
Internal
Leakages
in Cyl.
Block
Operator skip to
open the discharge
valve while
checking water
gallery
Poke Yoke
implementation
SOP
Quality
alarm
Check
on
operator
Less Pump Pressure
Increase pump
pressure
Procure New
m/c
Inadequate lighting Increase Lux value
Untrained operator,
No SOP’s
Make SOP’s & train
operators
Deploy
regular skilled
operators
67. Operator skip /
reduce testing time
Introduced timer
Wall clock for
operator
2 Internal
leakages in
Cyl. head
Less sealing of Cyl.
head bottom face
during Testing
Improve sealing by
changing mounting
Replace Testing
m/c
Sealing gasket
damaged
Replace gasket
Bad condition of Test
rig, No Preventive
maintenance
Rework Test rig &
make preventive
maintenance schedule
Give Annual
Maintenance of
Test rig
No Traceability Traceability Register
Computerized
record
3
Wrong
setting of
Pressure
relief valve
Pressure setting
gauge at supplier
end not working
properly
New Pressure gauge
Repair
Pressure
gauge
Seepage in Testing
- Non standard
gaskets at supplier
New standardized
gaskets from SML
New local
gaskets
4
Oil leakage
from oil
pump back
plate
No Traceability of
pressure setting at
supplier end
Punch pump number
Write Pump
number with
marker
Lub oil Pump test
rig for auditing at
SML not working
Procure new Test rig
Repair Test
rig
List of Root causes & actions taken – Water oil mix
68. S. No Root causes Observations Action Taken
1
Internal
leakages in
Cylinder
Block
Operator skip to
open the discharge
valve while
checking water
gallery
Poke - Yoke applied by
installing Auto control valve
during Pressure Testing
Less Pump Pressure
New Pump installed for
Pressure increase from 3.0 to
4.5 Kg/cm2
Inadequate lighting
in Testing area
Lux value in Pressure testing
area increased from 200 to
600 lux
Untrained operator,
No SOP’s displayed
SOP made & displayed for
Pressure Testing
Operator reduce
testing time
Poke - Yoke applied by
installing Timer in Pressure
Test rig.
Operator skip testing
Traceability introduced by
recording pc number and
operator and name
2 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
rig, No Preventive
maintenance schedule
Preventive maintenance
schedule for leakage testing
implemented.
Operator skip testing
Traceability introduced by
recording pc number and
operator name
69. BENEFITS
Tangible
Man-hour loss of major contributors eliminated from average of 308 hours per month to zero
.
Total annual recurring savings for this gain = Rs 12, 53,349
Running expenses/investment
No increase in running expenses. One time Investment made for improvement is Rs
15000 approx.
Intangible
(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
Project 2
LOW OIL PRESSURE
Problem Statement
To eliminate Man-hour loss due to Quality problems in Engine Assembly Shop.
MissionStatement
To eliminate Man-hour loss due to major Quality problems contributing 80% of the
problem
POSSIBLE CAUSES FOR LOW OIL PRESSURE:
70. 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
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
71. OJT not imparted
Pressure setting gauge not working
Probable Causes – Low oil pressure
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
TESTING OF HYPOTHESIS – LOWOIL PRESSURE
SR.
NO. PROBABLE
CAUSES
METHOD
OF
TESTING
TESTING & OBSERVATIONS.
CONCLUSION
1 Crank Bore
Oversize in
Cyl. Block
Bore
Gauge
05 no’s 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
2
Cam Bore
Oversize in
Cyl. Block
Bore
Gauge
05 no’s 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
3
Wrong
setting of
Pressure
relief valve
Pump
Testing
Test Rig
05 no’s 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
Kg/cm2 against required 6.5 ± 0.3
Kg/cm2 @ 1000 RPM. 100 no’s of
Valid
72. pumps audited at supplier end, High
variation observed from 5.0 – 6.5
Kg/cm2 during Pump pressure
testing.
4
Low
discharge
of oil pump
Pump
Testing
Test rig
100 no’s of Oil pumps checked on
Pump Testing rig for discharge &
found OK (11 lpm at 3.5 Kg/cm2
@ 1000 RPM)
Invalid
5
Blow holes
in oil Pump
body
Pump Test
rig
05 no’s 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
6
Oil Leakage
from Oil
pump back
plate
Pump
Testing
Test Rig
05 no’s of Lub oil pumps of rejected
Engines checked for leakage at
supplier end, out of which 03 no’s
found leak from back plate. Flatness
of 100 no’s of back plates checked
on m/c at supplier end & observed
0.2mm against required 0.05 max in
08 no’s of plates.
