FER is anxious to promote agreed set of definitions
Page 105
If you've noticed an error in this article please click here to report it so we can fix it.
• Few areas of reconditioning have their own association — the engine business is one of the exceptions. The Federation of Engine Remanufacturers (FER) is in the business of promoting the capabilities and services of its members.
As such, the FER is an extremely active organisation with its own bi-annual exhibition conference (Brighton Metropole Hotel, May 27-30, 1987) and magazine. The Federation's secretary Walter Reeves says the organisation now has 220 full and 65 supplier members.
Through the FER president, currently Norman Wilkes, the organisation enforces its standards. "We've not yet had a complaint which has not been amicably settled," comments Norman Wilkes.
The FER is anxious to promote one set of agreed definitions in the engine reconditioning business. As Norman Wilkes explains, there are so many terms used, such as reconditioned service exchange, short/long engines which mean different things to different people. The FER would like to see common definitions used throughout the industry.
The FER has adopted its own common engineering standards which its members must use. "These are very high — indeed, some vehicle manufacturers' reconditioned engines are not up to our standards," adds Reeves.
The basic FER specifications for a reconditioned engine are: All engines to be completely dismantled and thoroughly degreased.
Cylinder block to be rebored and honed with cross-etch finish to FER Technical Standards.
Misaligned or faulty bearing housings to be re-machined to suit bearings supplied. Distorted cylinder faces to be remachined with minimum stock removal. Cylinder head to be re-machined with minimum stock removal on head face. Valve guides to be replaced as necessary. Valve and valve seats to be refaced. Damaged valves to be replaced and valve inserts to be fitted where required.
Rocker gear to be replaced as required.
Crankshafts. All serviceable crankshafts to be re-ground on all journals to appropriate undersize.
PER Technical Standards to be adhered to.
Camshafts, camshaft bearings and camfollowers. New or serviceable shaft to be used. Bearings and camfollowers to be replaced as required.
Con rods to be replaced or rectified as required.
Oil pumps to be checked, overhauled or replaced.
Flywheel to be re-ground and new ring gear fitted.
All damaged stud holes to be plugged and re-tapped, loose dowels to be replaced with 0/S dowels.
Engine to be re-cleaned after machining operations and assemble to FER Standards with all parts in a serviceable condition, correct torque loading of bolts to be observed and the 100% replacement of pistons, bearings, gaskets and oil seals, timing chains, core plugs, lock washers and filters where fitted.
Further the FER also lays down dimensional and machining technical standards for its members: Surface finish of crankshaft journals: not to be in excess of 15 cla (centre line average).
Maximum ovality of journals: .006mm (.00025in) up to 75mm (3in) diameter Maximum taper of crankshaft journals: .006mm up to 75mm width of journal Journal dimensions: up to 75mm diameter +or— .006mm (.0005in) up to 115mm (4.5in) +or— .012mm.
Thrust width limit: engine maker's limits Maximum ovality of bearings: .006mm for car bearings Centre axis of crank: .025mm (.001in) at flywheel end Parallellism of axis of crank (run out): .025mm per 30cm length (.001in per ft) Angle of cylinder bore to crank: .075mm (.003in) in 150mm (6in) lengths (Where a block has been welded, this limit does not apply) Cylinder bore diameters: —.000 to +.025mm (.001in) up to 90mm (31/2in) bore. Over 90mm (31/2in) to 115mm (4V2in) diameter —.000 to .38mm (.0015in) Taper of cylinder bores: .0012mrn (.0005in) in 150mm (Gin) As well as laying down technical standards for its members to ensure product quality, the FER also has its own 12month/19,300km (12,000 miles) standard warranty. Prospective members' premises are inspected by the FER as are their machining and test equipment.
Norman Wilkes, the current FER president, reckons his company Gosnay Engineering Co Ltd, Romford, is typical of those in the Federation. As such it has seen a change in demand patterns for its services. "With the technical improvements in petrol engines these units are now lasting far longer — so in recent years we have seen a decline in demand for reconditioned units of this sort", says Norman Wilkes. "Now I think we are poised to see growth in demand for reconditioned petrol engines. Also, I further forecast that small diesel engines will provide us with increasing work," he adds.
The demand for larger reconditioned truck diesels has also grown steadily through the years for Gosnays.
Norman Wilkes is keen to stress that the services that his and other FER member companies can offer are far in excess of those available from garages. "FER members have a major investment in machining equipment and can recondition/repair petrol and diesel engines cheaper and quicker than most garages," he says.
Gosnay's machining equipment includes three crankshaft grinders, line-boring machinery and many other general-purpose machines. The company has built up a massive crankshaft grinding business, currently it handles some 10,000 crankshafts per year. In addition, as another specialist service, Gosnay also has a mobile liner-fitting team.
"In this country reconditioned units have a poor reputation; other countries, especially the USA, are far more salvage and rebuild minded. Here in the UK the FER is determined to improve the image and quality of reconditioned engines," says Norman Wilkes.