COMPETENCY BASED

LEARNING
MATERIAL

Sector:
AUTOMOTIVE
Distinctive Area of Competence and Qualifications:
Automotive Servicing NC II
Unit of Competency:
Service Engine Mechanical System
Module Title:

SERVICING ENGINE MECHANICAL SYSTEM

 Technical Education and Skills Development Authority

HOW TO USE THIS COMPETENCY BASED LEARNING MATERIAL

Welcome to the Competency Based Learning Material / module on Servicing Engine

Mechanical System. This learning material contains activities for you to complete.

The unit of competency “Service Engine Mechanical System” covers the knowledge,
skills and attitudes required for an Automotive Servicing course. It is one of the modules in the
Common Competencies at National Certificate Level (NC II)

You are required to go through a series of learning activities in order to complete each of
the learning outcomes of this module. In each learning outcome, there are Information Sheets,
Resources Sheets and Reference Materials for further reading to help you better understand the
required activities. Follow these activities and answer the self-check. Get the answer sheet from
your trainer to reflect your answers for each self-check. If you have questions, please don’t
hesitate to ask your facilitator for assistance.

Recognition of Prior Learning (RPL)

You may have some or most of the knowledge and skills covered in this learning material
because you have:

 Actual experience on the job

 Already completed training in this area

If you can demonstrate to your trainer that you are competent in a particular skill or skills
talk to him/her about having them formally recognized so you won’t have to do the same training
again. If you have qualification or a Certificate of Competency from previous trainings, show it
to your trainer. If the skills you acquired are still relevant to this module, they may become part
of the evidence you can present for RPL.

At the end of this module is a learner’s diary. Use this diary to record important dates,
jobs undertaken and other workplace events that will assist you in providing further details to
your trainer or assessors. A Record of Achievement is also provided for the trainer to complete
upon completion of the module.

This module was prepared to help you achieve the required competency in performing
shop maintenance. This will be one of the sources of information that will enable you to acquire
the knowledge and skills of this particular trade at your own pace, with minimum supervision or
help from your trainer.
 Talk to your trainer and agree on how you will both organize the training of this
module. Read through the Competency Based Learning Material carefully. It is
divided into sections which cover all the skills and knowledge you need to
successfully complete this module.
 Most probably your trainer will also be your supervisor or manager. He/She is there
to support you and show you the correct way to do things. Ask for help.
 Your trainer will tell you about the important things you need to consider when you
are completing the activities and it is important that you listen and take notes.
 You will be given plenty of opportunities to ask questions and practice on the job.
Make sure you practice your new skills during regular work shifts. This way you will
improve both your speed and memory and also your confidence.
 Talk to more experienced workmates and ask for their guidance.
 Use the self-check questions at the end of each section to test your own progress.
 When you are ready, ask your trainer to watch you perform the activities outlined in
this learning material.
 As you work through the activities, ask for written feedback on your progress. Your
trainer keeps feedback/pre-assessment reports for this reason. When you have
successfully completed each element, ask your trainer to mark on the reports that you
are ready for assessment.
 When you have completed this module and feel confident that you have had sufficient
practice, your trainer will arrange an appointment with registered assessor to assess
you. The results of your assessment will be recorded in your competency
Achievement Record.
QUALIFICATION : Automotive Servicing NC II
UNIT OF COMPETENCY : Service Engine Mechanical System
MODULE TITLE : SERVICING ENGINE MECHANICAL SYSTEM

INTRODUCTION:

This unit identifies the competence required in servicing cooling, lubricating, fuel
systems, diesel injector.

LEARNING OUTCOME:

Upon completion of this module, you must be able to:

1. Service cooling system
2. Service lubricating system
3. Service fuel system’
4. Service diesel injector
5. Service Air Induction System

ASSESSMENT CRITERIA:

1. Servicing of engine mechanical system such as cooling system is performed

as per manufacturer’s manual using specified tools and equipment
2. Safety is observed as per company standard operating procedure
3. Oil pressure is checked as per manual instruction
4. Oil level and condition is checked as per manual instruction
5. Oil flashing is performed as per manual instruction
6. Carburetor is serviced/repaired according to manufacturer’s repair manual
7. Fuel pump is inspected according to service repair manual
8. Exhaust Gas analyzer is set-up in accordance with manufacturer’s manual
9. Exhaust gas emission inspected and necessary adjustment is performed in
accordance with standard operating procedures
10. Injection nozzle is inspected and repaired as per service repair manual
11. Fuel system cleaning is performed in accordance with standard operating
procedures

PRE-REQUISITE: COMMON COMPETENCIES

QUALIFICATION : Automotive Servicing NC II
UNIT OF COMPETENCY : Service Engine Mechanical System
MODULE TITLE : SERVICING ENGINE MECHANICAL SYSTEM

Learning Outcome #1: Service Cooling System

Assessment Criteria:

1. Servicing of engine mechanical system such as cooling

system is performed as per manufacturer’s manual using
specified tools and equipment
2. Safety is observed as per company standard operating
procedure

Resources:

 Service Manual
 Multi-Tester
 Basic Hand Tools
 PPE
Information Sheet Unit Service Engine Mechanical System
No. 1 Module Servicing Engine Mechanical System

LO1: Service Cooling System

COOLING SYSTEMS
Today’s internal combustion engines generate a tremendous amount of heat. This heat is created
when the air/fuel mixture is ignited and expands inside the engine combustion chamber. Metal
temperature around the combustion chamber can rush a high as 1,000 0F (537.70C). To prevent
the overheating of cylinder walls, pistons, valves, and other engine parts, it is necessary to
dispose of this heat.
Two basic types of cooling systems have been used by automotive manufacturers: liquid-
cooled air-cooled systems. Air-cooled engines have not been used for quite a few years because
they had a difficult time maintaining desired engine temperatures and provided poor passenger
heating. In a liquid-cooled system (Figure 12-29), heat is remove from around the combustion
chambers by a heat absorbing liquid (coolant) circulating inside the engine. This liquid is
pumped through the engine and, after absorbing the heat of combustion, flows into the radiator
where the heat is transferred to the atmosphere. The cooled liquid is then return to the engine to
repeat the cycle. These system are designed to keep engine temperatures within the range where
they provide peak performance.
Figure 12-29 The major components of a liquid-cooled systems. Arrows indicate the coolant flow.

Coolant
Engine coolant is actually a mixture of mature of water and anti freeze/ coolant. Water alone has
a boiling point of 2120F (1000C) and a freezing point of 320F (00C) at sea level. A mixture of
67% antifreeze and 33% water will raise the boiling point of the mixture to 235OF (113OC) and
lower the freezing point to -92 OF (-69OC. As can be seen in Figure 12-30, antifreeze in excess of
67% will actually raise the freezing point of the mixture. This chart also indicates why antifreeze
that is stored outside might be very hard to pour in temperature below 0OF. the typical
recommended mixture is a 50/50 solution of water and antifreeze/coolant. Some coolant
suppliers offer a mixture of water and antifreeze that can be used to top off a cooling system
when the level is low (Figure 12-31).

Figure 12-30 The relationship of the percentage of antifreeze in the coolant to the coolant’s freezing and
boiling points.

SHOP TALK
Heat is removed from the engine by the
antifreeze/coolant, but is released by the water in the
mixture. This is why a 50/50 mixture is typically
recommended.
 Figure 12-31 topping off a cooling system with a mixture of water and coolant.

