Tell me about the picture of the cylinder block.

In the heyday of JDM, young people will be attracted by the booming Japanese automobile industry, and various classic models will emerge one after another. It seems that the models sold by automobile manufacturers are only semi-finished models, which has become an indispensable step.

In that era when automobile culture was popular among young people, the topic of modification always occupied the limelight of discussion, and all aspects related to powertrain improvement were even more remarkable. If we look back at the era when refitting culture became a trend, the models launched by various manufacturers are full of refitting potential, including Toyota's civil Thousand Horses 1JZ and 2JZ, RB26 of the Heart of War, 4G63T of Lancer, EJ20 and EJ25 of Subaru. With the modification of these potential engines in off the charts, many car owners have the desire to explore and modify, so a large number of modified brands specializing in modifying power have appeared in the market, such as Cosworth, Junjun and CP.

The intra-abdominal reinforcement involved in deep power modification is a very important step, in order to let the owner squeeze out the last power of the engine and arm the chariot to the teeth.

However, with the changes of the times, laws and regulations, changes in consumer demand and many other reasons, the current car companies are gradually inclined to produce all kinds of grocery shopping vehicles, and it is difficult to meet the expectations of modified players in terms of modification potential. Various modification schemes that have been sought after by modification players have gradually been replaced by fast-food modifications introduced by some modification shops, and even some ordinary modification schemes have gradually been marginalized by the market, not to mention the "high-precision and professional" engine internal reinforcement, and few people care about it; Nowadays, the internal reinforcement of engines is often just the talk of some "keyboard men", and few modified players really touch this field.

When we talk about the internal reinforcement of the engine, we have to talk with the manufacturer about the design of the powertrain. When designing powertrain, manufacturers often need to consider many objective reasons such as reliability, fuel consumption, cost, emission, maintainability and production difficulty. Therefore, manufacturers will leave enough room in hardware configuration and be conservative in software tuning, so that mass-produced engines can maintain very high reliability and stability.

According to the margin left by the manufacturer when adjusting the hardware and software configured on the powertrain, these parts are all seals left by the manufacturer in the eyes of the refitting players, and tearing this seal can completely release the original performance of the engine.

After touching this field, just like Kanekin's law, the shortcomings of the engine itself will be gradually supplemented, such as exhaust system, intake system, ignition system, ECU adjustment, valve timing ... Finally, the strength of internal parts of the engine and the strength of the engine block will be strengthened and improved.

In the field of engine internal reinforcement, it is generally divided into two parts, one is the camshaft chamber at the top of the cylinder, and the other is the middle cylinder of the engine.

The main purpose of strengthening the camshaft chamber of the engine is to optimize the valve train of the engine, improve each short board in the intake and exhaust process of the engine, strengthen the inflation efficiency of the engine, and make the intake and exhaust in the cylinder more efficient; In the strengthening of the middle cylinder, more and more complex problems need to be considered, such as whether the strength of the crankshaft connecting rod mechanism can support high power output and whether the lubrication system of the cooling system and other supporting mechanisms can support the performance of the engine after strengthening and refitting.

In the field of metallurgy, the heat treatment of metals can often directly affect the properties and uses of metal products. In metal smelting, all forged parts will be light and durable, and they also have a very high fit, so forged parts have a very high fit for high-performance and high-precision engines. However, for manufacturers, the process of forging parts is too complicated, which leads to its high cost, so it can not be produced and applied on a large scale for cost reasons; If it is just a small-scale modification by ordinary players at all costs to improve performance, this need not be considered too much.

For the parts that need to be strengthened in the engine abdomen, the shapes, materials and processing methods are different, and even the "forging" level of different parts such as pistons, connecting rods and crankshafts.

The piston is the most forged part. The general shapes of piston top, piston skirt, piston bottom and piston pin base are forged with a whole piece of aluminum ingot, and then the piston top, piston pin, piston ring groove, oil hole and other parts are finished by CNC.

In the process of piston forging, it is necessary to consider the influence of the change of the internal shape of piston and valve chamber on the turbulence and mixed flow of mixed gas and the compression ratio of engine. In the forging process, the top shape of the original piston is often changed, with the purpose of reducing the compression ratio of the engine, allowing the cylinder to accommodate a higher turbocharging coefficient to meet the demand of turbocharging efficiency, and at the same time increasing the upper limit of engine speed, reducing the knock limit, and making the engine do work more efficiently.

The forging degree of the connecting rod is lower than that of the piston, roughly forging the general shapes of the connecting rod body, the big head and the small head, and then sending them to CNC for further processing the cross-sectional shape of the connecting rod, cutting off the big head and finishing the inner surfaces of the big and small heads. In the forging process, the shape of the engine connecting rod was optimized, so that the stress and dynamic balance of the connecting rod were further improved.

Because the shape of the crankshaft is too complicated, forging the crankshaft is not to forge the crankshaft, but to use a whole forged aluminum ingot or steel ingot, and put the whole aluminum ingot or steel ingot in each station for cutting and processing, and gradually process the shape of the crankshaft. By taking advantage of the inherent advantages brought by the mechanical characteristics of forged aluminum ingots or steel ingots, a "forged" crankshaft is obtained.

In the internal strengthening project of the engine, in addition to the crankshaft connecting rod piston as the main core component, other internal parts of the engine naturally need to be further strengthened, such as crankshaft bearings with low friction coefficient, strengthening screws and fixing screws at various parts. , and basically all need to be forged.

After forging all parts, the heat dissipation and tolerance fit caused by the change of parts materials are also very difficult problems in the later revision process.

In the process of engine internal reinforcement, even if all the parts are reinforced, all the details still need to be considered. After all, for a high-precision machine like an engine, all parts are often forged and strengthened, but in practical application, it is very likely to affect the operation of the engine itself.

After all, all kinds of unbalanced phenomena, except the heat treatment changes of parts and forgings in the assembly process, are not just keyboard man and the like. For very professional workers, they are treading on thin ice, and even a slight mistake may cause great hidden dangers.