SUBMITTED BY:

SHIBARGHYA CHATTERJEE
BALASORE COLLEGE OF ENGINEERING AND TECHNOLOGY
(UNDER BIJU PATTANAIK UNIVERSITY OF TECHNOLOGY)
BRANCH: MECHANICAL ENGINEERING
SEMESTER: 4TH
ROLL NO. 09/ME/51
REGISTRATION NUMBER: 0901225159

INDUSTRIAL TRANING REPORT

(JUNE-JULY, 2011)

Here, I found this golden chance to acknowledge all those

people who had blessed, encouraged and supported me
technically and morally through all the phases of my training. I
thank almighty God for giving me this opportunity to express
gratitude to all those who helped me in my training.
First of all, I pay my immense gratitude to Principal Dr. D.P
Banerjee,
Mr. S.K Chatterjee, HOD, Mechanical Engg. Department for
their
valuable guidance.
It is my proud to express my heartiest gratitude to my
venerable guide to
Mr. S.S Ghosh (Manager of Maruti Suzuki) without whose
expert guidance and support, this training period would have
been compelling.
I extend my fort right thanks to my family& friends for their
moral support and encouragement throughout my training
report.
Shibarghya Chatterjee
M.E. (4 th
SEM.)
Reg. No.
0901225159
BCET,
Balasore

BEEKAY AUTO PVT. LTD.:BEEKAY AUTO PVT. LTD.

servicing

company

of

is authorized dealer &

Maruti Suzuki. India's top

automobile manufacturer, Maruti has dealers spread across all

over the country. Beekay Auto is also a car dealer of Maruti
Suzuki in India.
Beekay Auto Pvt. Ltd.
NH 2, Chandni More, 70 mile, Burdwan, West-Bengal
Pin 713101
Phone Number(S): 0342-2647002, 0342-2647004
Fax- Nil
E-Mail: Nil

INTRODUCTION: Maruti Suzuki India Limited is a leading four-wheeler

automobile manufacturer in South Asia. It is largely
credited for having brought in an automobile revolution
to India.
It was a joint venture between the Indian
government, and Suzuki of Japan. As of May 10 2007,
Govt. of India sold its complete share to Indian financial
institutions. With this, Govt. of India no longer has stake
in Maruti Udyog.
The company annually exports more than 50,000
cars and has an extremely large domestic market in
India selling over 730,000 cars annually.
4

 Maruti Suzuki offers 13 models, Maruti 800, Omni,

Alto, Versa, Ritz, Gypsy, A Star, Wagon R, Zen Estilo,
Swift, Swift Dzire, SX4, and Grand Vitara.
Maruti Suzuki has manufacturing plants in Gurgaon &
Manesar.

Maruti Suzuki India Limited

is a publicly listed
automaker in India. It is a leading four-wheeler automobile
manufacturer in South Asia. Suzuki Motor Corporation of Japan
holds a majority stake in the company. It was the first company
in India to mass-produce and sell more than a million cars. It is
largely credited for having brought in an automobile revolution
to India. It is the market leader in India and on 17 September
2007, Maruti Udyog was renamed Maruti Suzuki India Limited.
The company headquarter is in Gurgaon, Haryana (near
Delhi).

Profile:Maruti Suzuki is one of India's leading automobile

manufacturers and the market leader in the car segment, both
in terms of volume of vehicles sold and revenue earned. Until
recently, 18.28% of the company was owned by the Indian
government, and 54.2% by Suzuki of Japan. The Indian
government held an initial public offering of 25% of the
company in June 2003. As of 10 May 2007, Govt. Of India sold
its complete share to Indian financial institutions. With this,
Govt. Of India no longer has stake in Maruti Udyog.

Maruti Udyog Limited (MUL)

was established in
February 1981, though the actual production commenced in
5

1983 with the Maruti 800, based on the Suzuki Alto key car
which at the time was the only modern car available in India,
its' only competitors- the Hindustan Ambassador and Premier
Padmini were both around 25 years out of date at that point.
Through 2004, Maruti has produced over 5 Million vehicles.
Marutis are sold in India and various several other countries,
depending upon export orders. Models similar to Marutis (but
not
manufactured by Maruti Udyog) are sold by Suzuki and
manufactured in Pakistan and other South Asian countries.

The old logo of Maruti Suzuki India Limited...

The company annually exports more than 50,000 cars and has
an extremely large domestic market in India selling over
730,000 cars annually. Maruti 800, till 2004, was the India's
largest selling compact car ever since it was launched in 1983.
More than a million units of this car have been sold worldwide
so far. Currently, Maruti Alto tops the sales charts and Maruti
Swift is the largest selling in A2 segment.
Due to the large number of Maruti 800s sold in the Indian
market, the term "Maruti" is commonly used to refer to this
compact car model. Till recently the term "Maruti", in popular
Indian culture, was associated to the Maruti 800 model.
Maruti Suzuki India Limited, a subsidiary of Suzuki Motor
Corporation of Japan, has been the leader of the Indian car
market for over two decades.
Its manufacturing facilities are located at two facilities Gurgaon
and Manesar south of New Delhi. Marutis Gurgaon facility has
an installed capacity of 350,000 units per annum.
6