The most commonly used antifreeze/coolant is ethylene glycol-based. This type of coolant
is green in color and provides good protection regardless of climate (Figure 12-32), but it is
poisonous. The coolant has a sweet taste that attracts animals and children and can kill them if it
is ingested. Propylene glycol-based coolant has the same basic characteristics as ethylene glycol-
based coolant but is not sweet tasting and is less harmful to animals and children. Propylene
glycol-based coolants should not be mixed with ethylene glycol.

Figure 12-32 The most commonly used a antifreeze coolant is ethylene glycol-based.

Other safe coolants (Figure 12-33) are also available such as phosphate-free ethylene
glycol-based, organic acid technology (OAT) that contains zero phosphates or silicones and is
orange in color, and hybrid organic acid technology (HOAT) that is similar to OAT but has
additives that are not abrasive to water pumps. Antifreeze formulas have also been developed to
prevent or reduce corrosion of aluminum engine parts. Always refer to the service manual when
selecting coolant for a particular engine.
 Figure 12-33 An environmentally safe antifreeze.

The proper mixture of water and antifreeze reduces the amounts of rust and lime deposits
in the system. These deposits tend to insulate the walls of the water jackets from the coolant. As
a result, the coolant is less able to absorb the engine’s heat at the points where there is scale. This
causes engine hot spots that result in increased component wear and make overheating more
likely.
Regardless of the mixture of the coolant or the type of Antifreeze used, some lime, rust,
and scale will always build in a cooling system. Any deposit on the walls of the water jackets
will affect engine cooling. Changes in engine temperature cause the engine parts to expand and
contract. Some of these deposits then break off and become suspended in the coolant. The
coolant then becomes contaminated and the deposits may collect at a narrow passage, making the
passage narrower. This restriction would further lessen the effectiveness of the cooling system.
For these reasons and others, the engine’s coolant should be replaced and the cooling system
flushed every one or two years.

CAU
Never leave coolant outTand
I Olying
N ! around. Both
children and animals will drink it because of its
sweet taste. The coolant is poisonous and can
cause death

Chemical Treatments Chemicals are available to clean rust, scale, and other deposits from a
cooling system. These chemical cleaners are commonly called radiator flushes. These chemical
are not a substitute for flushing; rather, they are used prior to flushing the system. After the
cleaner is added to the cooling system, the engine should be run at the speed and for the amount
of time specified on the cleaner’s container. Then the system should be totally drained, flushed,
and refilled with fresh antifreeze and distilled water. Because distilled water contains fewer
minerals than water from a tap, it contributes less to the buildup of scale.
Chemicals are also available to plug small leaks in the cooling system (Figure 12-34).
These chemicals work to seal coolant leaks in the radiator and engine (metal components). They
do not seal leaking hoses and hose connections. These products are commonly called stop leaks
or sealers and are added to the coolant.

Figure 12-34 Stop leak being added to the cooling system.

Thermostat
The thermostat controls the minimum operating temperature of the engine. The maximum
operating temperature is controlled by the amount of heat being produced by the engine at the
time and the cooling system’s ability to dissipate the heat.
The technical definition of a thermostat is a temperature responsive control valve. The
thermostat controls the temperature and amount of coolant entering the radiator. While the
engine is cold, the thermostat remains closed, allowing coolant to circulate only inside the
engine. This allows the engine to warm up uniformly and eliminates hot spots. When the coolant
reaches the opening temperature of the thermostat, the thermostat begin to allow some flow of
coolant to the radiator. The hotter the coolant gets, the more the thermostat opens, allowing more
coolant to flow through the radiator. Once the coolant has passed through the radiator and ahs
given up its heat, it re-enters the water pump. Here it is again pushed through the passages
surrounding the combustion chambers it pick up heat and start the cycle once again.
Today’s thermostat is composed of a specially formulated wax and powered metal pellet,
which is tightly contained in a heat-conducting copper cup equipped with a piston inside a rubber
boot. Heat causes the wax pellet to expand, forcing the piston outward, which opens the valve of
the thermostat. Today’s thermostats are also designed to slow down coolant flow when they are
open. This helps to prevent overheating that can result from the coolant moving too quickly
through the engine, reducing its effectiveness in absorbing heat.
The most common location of the thermostat is at the front top of the engine block
(Figure 12-35). The heat element fits into a recess in the block where it is exposed to hot
coolant. The top of the thermostat is then covered by the water outlet housing, which holds it in
place and provides a connection to the upper radiator hose.
 Figure 12-35 A typical thermostat located in the water outlet.

the thermostat permits fast warm-up of the engine (Figure 12-36A). Slow warm-up causes
moisture condensation in the combustion chambers, which finds its way into the crankcase and
causes sludge formation. Most engines are equipped with a coolant bypass, either outside the
engine block or built into the casing. Some thermostats are equipped with a bypass valve that
shuts off the engine bypass after warm-up, forcing all coolant to flow to the radiator.
Thermostats must start to open at a specified temperature (Figure 12-36B)—normally 3OF
(1.6OC) above or below its temperature rating. It must be fully opened at about 20 OF (-6.6OC)
above the start-to-open temperature. They must also permit the passage of a specified amount of
coolant when fully open and leak no more than a specified amount when fully closed.

Figure 12-36 (A) Thermostat closed; (B) thermostat open.

Effects on Drive ability Many vehicles fails the emissions test because they are operating at too
low a temperature. Also, in order to reduce HC exhaust emissions, engine temperatures are kept
high. Coolant temperature is raised by using a high-temperature thermostat, a high-pressure
radiator cap, and a smaller radiator.
When replacing the thermostat, be sure to use the same temperature thermostat as was
used on the original equipment. Using a thermostat with a different opening temperature will
cause many driveability problems. The PCM makes adjustments based on operating temperature.
If the engine runs cooler than normal, the engine will set fuel injection and ignition timing for a
cold engine, which will result in poor gas mileage and excessive emissions.

Water Pump
The heart of the cooling system is the water pump. Its job is to move the coolant through the
cooling system. Typically the water pump is driven by the crankshaft through pulleys and a drive
V-belt (Figure 12-37). Some pumps may be driven off the camshaft. No matter how they are
driven, they all basically work the same way. The pumps are centrifugal-type pumps (Figure 12-
38) with a rotating paddle-wheel-type impeller to remove the coolant. The shaft is mounted in
the water pump housing and rotates on bearings. At the drive end, the exposed end, a pulley is
mounted to accept the belt. The pulley is driven by the crankshaft. The pump housing usually
includes the mounting point for the lower radiator hose.

Figure 12-37 The front cover of an engine with the water pump bolted to it.
 Figure 12-38 An impeller-type water pump.

When the engine is started, the impeller pushes the water from its pumping cavity into the
engine block. When the engine is cold, the thermostat is closed. This stops the coolant from
reaching the top of the radiator. In order for the water pump to circulate the coolant through the
engine during warm-up, a bypass passage is added below the thermostat. This passage must be
kept free to eliminate hot spots in the engine. It also allows hot coolant to pass through the valve,
which opens the thermostat when it reaches the proper temperature.
Radiator
The radiator is basically a heat exchanger, transferring heat from the engine to the air passing
through it. The radiator itself is a series of tube and pins that expose the heat from the coolant to
as much surface area as possible, thus maximizing the potential of heat being transferred to the
passing air.
Factor influencing the efficiency of the radiator are the basic design of the radiator, the
area and thickness of the radiator core, the amount of coolaint going through the radiator, and the
temperature of the cooling air. It is not desirable to have an overly efficient radiator with today’s
engine at a low operating temperature, which would increase emission levels.
The radiator is usually based on one of these two designs: cross flow or down flow. In a
cross-flow radiator (Figure 12- 39), coolant enters on one side, travel through tubes, and collects
on the opposite side. In a down-flow radiator, coolant enters the top of the radiant for and is
drown downward by gravity. Cross-flow radiators are seen most often on late-model cars
because all the coolant flows through the fan airstream, and the design allows for lower hood
profiles on body designs.