Valid
7
Plunger Dia
undersize
Outside
Micrometer
Outside diameter of Plunger of 10
no’s of rejected Engines checked &
observed OK Invalid
Possible Root Causes – Low Oil Pressure
(Possible causes where hypothesis proved valid)
Wrong setting of Pressure relief valve
Oil leakage from oil pump back plate
Root Causes – Low Oil Pressure
a. Wrong setting of pressure relief valve:
73. Low oil pressure setting of Pump relief valve resulting in to low pressure of Engine during
Engine Testing.
b. Oil leakage from Oil pump back plate:
Oil leakage observed from oil pump back plate resulting oil pressure drop of Engine during
Engine Testing.
Why- why analysis to establish root causes - Low oil Pressure
S. NO
ROOT
CAUSE
Why? WHY? WHY? WHY?
1
Wrong setting
of Pressure
relief valve
Low setting from
supplier end
Pressure setting
gauge of Test rig
giving error
(Zero scale shifted)
Gauge not
calibrated
No calibration
system
Inadequate gauge
least count
No Standardization
Seepages during
Pressure setting
Pump sealing not
proper during
pressure setting
2
Oil Leakage
from Lub oil
pump back
plate
Less sealing
between pump
face & back plate
Susceptible gap
between pump face
& back plate
Machining process
not capable
Turning done to
maintain flatness
74. LIST OF ROOT CAUSES & ACTIONS TAKEN – LOW OIL PRESSURE
S. No Root causes Observations Action Taken
1 Wrong setting
of Pressure
relief valve
Pressure setting gauge at
supplier end not working
properly New Pressure gauge introduced of
least count 0.5 Kg/cm2
Pressure setting gauge least
count less
Seepage in Testing due to
Non standard gaskets used
at supplier end
New standardized gaskets provided
by SML
No Traceability of
pressure setting at supplier
end
Pump number punching
introduced & traceability
introduced at supplier end
Lub oil Pump test rig for
auditing at SML not
working
New test rig procured at SML for
regular auditing. Audit schedule
made.
2
Oil Leakage
from Oil
pump back
plate
Flatness of back plate
excess to 0.2mm against
required 0.05mm max
Opn changed to grinding machine
from CNC Turning
Surface finish changed in drawing
from 12.5 Rz to less than 0.8µRa
Project 3
Auditing 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.
75. During the auditing of the engine assembly we check the 57 attributes. The main points which
are audited are as follows:
1. Torquing of various nuts and bolts used in the assembly of the engine.
2. Free movement of crank shaft.
3. End play of crank shaft.
4. End play in connecting rod.
5. Topping of liner
6. Gasket selection
7. Tappet clearance setting.
8. Filling of engine oil.
9. Oil pressure at idle RPM 650-720.
10. Any vibrations.
Instruments used for auditing.-
1. Torque meter
2. Dial gauge
3. Feeler gauge
4. Puppy dial
5. Pressure gauge.
Achievements 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.
Project 4
Auditing of transmission
In this project we check the various attributes of the transmission during the assembly of the
transmission, to ensure that the assembly is done according to the standard procedure or not.
During the auditing of the engine assembly we check the 16 attributes. The main points which
are audited are as follows:
1. Gear End play
2. Torquing of various nuts and bolts used in the assembly of the transmission
76. 3. Gear shift force.
4. Any vibrations.
Instruments used for auditing.-
1. Feeler gauge
2. Torque meter
3. Spring balance.
Achievements 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 gear end play of the main shaft is done manually no feeler gauge was
used. Then we provide them.
3. Before auditing spring balance is not used at the gear shift force testing station. Then we
inform the supervisor in charge who took the corrective action.
Some audit reports are attached here for reference.
Project 5
Auditing of Axle
In this project we check the various attributes of the axle during the assembly of the axle, to
ensure that the assembly is done according to the standard procedure or not.
During the auditing of the engine assembly we check the 37 attributes. The main points which
are audited are as follows:
1. Torquing of various nuts and bolts used in the assembly of the axle.
2. Gear backlash
3. Contact pattern
4. Steering knuckle preload.
5. Front hub preload.
6. Rear hub preload.
Instruments used for auditing.-
1. Torque meter
2. Puppy dial
3. Snap gauge
4. Spring balance
5. Feller gauge.
77. Achievements 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 shim adjustment tool and feeler gauge is not used. Then we provide them.
3. Before auditing spring balance is not used at the preload testing station. Then we inform the
supervisor in charge who took the corrective action.
Some audit reports are attached here for reference