The Manesar facilities, launched in February 2007 comprise a

vehicle
assembly plant with a capacity of 100,000 units per year and a
Diesel Engine plant with an annual capacity of 100,000 engines
and transmissions. Manesar and Gurgaon facilities have a
combined capability to produce over 700,000 units annually.
More than half the cars sold in India are Maruti cars. The
company is a subsidiary of Suzuki Motor Corporation, Japan,
which owns 54.2 per cent of Maruti. The rest is owned by the
public and financial institutions. It is listed on the Bombay Stock
Exchange and National Stock Exchange in India.
During 2007-08, Maruti Suzuki sold 764,842 cars, of which
53,024 were exported.
In all, over six million Maruti cars are on Indian roads since the
first car was rolled out on 14 December 1983.
Maruti Suzuki offers 15 models, Maruti 800, Omni,Esteem,
Baleno, Alto, Versa, Ritz, Gypsy, A Star, Wagon R, Zen Estilo,
Swift, Swift Dzire, SX4, and Grand Vitara. Swift, Swift dzire, A
star and SX4 are maufactured in Manesar, Grand Vitara is
imported from Japan as a completely built unit (CBU),
remaining all models are manufactured in Maruti Suzuki's
Gurgaon Plant.
Suzuki Motor Corporation, the parent company, is a global
leader in mini and compact cars for three decades. Suzukis
technical superiority lies in its ability to pack power and
performance into a compact, lightweight engine that is clean
and fuel efficient.
Maruti is clearly an employer of choice for automotive
engineers and young managers from across the country. Nearly
75,000 people are employed directly by Maruti and its partners.
The company vouches for customer satisfaction. For its sincere
efforts it has been rated (by customers) first in customer
satisfaction among all car makers in India for nine years in a
row in annual survey by J D Power Asia Pacific.
7

Maruti Suzuki was born as a government company, with Suzuki

as a minor partner to make a people's car for middle class
India. Over the years, the product range has widened,
ownership has changed hands and the customer has evolved.
What remains unchanged, then and now, is Marutis mission to
motorize India.

Partner For The Joint Venture :-

Suzuki Swift

Pressure started mounting on Indira and Sanjay Gandhi to share

the details of the progress on the Maruti Project. Since country's
resources were made available by mother to her son's pet
project. A delegation of Indian technocrats was assigned to
hunt a collaborator for the project.
Initial rounds of discussion were held with the giants of the
automobile industry in Japan including Toyota, Nissan and
Honda.
Suzuki Motor Corporation was at that time a small player in the
four wheeler automobile sector and had major share in the two
wheeler segment. Suzuki's bid was considered negligible.
In the initial rounds of discussion the giants had their bosses
present and in the later rounds related to the technical
discussions executives of these automobile giants were
present. Osamu Suzuki, Chairman and CEO of the company
ensured that he was present in all the rounds of discussion.
Osamu in an article writes that it subtly massaged their (Indian
delegation) egos and also convinced them about the sincerity
of Suzuki's bid. In the initial days Suzuki took all steps to ensure
the government about its sincerity on the project. Suzuki in
return received a lot of help from the government in such
matters as import clearances for manufacturing equipment
(against the wishes of the Indian machine tool industry then
and its own socialistic ideology), land purchase at government
prices for setting up the factory at Gurgaon and reduced or
removal of excise tariffs. This helped Suzuki conscientiously
9

nurse Maruti through its infancy to become one of its flagship

ventures.

Automobiles:The automobile is one of the most fascinating devices that a

person can own.
Automobiles are also one of the most pervasive devices, with a
typical American family owning two automobiles.
An automobile contains dozens of different technologies every
part; from the engine to the tires is its own special universe of
design and engineering.
Here we take a look at the typical designs and technologies,
that a Maruti Suzuki vehicles is made up of.

Car Engines

Maruti Suzuki Ritz Engine

10

If we ever opened the hood of car and wondered what was

going on in there? A car engine can look like a big confusing
jumble of metal, tubes and wires to the uninitiated.
We might want to know what's going on simply out of curiosity.
Or perhaps we are buying a new car, and we hear things like
"3.0 liter V-6" and "dual overhead cams" and "tuned port fuel
injection." What does all of that mean? In this article, we'll
discuss the basic idea behind an engine and then go into detail
about how all the pieces fit together, what can go wrong and
how to increase performance.

The purpose of a petrol or diesel car engine is to convert

gasoline into motion so that the car can move. Currently the
easiest way to create motion from gasoline is to burn the petrol
or diesel inside an engine. Therefore, a car engine is an
internal combustion engine -- combustion takes place
internally.

11

Two things to note:

There

are different kinds of internal combustion engines.

Diesel engines are one form and gas turbine engines are
another. There are also HEMI engines, rotary engines and twostroke engines. Each has its own advantages and
disadvantages.
There

is such a thing as an external combustion engine. A

steam engine in old fashioned trains and steam boats is the
best example of an external combustion engine. The fuel (coal,
wood, oil, whatever) in a steam engine burns outside the
engine to create steam, and the steam creates motion inside
the engine. Internal combustion is lot more efficient (takes less
fuel per mile) than external combustion, plus an internal
combustion engine is a lot smaller than an equivalent external
combustion engine. This explains why we don't see any cars
from Ford and GM using steam engines.

Internal Combustion
The principle behind any reciprocating internal
combustion engine: If we put a tiny amount of high-energy
fuel (like gasoline) in a small, enclosed space and ignite it, an
incredible amount of energy is released in the form of
expanding gas. We can use that energy to propel a potato 500
feet. In this case, the energy is translated into potato motion.
We can also use it for more interesting purposes. For example,
if we can create a cycle that allows us to set off explosions like
this hundreds of times per minute, and if we can harness that
energy in a useful way, what we have is the core of a car
engine!
Almost all cars currently use what is called a four-stroke
combustion cycle to convert gasoline into motion. The fourstroke approach is also known as the Otto cycle, in honor of
Nikolaus Otto, who invented it in 1867. The four strokes are
illustrated in fig.
12

They are:
Suction stroke
Compression stroke
Combustion stroke
Exhaust stroke

Potato Cannon

We can see in the figure that a device called a piston replaces

the potato in the potato cannon. The piston is connected to the
crankshaft by a connecting rod. As the crankshaft revolves,
it has the effect of "resetting the cannon."