Figure 12-39 The routing of coolant in a cross-flow radiator.

Most radiators feature petcocks or plugs the allow a technician to drain coolant from the
system. Coolant is added to the system at the radiator cap or the recovery tank.

Oil Cooler Radiator used in vehicles with automatic transmission have a sealed heat exchanger,
or from of radiator; located in the coolant outlet tank of the regular radiator. Metal or rubber
hoses carry hot automatic transmission fluid to the heat exchanger. The coolant passing over the
sealed the exchanger cools the fluid, which is the return to the transmission fluid is essential to
the efficiency and durability of an automatic transmission.

Radiator Pressure Cap

At one time. The radiator cap was simply designed to keep the coolant (water and alcohol
combination in the early days of motoring) from splashing out of the radiator. Today, it still
serves that purpose, but it also does much more. Today, radiator caps are equipped with pressure
springs and vents. The cap allows for an increase in pressure in the radiator, which raises the
boiling point of the coolant. For every pound of pressure put on the coolant, the boiling point is
raised about 31/4 0F (1.80C). Today’s caps normally are designed between 14 and 17 psi (96.53 and
117.21 kPa). When pressures exceed this level, the seal between the cap and the radiator filer
neck opens, and allow the excessive pressure to vent into a coolant recovery tank.
There are three basic types of radiator pressure caps: Constant pressure, Pressure vent, and
closed system. The closed system type radiator cap is found on today’s cars: the others are found
on the other model vehicles. The constant pressure type has a lower seal or pressure valve that is
healed closed until the coolant gets hot enough to build enough pressure to open the valve within
the preset pressure range. The pressure vent-type cap is similar to the constant pressure type.
However, it has a vacuum release valve that is opened by a weight and is kept open to the
atmosphere until the pressure is great enough to move the weight and closed the valve to prevent
atmospheric pressure from interring into the radiator. Like the constant pressure cap, this caps
opens to release pressure when it builds to the specified amount.
The closed system type (Figure 12-40) works in the same way as the constant pressure
cap, except it is designed to keep the radiator full at all times. When the specified pressure is
reached, some coolant is released into the recovery tank. When there is a vacuum in the radiator
(caused by less coolant), the vacuum is used to pull coolant from the recovery tank. These
radiator caps are not designed to be removed for coolant checks. Coolant is check and fluid is
added through the recovery tank.

Figure 12-40 Parts of a radiator pressure cap assembly.

All radiator caps are designed to meet SAE standards for safety. These standards specified
that there shall be a detent or safety stop position, allowing pressure to escape from the system
without allowing the hot coolant to blow out of the radiator’s neck into the person opening the
cap. Only after all pressure have been relieved should the cap be removed from the neck.
Cap specifications required that the cap must not leak below the low limit of the pressure
range and must open above the high limit. Pressure caps should always be tasted for the proper
pressure release level and checked for gasket cracking, brittleness, or deterioration each time the
antifreeze is charged or when any routine cooling system maintenance is performed (Figure 12-
41).
 Figure 12-41 Radiator cap inspection.
Radiator pressure caps are marked indicating the amount of pressure held in the cooling
system by the pressure valve’s spring. For domestic vehicles, the pressure is stated in pounds per
square inch (psi).
Radiator caps for older imported vehicles maybe marked “0.9”, which indicates that the
pressure rating of the cap is 0.9 times normal atmospheric pressure. Since atmospheric pressure
is 14.7 psi, a 0.9 cap has a pressure rating of about 13.2 psi (14.7 x 0.9). Another common rating
is 100. The “100” indicates that the pressure rating is 100% of atmospheric pressure, or 14.7 psi.
Therefore a 15 psi cap would be a good substitute for a 100 cap.

SHOP TALK
Always refer to application charts or a service manual
when replacing a pressure to make sure the new
cap has the same pressure range as the original cap.

Expansion Tank Most cooling systems have an expansion or recovery tank. Expansion tanks
are designed to catch and hold any coolant that passes through the pressure cap when the engine
is hot. As the engine warms up, the coolant expands. This eventually causes the pressure cap to
release. The coolant passes to an expansion tank. When the engine is shut down, the coolant
begins to shrink. Eventually, the vacuum spring inside the pressure cap opens and the coolant in
the expansion tank is drawn back into the cooling system.
 Figure 12-42 A coolant recovery tank with coolant levels marked on the tank.

There are marks on most recovery tanks that show where coolant levels should bed when
the car is running and when it is not (Figure 12-24). To check coolant levels on a car without a
recovery tank, remove the radiator cap (when the engine is cold) and see if the coolant is up to
where it should be. If there are no markings, make sure the coolant is recovering the radiator
core. If the coolant level is low after repeated filling, there is probably a leak in the cooling
system.

When workingWonAtheR Ncooling

I N G !system, remember
that at operating temperature the coolant is
extremely hot. Touching the coolant or spilling
the coolant can cause serious body burns. Never
remove the radiator cap when the engine is hot.

Hoses
Coolant flows from the engine to the radiator and from the radiator to the engine through radiator
hoses. The radiator is solidly mounted to the vehicle and the engine sits on the rubber mounts,
which means the engine can move independently to the chassis and the radiator cannot. If the
engine were connected solidly to the radiator, the radiator would soon break because of the
vibration and stress. The use of butyl or neoprene rubber houses cushions the radiator from these
vibrations and prevent radiator damage.
A hose is typically made up of three parts: an inner rubber tube, some reinforcement
material, and an outer rubber cover. Different covers and reinforcements are used depending of
the application of the hose. Hose construction differs based on where it is located and what
amounts of temperature and pressure it will face. Cooling system hoses must be able to endure
heavy vibrations and be resistant to oil, heat, abrasion, weathering, and pressure.
 Most vehicles have a least four hoses in the cooling system; some have five or more
(Figure 12-43). Two small diameter hoses send hot coolant from the water pump to the heater
core and back. Two larger diameter hoses move the coolant from the water pump to the radiator
and back into the engine block. The fifth hose, a small diameter bypass hose, allows coolant to
circulate within the engine when the thermostat is closed. This hose is not required on all engine
because the bypass feature is build into the engine block or cylinder head.

Figure 12-43 A typical cooling system hose arrangement.

Hoses are sized according to their inside diameter. For example, common heater hoses are
5/8 ¾
or inch. Radiator hoses are larger and have reinforcement that allow them to withstand about
six times the normal operating pressure of the cooling system. wes are normally reinforce with
wire to prevent them from collapsing due to the suction of the water pump.
Radiator hoses are seldom straight tubes. They typically must bend or curb around parts to
make a good connection without kinking. Straight hoses are not used because bending causes
them to collapse at the bend, causing a restriction. Most original equipment radiator hoses are
molded to a specific shape to fit specific applications. Often molded hoses are available in a
variety of lengths. The hose is then cut to fit a particular application. Some have cutoff marks
printed on them to show where they should be cut o fit different applications. Others should be
compared to the old hose for a cut reference.
Nearly all original equipment radiator hose is of the molded, curved design. Aftermarket
products maybe this type or a wire-inserted flex type. The flex-type hose allows greater vehicle
coverage per part number but may not be designed for some cars that required radical bends and
shapes. Flexible radiator hoses are available in different lengths and diameters. This design can
flex or bend into most required shapes without causing a restriction.
Heater hoses are made with reinforcements to help keep their shape. Some application
require a molded shape due to complex routing or curves. Rather than replacing heater hoses
with specific molded hoses, formable hoses are available. This hose design has a wire spin that
allows the hose to bend into a curve without collapsing at the bend. Once the desired shape is
obtained, the hose is cut to length and then installed.
 Water outlet The water outlet is the connection between the engine and the upper radiator
hose. The water outlet has been called a gooseneck, elbow, inlet, outlet, or thermostat housing.
Generally, it covers and seals the thermostat and, in some cases, includes the thermostat bypass.
Most water outlets are made of cast iron, cast aluminum, or tamped steel. Internal
corrosion contributes t the failure of water outlets. Cast-iron water outlets are more resistant to
this type of corrosion than stamped steel or cast aluminum outlets. A more common cause of
failure for the water outlet is the uneven torquing down of the water outlet mounting bolts, which
can cause a mounting ear to break off. When this happens, the outlet will not seal and must be
replaced.

