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damage to the cylinder surface. The original piston ring end gaps were measured for each cylinder and the results are shown in Table 3-2. Each piston ring was hand filed to enlarge the end gaps to match the recommendations for piston rings on extreme performance applications. The final piston ring end gaps shown in Table 3-2 are still within the tolerance for the maximum allowed end gap stated by the manufacturer so no significant performance loss was expected while testing at normal operating temperatures. Table 3-2. Measured piston ring end gaps. The Daihatsu 3-cylinder diesel engine uses a cam in block design with solid lifters and pushrods actuating the valves. This type of valve train requires clearance to allow for thermal expansion, which is set using adjustable rockers at the valve tip. Engine valve clearances are set by the factory for the expected operating temperature range to ensure there is always clearance when the camshaft is on the base circle. The additional expansion from the elevated temperatures for this experiment could have reduced the valve clearance to zero, preventing the valves from closing entirely once the engine reached temperature. The result would have been a loss of compression and poor engine performance. The specified valve clearance for this engine is 0.20 mm for both intake and exhaust valves, set with the engine at room temperature. The valve clearances were increased to the conservative values of 0.25 mm and 0.28 mm for the intake and exhaust valves, respectively. Piston Ring Initial End Gaps [mm] Final End Gaps [mm] Cyl. 1 Cyl. 2 Cyl. 3 All Cylinders Top Compression Ring 0.20 0.33 0.30 0.46 Middle Compression Ring 0.23 0.46 0.46 0.51 Oil Control Ring 0.25 0.38 0.36 0.38 37PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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