13

Here's what happens as the engine goes through its

cycle:
1. The piston starts at the top, the intake valve opens, and the
piston moves down to let the engine take in a cylinder-full of air
and gasoline. This is the Suction stroke.
Only the tiniest drop of gasoline needs to be mixed into the air
for this to work. (Part 1 of the figure)
2. Then the piston moves back up to compress this fuel/air
mixture. Compression makes the explosion more powerful.
When the piston reaches the top of its stroke, the spark plug
emits a spark to ignite the gasoline. The gasoline charge in the
cylinder explodes, driving the piston down.
Once the piston hits the bottom of its stroke, the exhaust
valve opens and the exhaust leaves the cylinder to go out the
tailpipe. Now the engine is ready for the next cycle, so it
intakes another charge of air and gas. Here, we should take
notice, that the motion that comes out of an internal
combustion engine is rotational, while the motion produced by
potato cannon is linear (straight line). In an engine the linear
motion of the pistons is converted into rotational motion by the
crankshaft. The rotational motion is nice because we plan to
turn (rotate) the car's wheels with it anyway.
3.

Now we look at all the parts that work together to make this
happen, starting with the cylinders.

Basic Engine Parts:

The core of the engine is the cylinder, with the piston moving
up and down inside the cylinder. The engine described above
has one cylinder. That is typical of most lawn mowers, but most
cars have more than one cylinder (four, six and eight cylinders
are common). In a multi-cylinder engine, the cylinders usually
are arranged in one of three ways: inline, V or flat (also known
as horizontally, opposed or boxer).
Different configurations have different advantages and
disadvantages in terms of smoothness, manufacturing cost and
shape characteristics. These advantages and disadvantages
make them more suitable for certain vehicles. Let's look at
some key engine parts in more detail.
14

Spark plug:
The spark plug supplies the spark that ignites the air/fuel
mixture so that combustion can occur. The spark must happen
at just the right moment for things to work properly.

Maruti Suzuki Esteem Side gapped Spark Plug

Valves:
The intake and exhaust valves open at the proper time to let in
air and fuel and to let out exhaust. Note that both valves are
closed during compression and combustion so that the
combustion chamber is sealed.

Piston:
A piston is a cylindrical piece of metal that moves up and down
inside the cylinder.

Piston rings:
Piston rings provide a sliding seal between the outer edge of
the piston and the inner edge of the cylinder. The rings serve
two purposes:
They prevent the fuel/air mixture and exhaust in the
combustion chamber from leaking into the sump during
compression and combustion.
They keep oil in the sump from leaking into the combustion
area, where it would be burned and lost.

15

Most cars that "burn oil" and have to have a quart added every
1,000 miles are burning it because the engine is old and the
rings no longer seal things properly.

Connecting rod:
The connecting rod connects the piston to the crankshaft. It can
rotate at both ends so that its angle can change as the piston
moves and the crankshaft rotates.

Crankshaft:
The crankshaft turns the pistons up and down motion into
circular motion just like a crank on a jack-in-the-box does.

Sump:
The sump surrounds the crankshaft. It contains some amount of
oil, which collects in the bottom of the sump (the oil pan).

Clutches:
If we drive a manual transmission car, we may be surprised to
find out that it has more than one clutch. And it turns out that
folks with automatic transmission cars have clutches, too. In
fact, there are clutches in many things we probably see or use
every day: Many cordless drills have a clutch, chain saws have
a centrifugal clutch and even some yo-yos have a clutch.

16

Diagram of car showing clutch location

Clutches are useful in devices that have two rotating shafts. In

these devices, one of the shafts is typically driven by a motor or
pulley, and the other shaft drives another device. In a drill, for
instance, one shaft is driven by a motor and the other drives a
drill chuck. The clutch connects the two shafts so that they can
either be locked together and spin at the same speed, or be
decoupled and spin at different speeds.
In a car, we need a clutch because the engine spins all the
time, but the car's wheels do not. In order for a car to stop
without killing the engine, the wheels need to be disconnected
from the engine somehow. The clutch allows us to smoothly
engage a spinning engine to a non-spinning transmission by
controlling the slippage between them.
To understand how a clutch works, it helps to know a little bit
about friction, which is a measure of how hard it is to slide one
object over another. Friction is caused by the peaks and valleys
that are part of every surface -- even very smooth surfaces still
have microscopic peaks and valleys. The larger these peaks
and valleys are, the harder it is to slide the object.
In simple words, clutches are used whenever the ability to limit
the transmission of power needs to be controlled either in
amount or over time.
Frictional clutches can be divided into three catagories:
17

 Disc clutch or single plate clutch

Multi plate clutch
Cone clutch
There is also another type of clutch that are used in vehicles,
known as Centrifugal clutch.

Brakes:
18

We all know that pushing down on the brake pedal slows a car
to a stop. But how does this happen? How does the car transmit
the force from our leg to its wheels? How does it multiply the
force so that it is enough to stop something as big as a car?
When we depress our brake pedal, our car transmits the force
from our foot to its brakes through a fluid. Since the actual
brakes require a much greater force than we could apply with
our leg, our car must also multiply the force of our foot.

It does this in two ways:

Mechanical

advantage (leverage)
Hydraulic force multiplication
The brakes transmit the force to the tires using friction, and
the tires transmit that force to the road using friction also.
Brakes use three principals to work:
Leverage
Hydraulics
Friction
19

Anti-Lock Brakes:

Stopping a car in a hurry on a slippery road can be very

challenging. Anti-lock braking systems (ABS) take a lot of the
challenge out of this sometimes nervewracking event. In fact,
on slippery surfaces, even professional drivers can't stop as
quickly without ABS as an average driver can with ABS.