Water Jackets Hollow passages in the block and cylinder heads surround the areas closest to the
cylinders and combustion chambers (Figure 12-44).

Figure 12-44 The cooling system circulates coolant through the engine’s water jackets.

Include in the water jackets are soft (core) plugs and a block drain plug. The soft plugs
and a block drain plug. The soft plugs and are usually removed during engine teardown. New
ones are installed during reassembly. Core plugs are prone to rush and corrosion, and, therefore,
will weep coolant or rust through completely. When this happens, the core plugs should be
replaced.

Hose Clamps
Hoses are attached to the engine and radiator with clamps. Hose clamps are designed to apply
clamping pressure around the outside of the hose at the point where it connects to the inlet and
outlet connections at the radiator, engine block, water pump, or heater core. The pressure exerted
on this connection is important in making and maintaining a seal at that point.
Originally equipment clamps are usually spring steel wires that must be removed and
replaced with special pliers. Replacement clamps may use a twin wire with a screw, worm drive
screw, or screw tower (Figure 12-45). The worm drive hose clomp is most often used as a
replacement clamp for mo a reasons. This type of clamp provides even pressure around the
outside diameter of the hose. It is easy to install all requires no special tools.
 Figure 12-45 Common types of hose clamps.
Rather than using steel clamps on the, some technicians prefer to use thermoplastic clamps
(Figure 12-46). These hest-sensitive clamps are installed on the hose ends and a heat gun is used
to shrink the clamp. The shrinking of the clamp tightens the connection. As the engine runs, the
heat of the coolant further tightens the connection.

Figure 12-46 Thermoplastic clamps are tightened with a heat gun.

Belt Drives
Belt drives have been used for many years. V-belt and V-ribbed (serpentine) belts are used to
drive water pumps, power steering pumps, air-conditioning compressors, generators, and control
pumps (Figure 12-47). Because the belts are flexible, they absorb some shock loads and cushion
shaft bearings from excessive loads.
 Figure 12-47 A V-belt rides in a single groove whereas a V-ribbed belt rides in several grooves.

The biggest problem with belt drives is that they are neglected. Typically, no one makes
an effort to check these vital links until they begin to make noise or break.
V-belts are designed to ride in a matching groove in the pulleys of the system. The angled
sides of the belt contact the inside of the pulley grooves (Figure 12-48). This point of contact is
where motion is transferred.

Figure 12-48 The sides of a V-belt contact the grooves of the drive pulley.

Drive belts can be used to drive a single part or a combination of parts. V-belts are
typically used to drive a single component. An engine can be have three or more V-belts (Figure
12-49). Each of the belts can be a different size and replacement belt must be an exact
replacement in length, width, and material. In some cases, two matched belts are used on the
same pulley set. This increases the strength of the belt and pulley connection and provides
redundancy in case a belt breaks. Matched belts should always be replaced in pairs so they wear
together, thus maintaining the same length to prevent slippage and problems.
 Figure 12-49 An engine can have three or more V-belts to drive different accessories.
Most late-model vehicles use a serpentine belt to drive all or most accessories.
Serpentine belts are long and follow a complex path that weaves around the various pulleys.
Though tension is important for all drive belts, it is critical on a serpentine belts because of this
complex routing. Serpentine belts are flat on the outside and have a series of continuous ribs on
the inside. These ribs are designed it fit into matching grooves in the pulleys. Both the ribbed
side and the flat side of the belt can be used to transfer power (Figure 12-50).
 Figure 12-50 A serpentine drive shaft.

Insufficient tension may allow the belt to roll off a pulley or not turn a pulley due to poor
contact, or the pulley may slip, reducing the power reaching the component. Excessive tension
may put unwanted forces on the pulleys and the shafts they are attached to, leading to belt
breakage, glazing, and damage to the driven components. Overtime, serpentine belts will stretch
and lose their tension. To compensate for belt stretch and to keep a proper amount of tension on
the belt, most serpentine belt system have a belt tensioner pulley.
A tensioner pulley is typically a spring-loaded pulley (Figure 12-51) or wheel that exerts
a predetermined amount of the pressure on the belt. This pressure keeps the belt at the desired
tension, providing the tensioner pulley was adjusted properly when the belt was installed.
 Figure 12-51 A belt tensioner for serpentine belt.

USING SERVICE MANUALS

Proper belt tightening procedures and specification
are given in the specification section of most service
manuals.

Heat has an adverse effect on drive belts. Belts tend to harden and crack because of
excessive heat. Excessive heat usually comes from slippage, which can be attributed to the lack
of proper belt tension or oily conditions. When slippage occurs, heat can travel through the drive
pulley and down the shaft to the support bearing. These bearing can become damaged. As a V-
belts wears, it begins to ride deeper in the pulley groove, reducing its tension and promoting
slippage. As this is a normal occurrence, periodic adjustment of belt tensions should be expected.

Cooling Fans
As mentioned earlier, the efficiency of the cooling system is based on the amount of the heat that
can be removed from the system and transferred to the air. The system needs air. At highway
speeds, the ram air through the radiator should be sufficient to maintain proper cooling. At low
speeds and idle, the systems needs additional air. This air is delivered by a fan. The fan may be
driven by the engine, via a belt, or driven by an electronic motor.
The design of the fan found on a vehicle depends on the air requirements of the engine’s
cooling system. Diameter, pitch, and the number of blades can be varied to attain the needed
flow. A fan placed more than 3 inches from the radiator becomes ineffective. It merely
recirculates the hot air around the fan blades. For this reason, some radiators are equipped with
shrouds. A shroud is a large, circular piece of plastic, metal, or cardboardlike material that
extends outward from the radiator to enclose the fan and increase its effectiveness. These
shrouds should always be kept intact and should not be modified.
 A belt-driven fan is bolted to a pulley on the water pump and turns constantly with the
engine. Thus, belt-driven fans always draw air through the radiator from the rear. The power
pulley on the crankshaft drives the belt. The fan has several blades made of steel, nylon, or fiber-
glass attached to a metal hub. Any damage or distortion to the fan will cause it to be out-of-
balance, and the fan should be replaced. An out-of-balance fan can cause major problems,
including rapid and excessive water pump bearing and seal wear or damage to the radiator if the
fan blades hit the radiator.
Since fan air is usually only necessary at idle and low-speed operation, various design
concepts are used to limit the fan’s operation at higher speeds. Horsepower is required to turn the
fan. Therefore, the operation of a cooling fan reduces the available horsepower to the drive
wheel, as well as the fuel economy of the vehicle. Fans are also very noisy at high speeds, adding
to driver fatigue and total vehicle noise.
To eliminate this power drain during times when fan operation is not needed, many of
today’s belt-driven fans operate only when the engine and radiator heat up. This is accomplished
by a fan clutch (Figure 12-52). When the engine and fan clutch are cold, the fan moves
independently from the fan clutch and moves little air. When the engine warms up, the fan clutch
engages, locking the fan in and moving a large amount of air. The clutch unit is located between
the water pump pulley and the fan. The clutch assemblies rely on a thermostatic spring or
silicone fluid. In both cases, the clutch locks the fan to the reaches a particular point. In most
cases, the clutch slips at high speeds; therefore, it is not turning at full engine speed.