The ABS System:

The theory behind anti-lock brakes is simple. A skidding

wheel (where the tire contact patch is sliding relative to the
road) has less traction than a non-skidding wheel. If someone
has been stuck on ice, he knows that if his wheels are spinning
he has no traction. This is because the contact patch is sliding
relative to the ice (see Brakes: How Friction Works for more). By
keeping the wheels from skidding while he slows down, antilock brakes benefit him in two ways: He will stop faster, and he
will be able to steer while stop.
There are four main components to an ABS system:
Speed sensors
Pump
Valves
20

Controller

Anti-lock brake pump and valves

Speed Sensors:
The anti-lock braking system needs some way of knowing when
a wheel is about to lock up. The speed sensors, which are
located at each wheel, or in some cases in the differential,
provide this information.

Valves:
There is a valve in the brake line of each brake controlled by
the ABS. On some systems, the valve has three positions:
In

position one, the valve is open; pressure from the master

cylinder is passed right through to the brake.
In

position two, the valve blocks the line, isolating that brake
from the master cylinder. This prevents the pressure from rising
further should the driver push the brake pedal harder.
In

position three, the valve releases some of the pressure

from the brake.

21

Pump:
Since the valve is able to release pressure from the brakes,
there has to be some way to put that pressure back. That is
what the pump does; when a valve reduces the pressure in a
line, the pump is there to get the pressure back up.

Controller:
The controller is a computer in the car. It watches the speed
sensors and controls the valves.

ABS at Work:
There are many different variations and control algorithms for
ABS systems. We will discuss how one of the simpler systems
works.
The controller monitors the speed sensors at all times. It is
looking for decelerations in the wheel that are out of the
ordinary. Right before wheel locks up, it will experience a rapid
deceleration. If left unchecked, the wheel would stop much
more quickly than any car could. It might take a car five
seconds to stop from 60 mph (96.6 kph) under ideal conditions,
but a wheel that locks up could stop spinning in less than a
second.
The ABS controller knows that such a rapid deceleration is
impossible, so it reduces the pressure to that brake until it
sees acceleration, then it increases the pressure until it sees
the deceleration again. It can do this very quickly, before the
tire can actually significantly change speed. The result is that
the tire slows down at the same rate as the car, with the brakes
keeping the tires very near the point at which they will start to
lock up. This gives the system maximum braking power.
When the ABS system is in operation we will feel a pulsing in
the brake pedal; this comes from the rapid opening and closing
22

of the valves. Some ABS systems can cycle up to 15 times per

second.

Anti-Lock Brake Diagram:

Now let's put the parts together to see how anti-lock brakes
work as a whole. This diagram provides both a close up view
and an example of where the brakes are located in our vehicle.

23

 Automobile Ignition Systems:

The internal combustion engine is an amazing machine that has

evolved for more than 100 years. It continues to evolve as
automakers manage to squeeze out a little more efficiency, or a
little less pollution, with each passing year. The result is an
incredibly complicated, surprisingly reliable machine.
The coil in this type of system works the same way as the
larger, centrally-located coils. The engine control unit controls
the transistors that break the ground side of the circuit, which
generates the spark. This gives the ECU total control over spark
timing.
24

Systems like these have some substantial advantages. First,

there is no distributor, which is an item that eventually wears
out. Also, there are no high-voltage sparkplug wires, which also
wear out. And finally, they allow for more precise control of the
spark timing, which can improve efficiency, emissions and
increase the overall power of a car.

Car Cooling Systems:

Although gasoline engines have improved a lot, they are still
not very efficient at turning chemical energy into mechanical
power. Most of the energy in the gasoline (perhaps 70%) is
converted into heat, and it is the job of the cooling system to
take care of that heat. In fact, the cooling system on a car
driving down the freeway dissipates enough heat to heat two
average-sized houses! The primary job of the cooling system is
to keep the engine from overheating by transferring this heat to
the air, but the cooling system also has several other important
jobs.
The engine in our car runs best at a fairly high temperature.
When the engine is cold, components wear out faster, and the
engine is less efficient and emits more pollution. So another
important job of the cooling system is to allow the engine to
heat up as quickly as possible, and then to keep the engine at a
constant temperature.

25

Diagram of a cooling system

The Basics:

Inside our car's engine, fuel is constantly burning. A lot of the

heat from this combustion goes right out the exhaust system,
but some of it soaks into the engine, heating it up. The engine
runs best when its coolant is about 200 degrees Fahrenheit (93
degrees Celsius).
At this temperature:
The combustion chamber is hot enough to completely
vaporize the fuel, providing better combustion and reducing
emissions.
The oil used to lubricate the engine has a lower viscosity (it is
thinner), so the engine parts move more freely and the engine
wastes less power moving its own components around.
Metal parts wear less.
There are two types of cooling systems found on cars: liquidcooled and
Air cooled
.

26

 Liquid Cooling:

The cooling system on liquid-cooled cars circulates a fluid

through pipes and passageways in the engine. As this liquid
passes through the hot engine it absorbs heat, cooling the
engine. After the fluid leaves the engine, it passes through a
heat exchanger, or radiator, which transfers the heat from the
fluid to the air blowing through the exchanger.

Air Cooling:
Some older cars, and very few modern cars, are air-cooled.
Instead of circulating fluid through the engine, the engine block
is covered in aluminum fins that conduct the heat away from
the cylinder. A powerful fan forces air over these fins, which
cools the engine by transferring the heat to the air.

Car Suspensions:
When people think of automobile performance, they normally
think of horsepower, torque and zero-to-60 acceleration. But all
of the power generated by a piston engine is useless if the
driver can't control the car. That's why automobile engineers
turned their attention to the suspension system almost as soon
as they had mastered the four-stroke internal combustion
engine.

27

Double-wishbone suspension

The job of a car suspension is to maximize the friction between

the tires and the road surface, to provide steering stability with
good handling and to ensure the comfort of the passengers. In
this article, we'll explore how car suspensions work, how
they've evolved over the years and where the design of
suspensions is headed in the future.
If a road were perfectly flat, with no irregularities, suspensions
wouldn't be necessary. But roads are far from flat. Even freshly
paved highways have subtle imperfections that can interact
with the wheels of a car. It's these imperfections that apply
forces to the wheels. According to Newton's laws of motion, all
forces have both magnitude and direction.
A bump in the road causes the wheel to move up and down
perpendicular to the road surface. The magnitude, of course,
depends on whether the wheel is striking a giant bump or a tiny
speck. Either way, the car wheel experiences a vertical
acceleration as it passes over an imperfection.

28

Without an intervening structure, all of wheel's vertical energy

is transferred to the frame, which moves in the same direction.
In such a situation, the wheels can lose contact with the road
completely. Then, under the downward force of gravity, the
wheels can slam back into the road surface. What we need is a
system that will absorb the energy of the vertically accelerated
wheel, allowing the frame and body to ride undisturbed while
the wheels follow bumps in the road.

The study of the forces at work on a moving car is called

vehicle dynamics, and we need to understand some of these
concepts in order to appreciate why a suspension is necessary
in the first place. Most automobile engineers consider the
dynamics of a moving car from two perspectives:
Ride - a car's ability to smooth out a bumpy road
Handling - a car's ability to safely accelerate,

brake and

corner
These two characteristics can be further described in three
important principles - road isolation, road holding and
cornering. The table below describes these principles and how
engineers attempt to solve the challenges unique to each.

Principl
Definition
e

Goal

Solution

Road
The vehicle's Allow
the Absorb
Isolatio ability
to vehicle
energy
n
absorb
or body
to from
29

road
bumps
ride
and
isolate road
undisturbe dissipate
shock
from
d
while it without
the
traveling
causing
passenger
over rough undue
compartment
roads.
oscillatio
n in the
vehicle.
Road
The
degree
Holding to which a
car maintains
contact with
the
road
surface
in
various types
of directional
changes and
in a straight
line
(Example:
The weight of
a
car
will
shift from the
rear tires to
the front tires
during
braking.
Because the
nose of the
car
dips
toward
the
road,
this
type
of
motion
is
known
as
"dive."
The
opposite
effect
-"squat"
-30

Keep
the
tires
in
contact
with
the
ground,
because it
is
the
friction
between
the
tires
and
the
road
that
affects
a
vehicle's
ability
to
steer,
brake and
accelerate.

Minimize
the
transfer
of vehicle
weight
from side
to
side
and front
to back,
as
this
transfer
of weight
reduces
the tire's
grip
on
the road.

occurs during
acceleration,
which shifts
the weight of
the car from
the front tires
to the back.)

Corneri
ng

Minimize
body
roll,
which
occurs as
centrifugal
force
pushes
outward on
The ability of a
car's
a vehicle to center
of
travel
a gravity
curved path while
cornering,
raising one
side of the
vehicle and
lowering
the
opposite
side.

Transfer
the
weight of
the
car
during
cornering
from the
high side
of
the
vehicle to
the
low
side.

The suspension of a car is actually part of the chassis, which comprises

all of the important systems located beneath the car's body.
These systems include:
The frame - structural, load-carrying component that supports
the car's engine and body, which are in turn supported by the
suspension
The suspension system - setup that supports weight, absorbs
and dampens shock and helps maintain tire contact
31

 The steering system - mechanism that enables the driver to

guide and direct the vehicle
The tires and wheels - components that make vehicle motion
possible by way of grip and/or friction with the road
So the suspension is just one of the major systems in any vehicle.
With this big-picture overview in mind, it's time to look at the three
fundamental components of any suspension:
Springs
Dampers
anti-sway bars.

Springs:
Today's springing systems are based on one of four basic designs:
Coil springs - This is the most common type of spring and is, in
essence, a heavy-duty torsion bar coiled around an axis. Coil
springs compress and expand to absorb the motion of the
wheels.

Leaf springs - This type of spring consists of several layers of

metal (called "leaves") bound together to act as a single unit.
Leaf was first used on horse-drawn carriages and was found on
most American automobiles until 1985. They are still used today on
most trucks and heavy-duty vehicles.

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 Torsion bars - Torsion bars use the twisting properties of a steel

bar to provide coil-spring-like performance. This is how they
work: One end of a bar is anchored to the vehicle frame. The
other end is attached to a wishbone, which acts like a lever that
moves perpendicular to the torsion bar. When the wheel hits a
bump, vertical motion is transferred to the wishbone and then,
through the levering action, to the torsion bar. The torsion bar
then twists along its axis to provide the spring force. European
carmakers used this system extensively, as did Packard and
Chrysler in the United States, through the 1950s and 1960s.

Air springs - Air springs, which consist of a cylindrical chamber

of air positioned between the wheel and the car's body, use the
compressive qualities of air to absorb wheel vibrations. The
concept is actually more than a century old and could be found
on horse-drawn buggies. Air springs from this era were made
from air-filled, leather diaphragms, much like a bellows; they
were replaced with molded-rubber air springs in the 1930s.