Figure 12-52 A viscous-type fan clutch.

Some vehicle manufacturers use flexible blades or flex blades that bend or change pitch
based on engine speed. That is, at slower speeds, the blade pitch is at the maximum. As engine
speed increases the blade pitch decreases, as do the horsepower losses and noise levels.

Electric Cooling Fans In most late-model applications, to save power and reduce the noise
level, the conventional belt-driven, water-pump-mounted engine cooling fan has been replaced
with an electrically driven fan (Figure 12-53). This fan and motor are mounted to the radiator
shroud and are not connected mechanically or physically to the engine. The 12-volt, motor-
driven fan is electrically controlled by either, or both, of two methods: an engine coolant
temperature switch or sensor and the air-conditioner switch.

Figure 12-53 An electric cooling fan assembly.

As the schematic in Figure 12-54 shows, the cooling fan motor is connected to the 12-
volts battery supply through a normally open (NO) set of contacts in the cooling fan relay.
During normal operation, with the air conditioner off and the engine coolant below a
predetermined temperature of approximately 215OF (101.6OC), the relay contacts are open and
the fan motor does not operate.

Figure 12-54 A simple schematic for an electric cooling fan.

Should the engine coolant temperature exceed approximately 230 OF (110OC), the engine
coolant temperature switch closes. This energizes the fan relay coil, which in turn closes the
relay contacts. The contacts provide 12 volts to the fan motor if the ignition switch is in the on
position. The 12-volt supply for the relay coil circuit is independent of the 12-volt supply for the
fan motor circuit. The coil circuit extends from the on terminal of the ignition switch, through a
fuse in the fuse panel, and to ground through the relay coil and temperature sensor.
Should the air conditioner select switch be turned to any cool position, regardless of
engine temperature, a circuit is completed through the relay coil to ground through the select
switch. This action closes the relay contacts to provide 12 volts to the fan motor. The fan then
operates as long as the air conditioner and ignition switches are on.
There are many variations of electric cooling fan operation. Some provide a cool-down
period whereby the fan continues to operate after the engine has been stopped and the ignition
switch is turned off. These systems may have a second temperature sensor that controls the fan
when the engine is off. The fan stops only when the engine coolant falls to a predetermined safe
temperature, usually about 210OF (98.8OC). In some systems, the fan does not start when the air
conditioner select switch is turned on unless the high side of the air-conditioning (A/C) system is
above a predetermined safe temperature.
Some late-model cars control the cooling fan by completing the ground through the
engine control computer. Check the service manual to see how an electric cooling fan is
controlled before working with it.

CAUTION!

The engine electric cooling fan can come on at any

time without warning even if the engine is not
running. For this reason, it is always wise to remove
the negative terminal from the battery or the electric
cooling fan connector while working around an
electric fan. Make sure you reconnect the connector
before giving car back to the customer.

Temperature Indicators
Coolant temperature indicators are mounted in the dashboard to alert the driver of an overheating
condition. It consists of a temperature gauge and/or a light. A temperature sensor is screwed into
a threaded hole in the water jacket (Figure 12-55). Besides indicating coolant temperatures to
the driver, temperature sensors supply some important information to today’s computer-
controlled engine control systems.
 Figure 12-55 A coolant temperature sender of sensor.

Temperature Sensors Proper electric cooling fan operation depends on the operation of a
temperature sensor. A temperature sensor responds to changes in temperature. Some vehicles use
more than one sensor to control the fans and to send engine temperature readings to the
Powertrain Control Module (PCM). Based on this information, the PCM will adjust the fuel
injection and ignition systems to provide efficient engine operation.

Heater System
A hot liquid passenger compartment heater is part of the engine’s cooling system. Heated coolant
flows from the engine through heater hoses and a heater control valve to a smaller heater core, or
radiator, located in a hollow container on either sides of the fire wall. Air is directed or blown
over the hot heater core, and the heated airflows into the passenger compartment. Movable doors
can be controlled to blend cool air with heated air for more or less heat.
Operation Sheet Unit Service Engine Mechanical System
No. 1 Module Servicing Engine Mechanical System

LO1: Service Cooling System

COOLING SYSTEM SERVICING

The cooling system must operate, be inspected, an be serviced as a system. Replacing one
damaged part while leaving others dirty or clogged will not increase system efficiency. Service
the entire system to ensure good results.
Service involves both a visual inspection of the parts and connections and pressure
testing. Pressure testing is used to detect internal or external leaks.
The following is a list of place to check for a suspected leak in the cooling system.
Although this list is not complete, it does present the most common areas where a leak can occur:

External Leakage
 Radiator
 Loose hose clamp
 Hose
 Faulty radiator cap
 Dented radiator hose connector for the inlet or outlet hose
 Heater connection
 Water pump, through weep hole
 Cracked or porous water pump housing
 Heater core
 Loose core hole plug in cylinder block
 Cracked thermostat housing
 Water temperature sending unit
 Cylinder head bolts loose or tightened unevenly
 Warped or cracked cylinder head
 Heater control valve
 Cracked cylinder block
 Damaged gasket or dry gasket if engine has been stored
 Coolant reservoir of hose

Internal Leakage
 Faulty head gasket
 Cracked head
 Cracked block
 Transmission fluid cooler
Coolant Condition
Coolant hydrometer is used to check the amount of antifreeze in the coolant. This tester contains
a pickup hose, coolant reservoir, and squeeze bulb. The pickup hose is placed in the radiator
coolant. When the squeeze bulb is squeeze and released, coolant is drawn into the reservoir. As
coolant enters the reservoir, a pivoted float moves upward with the coolant level. A pointer on a
float indicates the freezing point of the coolant on a scale located on the reservoir housing.

Testing the Cooling System for Leaks

The most common tool used to test a cooling system in the radiator pressure tester. A radiator
pressure tester is really no more than a hand pump with a pressure gauge. The pressure tester is
extremely handy for identifying the location of any leak within the cooling system. To use the
tester, connected it to the radiator filler neck (Figure 12-56). Run the engine until it is warm,
then pump the handle of the tester until its gauge read the same pressure noted on the radiator
cap. Watch the gauge. If the pressure drops, carefully check the hoses, radiator, heat core, and
water pump for leaks. Often the leak will initially be obvious because coolant will spray out of
the leak if the pressure drops but there are no external leaks, suspect an internal leak.

Figure 12-56 Testing the cooling system for leaks with a pressure tester.

The source of an internal coolant leak can also be found by a thorough visual inspection
or a use of a dye penetrant. Visually, the point of the leak maybe wet or have a light color, the
result of the coolant evaporating at that point. Another common way to identify the source of a
leak is to use a dye penetrant and a black light. The dye is poured into the cooling system and the
engine is run until it reaches the operating temperature. With the engine turned off, the engine
and cooling system are inspected with the back light. Where the dyed coolant leaks, a bright or
fluorescent green color will be seen.
Repairing Radiators
Most radiator leak repairs require the removal of the radiator from the vehicle. The coolant
must be drained and all hoses and oil lines disconnected. Bolts holding the radiator are then
loosened and removed.
The actual radiator repair procedures depend on the material of which it is being made
and the type of damage. Most radiator repairs are made by radiator specialty shops that employ
technicians with knowledge of such work. If the radiator is badly damage, it should be replaced
and a new one should be installed as directed y the manufacturer.
Many of the today’s radiators have plastic tanks, which are not repaired. If these leak,
they are replaced.