Dampers: Shock Absorbers:

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Unless a dampening structure is present, a car spring will extend and

release the energy it absorbs from a bump at an uncontrolled rate. The
spring will continue to bounce at its natural frequency until all of the
energy originally put into it is used up. A suspension built on springs
alone would make for an extremely bouncy ride and, depending on the
terrain, an uncontrollable car.
Enter the shock absorber, a device that controls unwanted spring
motion through a process known as dampening. Shock absorbers slow
down and reduce the magnitude of vibratory motions by turning the
kinetic energy of suspension movement into heat energy that can be
dissipated through hydraulic fluid. To understand how this works, it's best
to look inside a shock absorber to see its structure and function.
A shock absorber is basically an oil pump placed between the frame of
the car and the wheels. The upper mount of the shock connects to the
frame (i.e., the sprung weight), while the lower mount connects to the
axle, near the wheel. In a twin-tube design, one of the most common
types of shock absorbers, the upper mount is connected to a piston rod,
which in turn is connected to a piston, which in turn sits in a tube filled
with hydraulic fluid. The inner tube is known as the pressure tube, and
the outer tube is known as the reserve tube. The reserve tube stores
excess hydraulic fluid.
When the car wheel encounters a bump in the road and causes the
spring to coil and uncoil, the energy of the spring is transferred to the
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shock absorber through the upper mount, down through the piston rod
and into the piston. Orifices perforate the piston and allow fluid to leak
through as the piston moves up and down in the pressure tube. Because
the orifices are relatively tiny, only a small amount of fluid, under great
pressure, passes through. This slows down the piston, which in turn
slows down the spring.
Shock absorbers work in two cycles -- the compression cycle and
the extension cycle. The compression cycle occurs as the piston
moves downward, compressing the hydraulic fluid in the chamber below
the piston. The extension cycle occurs as the piston moves toward the
top of the pressure tube, compressing the fluid in the chamber above the
piston. A typical car or light truck will have more resistance during its
extension cycle than its compression cycle. With that in mind, the
compression cycle controls the motion of the vehicle's unsprung weight,
while extension controls the heavier, sprung weight.
All modern shock absorbers are velocity-sensitive -- the faster the
suspension moves, the more resistance the shock absorber provides.
This enables shocks to adjust to road conditions and to control all of the
unwanted motions that can occur in a moving vehicle, including bounce,
sway, brake dive and acceleration squat.

Dampers: Struts and Anti-sway Bars:

Common strut design

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Another common dampening structure is the strut -- basically a shock

absorber mounted inside a coil spring. Struts perform two jobs: They
provide a dampening function like shock absorbers, and they
provide structural support for the vehicle suspension. That means
struts deliver a bit more than shock absorbers, which don't support
vehicle weight -- they only control the speed at which weight is
transferred in a car, not the weight itself.
Because shocks and struts have so much to do with the handling of a
car, they can be considered critical safety features. Worn shocks and
struts can allow excessive vehicle-weight transfer from side to side and
front to back. This reduces the tire's ability to grip the road, as well as
handling and braking performance.

Anti-sway Bars:
Anti-sway bars (also known as anti-roll bars) are used along with shock
absorbers or struts to give a moving automobile additional stability. An
anti-sway bar is a metal rod that spans the entire axle and effectively
joins each side of the suspension together.

Anti-sway bars

When the suspension at one wheel moves up and down, the anti-sway
bar transfers movement to the other wheel. This creates a more level
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ride and reduces vehicle sway. In particular, it combats the roll of a car
on its suspension as it corners. For this reason, almost all cars today are
fitted with anti-sway bars as standard equipment, although if they're not,
kits make it easy to install the bars at any time.

Suspension Types: Front:

So far, our discussions have focused on how springs and dampers

function on any given wheel. But the four wheels of a car work together
in two independent systems -- the two wheels connected by the front
axle and the two wheels connected by the rear axle. That means that a
car can and usually does have a different type of suspension on the front
and back. Much is determined by whether a rigid axle binds the wheels
or if the wheels are permitted to move independently. The former
arrangement is known as a dependent system, while the latter
arrangement is known as an independent system. In the following
sections, we'll look at some of the common types of front and back
suspensions typically used on mainstream cars.

Dependent Front Suspensions:

Dependent front suspensions have a rigid front axle that connects the
front wheels. Basically, this looks like a solid bar under the front of the
car, kept in place by leaf springs and shock absorbers. Common on
trucks, dependent front suspensions haven't been used in mainstream
cars for years.

Independent Front Suspensions:

37

In this setup, the front wheels are allowed to move independently. The
Macpherson strut, developed by Earle S. Macpherson of General
Motors in 1947, is the most widely used front suspension system,
especially in cars of European origin.
The Macpherson strut combines a shock absorber and a coil spring into
a single unit. This provides a more compact and lighter suspension
system that can be used for front-wheel drive vehicles.
The double-wishbone suspension, also known as an A-arm
suspension, is another common type of front independent suspension.
While there are several different possible configurations, this design
typically uses two wishbone-shaped arms to locate the wheel. Each
wishbone, which has two mounting positions to the frame and one at the
wheel, bears a shock absorber and a coil spring to absorb vibrations.
Double-wishbone suspensions allow for more control over the camber
angle of the wheel, which describes the degree to which the wheels tilt in
and out. They also help minimize roll or sway and provide for a more
consistent steering feel. Because of these characteristics, the doublewishbone suspension is common on the front wheels of larger cars.
Now let's look at some common rear suspensions.
Suspension Types: Rear

Dependent Rear Suspensions:

If a solid axle connects the rear wheels of a car, then the suspension is
usually quite simple -- based either on a leaf spring or a coil spring. In
the former design, the leaf springs clamp directly to the drive axle. The
ends of the leaf springs attach directly to the frame, and the shock
absorber is attached at the clamp that holds the spring to the axle. For
many years, American car manufacturers preferred this design because
of its simplicity.
The same basic design can be achieved with coil springs replacing the
leaves. In this case, the spring and shock absorber can be mounted as a
single unit or as separate components. When they're separate, the
springs can be much smaller, which reduce the amount of space the
suspension take up.
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Independent Rear Suspensions:

If both the front and back suspensions are independent, then all of the
wheels are mounted and sprung individually, resulting in what car
advertisements tout as "four-wheel independent suspension." Any
suspension that can be used on the front of the car can be used on the
rear, and versions of the front independent systems described in the
previous section can be found on the rear axles. Of course, in the rear of
the car, the steering rack- the assembly that includes the pinion gear
wheel and enables the wheels to turn from side to side -- is absent. This
means that rear independent suspensions can be simplified versions of
front ones, although the basic principles remain the same.

Camshafts Working:
We know about the valves that let the air/fuel mixture into the
engine and the exhaust out of the engine. The camshaft uses
lobes (called cams) that push against the valves to open them
as the camshaft rotates; springs on the valves return them to
their closed position. This is a critical job, and can have a great
impact on an engine's performance at different speeds. On the
next page of this article you can see the animation we built to
really show you the difference between a performance
camshaft and a standard one.
In this article, you will learn how the camshaft affects engine
performance. We've got some great animations that show you
how different engine layouts, like single overhead cam
(SOHC) and double overhead cam (DOHC), really work. And
then we'll go over a few of the neat ways that some cars adjust
the camshaft so that it can handle different engine speeds
more efficiently.

39

Camshaft Basics:
The key parts of any camshaft are the lobes. As the camshaft
spins, the lobes open and close the intake and exhaust valves
in time with the motion of the piston. It turns out that there is a
direct relationship between the shape of the cam lobes and the
way the engine performs in different speed ranges.

40

To understand why this is the case, imagine that we are running

an engine extremely slowly -- at just 10 or 20 revolutions per
minute (RPM) -- so that it takes the piston a couple of seconds
to complete a cycle.
It would be impossible to actually run a normal engine this
slowly, but let's imagine that we could. At this slow speed, we
would want cam lobes shaped so that:
Just

as the piston starts moving downward in the intake stroke

(called top dead centre, or TDC), the intake valve would open.
The intake valve would close right as the piston bottoms out.
The

exhaust valve would open right as the piston bottoms out

(called bottom dead centre, or BDC) at the end of the
combustion stroke, and would close as the piston completes the
exhaust stroke.
This setup would work really well for the engine as long as it
ran at this very slow speed. But what happens if you increase
the RPM? Let's find out.
When you increase the RPM, the 10 to 20 RPM configuration for
the camshaft does not work well. If the engine is running at
4,000 RPM, the valves are opening and closing 2,000 times
every minute, or 33 times every second. At these speeds, the
piston is moving very quickly, so the air/fuel mixture rushing
into the cylinder is moving very quickly as well.
When the intake valve opens and the piston starts its intake
stroke, the air/fuel mixture in the intake runner starts to
accelerate into the cylinder. By the time the piston reaches the
bottom of its intake stroke, the air/fuel is moving at a pretty
high speed. If we were to slam the intake valve shut, all of that
air/fuel would come to a stop and not enter the cylinder. By
leaving the intake valve open a little longer, the momentum of
the fast-moving air/fuel continues to force air/fuel into the
cylinder as the piston starts its compression stroke. So the
faster the engine goes, the faster the air/fuel moves, and the
longer we want the intake valve to stay open. We also want the
valve to open wider at higher speeds -- this parameter, called
valve lift, is governed by the cam lobe profile.

41

The animation below shows how a regular cam and a

performance cam have different valve timing. Notice that the
exhaust (red circle) and intake (blue circle) cycles overlap a lot
more on the performance cam. Because of this, cars with this
type of cam tend to run very roughly at idle.

Steering Mechanism:
The steering mechanism used in Maruti Suzuki cars are Rack
and Pinion Steering Mechanism.

Rack And Pinion Mechanism:

Rack-and-pinion steering is quickly becoming the most common type
of steering on cars, small trucks and SUVs. It is actually a pretty simple
mechanism. A rack-and-pinion gear set is enclosed in a metal tube, with
each end of the rack protruding from the tube. A rod, called a tie rod,
connects to each end of the rack.

The pinion gear is attached to the steering shaft. When you turn the
steering wheel, the gear spins, moving the rack. The tie rod at each end
of the rack connects to the steering arm on the spindle (see diagram
above).

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The rack-and-pinion gear set does two things:

It converts the rotational motion of the steering wheel into the
linear motion needed to turn the wheels.
It provides a gear reduction, making it easier to turn the wheels.

On most cars, it takes three to four complete revolutions of the steering

wheel to make the wheels turn from lock to lock (from far left to far right).

The steering ratio is the ratio of how far you turn the steering wheel to
how far the wheels turn. For instance, if one complete revolution (360
degrees) of the steering wheel results in the wheels of the car turning 20
degrees, then the steering ratio is 360 divided by 20, or 18:1. A higher
ratio means that you have to turn the steering wheel more to get the
wheels to turn a given distance. However, less effort is required because
of the higher gear ratio.

Generally, lighter, sportier cars have lower steering ratios than larger
cars and trucks. The lower ratio gives the steering a quicker response -you don't have to turn the steering wheel as much to get the wheels to
turn a given distance -- which is a desirable trait in sports cars. These
smaller cars are light enough that even with the lower ratio, the effort
required to turn the steering wheel is not excessive.