Testing the Radiator Pressure Cap

Apply the proper cap testing adapter and radiator pressure cap to the tester head. Pump the tester
(Figure 12-57) until the pressure valve of the cap releases pressure. The cap should hold
pressure in its range as indicated on the tester gauge dial for one minute. If it does not, replace it.
Remove the cap from the tester and visually inspect the condition of the cap’s pressure valve and
upper and lower sealing gaskets. If the gaskets are hard, brittle, or deteriorated, the cap may leak
when exposed to hot, pressurized coolant. It should be replaced with a new cap in the same
pressure range.

Figure 12-57 Testing a radiator cap with a pressure tester.

 CAUTION!

The radiator cap should never be removed when the cap or radiator
is hot to the touch. When the pressure in the radiator is suddenly
released, the coolant’s boiling temperature is reduced, causing the
coolant to immediately boil. Because coolant is at thick liquid, it will
stick to your skin and cause severe burns of it is hot. The radiator
should first be allowed to cool, or force cool it by lightly spraying
water on the radiator core. When the cap is cool to the touch and the
engine is shut off, use a cloth over the cap and turn it
counterclockwise one-quarter turn to the filler neck safety stop.
Carefully watch for any liquid or steam loss around the ring of the
cap and from the radiator overflow tube. Let the cap remain in this
position until all pressure subsides. When evidence of discharge is no
longer seen, use a cloth to cover the cap, press it down to pass the
cap’s ear over the safety stops, and continue to turn
counterclockwise to remove the cap.

Testing the Thermostat

Thermostat are often the cause of overheating problems. If the thermostat is stock closed, no
coolant will flow through the radiator. Thermostats are also the cause of poor heater and engine
performance. If the thermostat is stuck open, the coolant may not reach the desired temperature
because the coolant is cooled before it gets hot.
A property working thermostat will be closed when the engine is cold and the coolant has
a temperature lower than the thermostat’s rating. Once the coolant reaches the opening
temperature of the thermostat, a waxlike pellet expands inside the thermostat to open it and allow
the coolant to flow to the radiator. The hotter the coolant gets, the more the thermostat opens,
allowing more coolant to flow through the radiator.
Electronic engine control systems are very dependent on the control and regulation
engine coolant temperatures. A faulty thermostat will not only cause overheating or poor heating
performance but may cause an increase in fuel consumption and poor engine performance. The
PCM’s engine management system is programmed to deliver the ideal air/fuel mixture and
ignition timing according to the engine’s operating conditions. One of the conditions monitored
by the PCM is engine temperature.
These are several ways to test the opening temperature of a thermostat. One method does
not required that the thermostat be removed from the engine. Removed the radiator pressure cap
from a cool radiator and insert a thermometer into the coolant. Start the engine and let it warm
up. Watch the thermometer and the surface of the coolant. When the coolant begins to flow, it
includes the thermostat has started to open. The reading on the thermometer indicates the
opening temperature of the thermostat. If the engine is cold and the coolant circulates, it
indicates that the thermostat is stuck open and must be replaced.
The other way to test a thermostat is to remove it. Suspend the thermostat completely
submerged in a small container of water so it does not touch the bottom. Place a thermometer in
the water so it does not touch the container and only measures water temperature. Heat the water.
When the thermostat valve barely begins to open, read the thermometer. This is the opening
temperature of this particular thermostat. If the valve system open after a thermostat is removed
from the water, the thermostat is defective and must be replaced.
Several types of commercial testers are available. When using such a tester, be sure to
follow the manufacturer’s instructions.
Making on the thermostat normally indicate which end should face toward the radiator.
Regardless of the markings, the censored end must always be installed toward the engine.
When replacing the thermostat, also replace the gasket that seals the thermostat in place
an is positioned between the water outlet casting and the engine block (Figure 12-58). Generally,
these gaskets are made of a composition fiber material and are die-cut to match the thermostat
opening and mounting bolt configuration of the water outlet. Thermostat gaskets generally come
with or without an adhesive backing of gaskets holds the thermostat securely centered in the
mounting flange, leaving both hands of the technician free to align and bolt the thermostat
securely in place.

Figure 12-58 Positioning a thermostat into an engine block.

Checking and replacing Hoses

Carefully check all cooling hoses for leakage, swelling, and chafing. Also change any hose that
feels mushy or extremely brittle when squeezed firmly (Figure 12-59). When a hose becomes
soft, it is deteriorating and should be replace before more serious problems result. When a hose is
hard, it is brittle and should be replace. Hard hoses resist and may crack rather than bend. The
result is a leak.
Normally, hoses began to deteriorate from the inside. Pieces of deteriorate hose will
circulate through the system until they found a place to rest. This place is usually the radiator
core, causing clogging. Deterioration can also cause leaks. Any eternal bulging or cracking of
hoses is a definite sign of failure. When one hose fails, all of the other should be carefully
inspected.
The upper radiator hose is subjected to the roughest service life of any hose in the cooling
system. It must absorb more engine motion than any of the other hoses. It is exposed to the
coolant at its hottest stage, and it is insulated by the hood during hot soak periods. These
conditions make the upper hose the most probable to fail.
 Figure 12-59 Defects in cooling hoses.

Be especially watchful for signs of splits when hoses are squeezed. These splits have a
habit of bursting wide open under pressure. Also look for rust stains around the clamps. Rust
stains indicate that the hoses is leaking, possibly because the clamp has been eaten into the hose.
Loosen the clamp, slide it back, and check for cuts.
The primary cause of coolant hose failure has been identified as an electrochemical attack
on the rubber compound in the hose. This is known as electrochemical degradation (ECD). It
occurs because the hose, engine coolant, and the engine/radiator fitting from a galvanic (battery)
cell. This chemical reaction causes very small cracks in the hose, allowing the coolant to attack
and weaken the reinforcement in the hose. ECD can cause pinhole leaks or hose rupture under
normal operating pressures. The effect of ECD are accelerated by high temperatures and
vibrations.
The best way to check hoses for the effect of ECD is to squeeze the hose near the clamps
or connectors. ECD occurs within two inches of the ends of the hose-not in the middle. Compare
the feel of the hose between the middle and the ends. Gaps can be felt along the length of the
those where it has been weakened by ECD. If the end are soft and feel mushy, changer are the
hose is under attack by ECD and should be replaced.
ECD can occur in any cooling system hose and will cause the most damage where the
temperature is hottest and air is present with the coolant, which is why upper radiator hoses tend
to fail first.
Oil is another enemy to rubber hoses. A hose damage by oil is swollen, soft, and sticky. If
the oil leak is external, eliminate the oil leak or try to reroute the hose away from the oil leak to
prevent the oil damage to a new hose. This damage can be cause by transmission fluid leaking
into a coolant or by an internal engine oil leak.
 CUSTOMER CARE
Technicians should do their customers a favor and
remind them that all cooling hoses should be replaced
every two or four years to prevent
breakdowns.