Some cars have variable-ratio steering, which uses a rack-and-pinion

gear set that has a different tooth pitch (number of teeth per inch) in the
center than it has on the outside. This makes the car respond quickly
when starting a turn (the rack is near the center), and also reduces effort
near the wheels turning limits.

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Power Rack-and-pinion:
When the rack-and-pinion is in a power-steering system, the rack has a
slightly different design.

Part of the rack contains a cylinder with a piston in the middle. The
piston is connected to the rack. There are two fluid ports, one on either
side of the piston. Supplying higher-pressure fluid to one side of the
piston forces the piston to move, which in turn moves the rack, providing
the power assist.
We'll check out the components that provide the high-pressure fluid, as
well as decide which side of the rack to supply it to, later in the article.
First, let's take a look at another type of steering.

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Re-circulating-ball Steering:

Re-circulating-ball steering is used on many trucks and SUVs today.

The linkage that turns the wheels is slightly different than on a rack-andpinion system.

The re-circulating-ball steering gear contains a worm gear. You can

image the gear in two parts. The first part is a block of metal with a
threaded hole in it. This block has gear teeth cut into the outside of it,
which engage a gear that moves the pitman arm (see diagram above).
The steering wheel connects to a threaded rod, similar to a bolt, which
sticks into the hole in the block. When the steering wheel turns, it turns
the bolt. Instead of twisting further into the block the way a regular bolt
would, this bolt is held fixed so that when it spins, it moves the block,
which moves the gear that turns the wheels.

45

Instead of the bolt directly engaging the threads in the block, all of the
threads are filled with ball bearings that re-circulate through the gear as
it turns. The balls actually serve two purposes: First, they reduce friction
and wear in the gear; second, they reduce slop in the gear. Slop would
be felt when you change the direction of the steering wheel -- without the
balls in the steering gear, the teeth would come out of contact with each
other for a moment, making the steering wheel feel loose.
Power steering in a re-circulating-ball system works similarly to a rackand-pinion system. Assist is provided by supplying higher-pressure fluid
to one side of the block.
Now let's take a look at the other components that make up a powersteering system.

Power Steering:

There are a couple of key components in power steering in addition to

the rack-and-pinion or re-circulating-ball mechanism.

46

Pump:
The hydraulic power for the steering is provided by a rotary-vane
pump (see diagram below). This pump is driven by the car's engine via
a belt and pulley. It contains a set of retractable vanes that spin inside an
oval chamber.
As the vanes spin, they pull hydraulic fluid from the return line at low
pressure and force it into the outlet at high pressure. The amount of flow
provided by the pump depends on the car's engine speed. The pump
must be designed to provide adequate flow when the engine is idling. As
a result, the pump moves much more fluid than necessary when the
engine is running at faster speeds.
The pump contains a pressure-relief valve to make sure that the
pressure does not get too high, especially at high engine speeds when
so much fluid is being pumped.

47

Rotary Valve:
A power-steering system should assist the driver only when he is
exerting force on the steering wheel (such as when starting a turn).
When the driver is not exerting force (such as when driving in a straight
line), the system shouldn't provide any assist. The device that senses
the force on the steering wheel is called the rotary valve.
The key to the rotary valve is a torsion bar. The torsion bar is a thin rod
of metal that twists when torque is applied to it. The top of the bar is
connected to the steering wheel, and the bottom of the bar is connected
to the pinion or worm gear (which turns the wheels), so the amount of
torque in the torsion bar is equal to the amount of torque the driver is
using to turn the wheels. The more torque the driver uses to turn the
wheels, the more the bar twists.
The input from the steering shaft forms the inner part of a spool-valve
assembly. It also connects to the top end of the torsion bar. The
bottom of the torsion bar connects to the outer part of the spool valve.
The torsion bar also turns the output of the steering gear, connecting to
either the pinion gear or the worm gear depending on which type of
steering the car has.
As the bar twists, it rotates the inside of the spool valve relative to the
outside. Since the inner part of the spool valve is also connected to the
steering shaft (and therefore to the steering wheel), the amount of
rotation between the inner and outer parts of the spool valve depends on
how much torque the driver applies to the steering wheel.

48

When the steering wheel is not being turned, both hydraulic lines provide
the same amount of pressure to the steering gear. But if the spool valve
is turned one way or the other, ports open up to provide high-pressure
fluid to the appropriate line.

Conclusion:
We studied the automobile technology of Maruti Suzuki
thoroughly and vividly throughout the training preiod. Bt the
vehicles of Maruti Suzuki are too technologically complicated to
be understood very easily and quickly. But I, along with my
49

training mates, made a conscious effort throughout the time to

acquire as much knowledge and understand the mechanisms
as possible. This report is the very result and printed
representation of my knowledge about the automobile and
mechanical technology of Maruti Suzuki vehicles that I have
acquired from this industrial training.

Checked By:
Snehasish Banerjee
(Works Manager)
Beekay Auto Pvt. Ltd
NH-2 Chandni More
Sattar Mile
Burdwan- 713101
West Bengal

Remarks: ..................................
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BIBLIOGRAPHY:
www.google.com
www.wikipedia .org
www.wordweb.info
www.marutisuzuki .com
www.onlinefreeebooks .net
www.eBooks .eDom.co.uk
www.auto.howstuffworks.com
8. Automobile Engineering Vol I and II by Kirpal Singh, Standard
Publishers
1.
2.
3.
4.
5.
6.
7.

9. Internal Combustion Engine by V. Ganeshan, The McGrew-Hill

Companies

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