Do not over look the small bypass hose on some models. It is located between the water
pump and engine block. Also, check the lower radiator hose very carefully. This hose contains a
coiled wire lining to keep in front collapsing during operation. If the wire losses tension, the hose
can partially collapse at high speed and restrict coolant flow, which result in a very elusive
overheating problem.
All cooling system hoses are basically installed the same way. The hose is clamped onto
inlet-outlet nipples on the radiator, water pump, and heater.
Replacement radiator hoses must be the correct diameter, length, and shape. Each has a
part number, which is open printed on the old hose and on the hose package.
When replacing a hose, drain the coolant system below the level being work on. Loosen
or carefully cut the old clamp. Then using a knife, carefully cut the end of the old hose (Figure
12-60) so it can slide off its stuck, do not pry it off. You could possibly damage the inlet/outlet
nipple or the attachment between the end of the hose and the bead. Simply cut it more so it can
come off.

Figure 12-60 Cutting off an old hose.

Always clean the neck of the hose fitting or nipple with a wire brush or emery cloth after
the old hose has been removed. Burrs or sharp edges could cut into the hose tube and lead to
premature failure, and dirt will prevent a good seal.
Dip the end of the hose in coolant to lubricate it and slip the clamp over each end. Do not
reuse old spring type clamps, even if they look good. Slip the hose over its fitting, engine end
first. In cold weather, the hose may be stiff; it can be soaked in warm water to make it more
flexible. If the hose does not fit properly, remove it and reverse the ends. Then slides the clamps
to about ¼ inch from the end of the hose after it is properly positioned on the fitting (Figure 12-
61). Tighten the clamp securely but do not over tighten.
 Figure 12-61 New clamps should be placed immediate

It is a good idea to readjust the clamp of a newly installed coolant hose after a brief run-in
period. The hose end does no contract and expand at the same rate as the metal of the inlet/outlet
nipple it is attached to. Rubber coolant hose, warmed by the hot coolant and hot engine, will
expand. The clamp compresses the rubber around the hose ends and sets it. When the engine
cools, the fitting contracts more than the rubber, and the hose will not be as secure, which can
result in cold leaks of coolant at the inlet/outlet nipple when the engine is cool. Retightening the
clamp eliminates the problem.

Water Pump Service

The majority of water pump failures are attributed to leaks of some sort. When the pump set
fails, coolant will begin to seep out of the weep hole in the casting (Figure12-62). This is an
early indicator of trouble. The seals may simply wear out due to abrasives in the cooling system,
or some type of seals crack due to thermal shock such as adding cold water to an over heated
engine. This shock could also cause other internal parts to fail.

Figure 12-62 Signs of leakage from the water pump vent means the pump’s seal is bad.

Other failures can be attributed to bearing and shaft problems and an occasional cracked
casting. Water pump bearing or seal failure can be caused by surprisingly small out-of-balance
conditions that are difficult to spot. Look at the following:
 A bent fun. A single bend blade will cause problems.
  A piece of fun missing.
 A crack fun blade. Even a small crack will prevent proper flexing.
 Fan mounting surfaces that are not clean or flush.
To check a water pump, start the engine and listen for a bad bearing, using a mechanic’s
stethoscope or rubber tubing. Place the stethoscope or hose on the bearing or pump shaft. If a
louder than normal noise is heard, the bearing id defective.

CAUTION!

Whenever working near a running engine, keep

your hands and clothing away from the moving fan,
pulleys, and belts. Do not allow the stethoscope or
rubber tubing to be caught by the moving parts.

There are another tested than can be performed in vehicles with an engine-driven fun. With
the engine off and the fun belt and shroud removed, grasp the fun and attempt to move it in and
out and up and down. More than 1/16 inch (1.58 mm) of movement indicates worn bearings that
require water pump replacement.
To determine whether the water pump is allowing for good circulation, warm up the engine
and run it at idle speed. Squeeze the upper hose connection with one hand and accelerate the
engine with the other hand. If a surge on the hose is felt, the pump is working. Any air being
sucked into the cooling system is certain to have a detrimental effect. It cuts down pumping
efficiency and causes both rusting and wear at a rate approximately three times above normal. To
test for aeration, have the engine fully warm up, all hose connections tight, and the coolant level
up to normal. Attach one end of the small hose to the radiator over flow pipe and put the other
end into a jar of water. Run the engine at a fast idle. If a steady stream of bubbles appears in the
jar of water, air is getting into the cooling system.
Check first for a cylinder gasket leak by running a compression test. If two adjacent cylinders
test low, the gasket is bad. Otherwise there is an air leak somewhere else in the cooling system.

Replacing the Water Pump When replacing a water pump, it is necessary to drain the cooling
system. Any components-belts, fan, fan shroud, shaft spaces, or viscous drive clutch-should be
remove to make the pump accessible. Some pump are attached to the cylinder block as shown in
Figure 12-63. Loosen and remove the bolts in a crisscross pattern from the center outward.
Insert a rang into the block opening and scrape of any remains of the old gasket.

When working on theCcoolant

A U T Isystem
O N ! (for example, replacing
the water pump or thermostat),a certain amount of coolant will
spill on the floor. The antifreeze in the coolant causes it to be
very slippery. Always immediately wipe up any coolant that
spills to reduce or eliminate the chance of injury.
 When replacing a water pump, always follow the procedures recommended by the
manufacturer. Most often a coating of good waterproof sealer should be applied to a new gasket
before it is place into position on the water pump. Coat the pother side of the gasket with sealer,
and position the pump against the engine block until it is properly seated. Install the mounting
bolts and tighten them evenly in a staggered sequence to the torque specifications with a torque
wrench. Careless tightening could cause the pump housing to crack. Check the pump to make
sure it rotates freely.
The water pumps on many late-model OHC engines are driven by the engine’s timing
belt. When replacing the water pump on these engines, always replace the timing belt. Make sure
all pulleys and gears are aligned according to specifications when installing the belt.

Checking Fun and Fun Clutches

Fan operation can be checked by spinning the fan by hand. A noticeable wobble or any blade that
is not in the same plane as the rest indicates that replacement is in order. The fan can also be
checked by removing it and laying it on a flat surface. If it is straight, all he blades should touch
the surface. Never attempt to straighten the damaged cooling fan. Bending it back into shape
might seem easier (and cheaper) than replacing it, but doing so is risky. Whenever metal is bend,
it is weakened.
Fan clutches use a fluid-filled chamber (usually silicone) to turn the fan. Obviously, loss
of the drive fluid will render the fan useless.
One of a simplest checks is to visually inspect the fun clutch for signs of fluid loss. Oily
streaks radiating outward from the hub shaft mean fluid has leaked past the bearing seal.
Most fan clutches offer a slight amount of resistance if turned by hand when the engine is
cold. They offer drag when the engine is hot. If the fan freewheels easily hot or cold, replace the
clutch.
Another check that should be made is to push the trip o f a fan blade in and out. Any
visible looseness in the shaft bearing means the fan clutch should be replaced.
Fan blades are balanced at the time of manufacture but can be bent if handle carelessly.
Likewise fan clutches are machined very accurately to run true. However rough handing at the
time of pump replacement causes nicks and dents on the mounting faces. This can cause the fun
blade to be installed crookedly. Serious trouble might follow soon after the car is back a service.
Therefore, technicians should be cautioned to handle fan clutches and b lades with care and to
file away any nicks, burrs, or dents someone else might have caused. Obviously, if any fins have
been broken off the fan clutch, it must be replaced.

SHOP TALK
Damaged fan shrouds can usually be repaired if the
damage is not severe. Polyethylene and polypropylene
plastics can be hot-air or airless welded. Fiber-glass
can be glued with epoxy. The important rule
here is never leave a fan shroud off. The shroud is
needed to help the fan work at peak efficiency and
leaving it off will affect the fan’s efficiency.
Checking Belts
If a belt breaks, at best the fan stops spinning and the coolant does not cool down efficiently. At
worst, the water pump stops, the coolant does not circulate, and, eventually, the engine
overheats.
Belts, like hoses, are made of elastic rubber compounds. Although they are extremely
sturdy, they are primarily designed for transmitting power. Even the best belt last only an
average of four years. Advise the customer to replace all belts every four years, regardless of
how they look.
Fortunately, belt problems are easily discovered either by visual inspection for cracks,
splits, glazing, or oil soakage, or by the screech of slippage. A glazed, cracked, or damaged belt
should always be replaced. In servicing a multibelt setup, it is very important to replace all of the
belts when one belt is bad.
Also inspect the grooves of the drive pulleys for rust, oil, wear, and other damage. I a
pulley is damaged, it should be replaced. In many cases, rust, dirt, and oil can be cleaned off the
pulley and should be removed before installing a new belt. Also check the alignment of the
pulleys.
Misalignment of the V-pulley reduces the belt’s service life and brings about rapid V-
pulley wear, which causes thrown belts and screech. Undersirable side or end thrust loads can
also be imposed on pulley or pump shaft bearings. Check alignment with a straightedge. Pulleys
should be in alignment within 1/16 inch (1.59 mm) per foot of the distance across the face of the
pulleys.

Belt replacement V-belt replacement is a straightforward procedure but care must be taken to
install the new belt correctly and under the correct amount of tension. Before removing the old
drive belt, disconnect the electric cooling fan at the radiator, if the vehicle has one. Remove the
old drive belt by loosening the components that have adjusting slots for belt tension. Then slip
the old belt off.
Always use the exact size of replacement belt. The size of a new belt is typically given,
along with the part number, on the belt container (Figure 12-64). You can verify that the new
belt is a replacement for the old by physically comparing the two. This comparison, however,
does not allow for any belt stretch that may have occurred. Therefore, use this comparison only
as verification. The best way to select the correct replacement belt is through the catalog and/or
by matching the numbers on the old belt to the numbers on the new belt.

Figure 12-64 A new drive belt.

 Place the new belt around the pulleys. Once in place, tighten the component mounting
bolts that were loosened during belt removal. Then adjust the tension of the belt and retighten all
mounting hardware.
When installing a serpentine belt, make sure it is fed in and around the accessories
properly. Service manuals show the proper belt routing. Also make sure the belt tensioner or
idler pulley is working properly. This pulley may be a spring-loaded tensioner (Figure 12-65) or
am adjustable pulley. If the adjustable tensioner pulley is not spring loaded, adjustments are
made with a jackscrew or with an off-center pulley bolt. To loosen the tension of the belt, turn
the bolt in a counterclockwise direction.

Figure 12-65 The tension of a serpentine belt is typically adjusted with a belt tensioner.

Before removing a serpentine belt, locate a belt- routing diagram in a service manual or
on an underhood decal. Compare the diagram with the routing of the old belt. If the actual
routing is different from the diagram, draw the existing routing on a piece of paper. To install the
new belt, wrap it according to instructions. Make sure the ribs of the belt are seated in the
matched grooves on the pulleys. Once the belt is fully routed, put tension on the belt and adjust it
to specifications.

Belt Tension Correct belt tension is essential for long belt life and quite operation. Loose belts
may slip on the pulleys and not drive the components at their proper speed. This situation can
cause numerous problems, such as low generator output and noise. Excessive tension can also
result in noise as the driven components rotate under stress. This stress can lead to premature
bearing and bushing failure in water pumps, generators, and power steering pumps.
The mounting brackets on generators, power-steering pumps, and air compressors are
designed to be adjustable so that proper tension can be maintained on these belts. Some of these
brackets have a hole or slot to allow the use of a pry bar or wrench when adjusting. Some
automobiles require the fan, fan pulley, and other accessory drive belts to be removed to gain
access to belts needing replacement.
After replacing a belt, make sure it is adjusted to specifications. While adjusting the
tension, be careful not to damage the part you are prying against while tightening the belt.
Tighten all bolts and nuts to keep the tension. Then check the belt’s tension with a belt tension
gauge (Figure 12-66).

Figure 12-66 The tensions of a belt should be checked with a belt tension gauge.

SHOP TALK
It is never advisable to pry a belt onto a pulley. Obtain
enough slack so the belt can be slipped on without
damaging either the V-belts or a pulley. Some
power-steering pumps have a ½ -inch drive socket to
aid in adjusting belts to the proper tension without
prying against any accessory.

The water pump on many late-model OHC engines is driven by the engine’s timing belt.
When replacing the water pump on these engines, always replace the timing belt. Make sure all
pulleys and gears are aligned according to specifications when installing the belt.
After installation of the new belts, the engine should be run for 10 to 15 minutes to allow
belts to seat and reach their initial stretch condition. Modern steel-strengthened V-belts do not
stretch much after the initial run-in, so the retensioning should be done very carefully with an
accurate gauge. Recheck the tension again after 5,000 miles.

Coolant Recovery and Recycle System

Whenever the coolant must be drained to service the cooling system, the used coolant should be
drained and recycled by a coolant recovery and recycle machine. Typically additives are mixed
into the used coolant during recycling. These additives either bind to contaminants in the coolant
so they can be easily removed, or they restore some of the chemical properties in the coolant.
Flushing Cooling Systems
Rust and scale will inevitably form in any cooling system. When they do, there are a few
vulnerable places they can attack. One happen to be the main seal in the water pump, which
keeps coolant away from the bearing and its lubricant. If grit is allowed to erode the seal, the
bearing will be the next item to go.
Whenever coolant is changed, and specially before a water pump is replaced, a thorough
reverse flushing or back flushing should be performed. Before this flushing is done, chemical
cleaners can be added to the cooling system to help dissolve rust and scale deposits.
Reverse flushing in the procedure of forcing clean liquid backwards through the cooling
system (Figure 12-67). This carries away rust, scale, corrosion, and other contaminants. A
flushing gun that operates on compressed air is used to force clean water and air through the
system.

Figure 12-67 The typical setup for backflushing a cooling system.

This method of flushing the system is not recommended on systems that use plastic and
aluminum radiators. Check the service manual for the proper way of cleaning out the cooling
system on vehicles with those kinds of radiators.

Refilling and Bleeding

After the cooling system has been cleaned, refill the system with new coolant mixed to the
recommended strength. Be sure all the flushing water is out of the radiator and evacuated from
the engine block before refilling.
The cooling system must be bled to ensure there are no air pockets in the coolant. Air in
the system can reduce cooling ability and lead to water pump and other component damages.
 Each vehicle has its own specific bleeding procedure. In many cases, he system is filled
and the radiator cap is left off. The engine is then run until the thermostat opens and the coolant
circulates. Trapped air bubbles opens through the opened radiator.
Other bleeding procedures are more involved. They may require the connection of special
bleeder hoses to air bleed valves located on the radiator or other components. Air is bled through
the valves as the system is filled. Always follow the bleeding steps outlined in the vehicle’s
service manual.

CUSTOMER CARE
Many additives, inhibitors, quick-fix remedies
are available for use in the automotive cooling
system. These include, but are not limited to, stop
leak, water pump lubricant, engine flush, and acid
neutralizers. Explain your customers that extreme
caution should be exercised when using any
additive in the cooling system. Tell them to read
the label directions and precautions in order to
know in advance the end results of any additive
used. For example, caustic solutions must never
remedies should never be used in any cooling
system.
 Self Check Unit Service Engine Mechanical System
No. 1 Module Servicing Engine Mechanical System

LO1: Service Cooling System

Review Question

1. What type of radiator pressure cap is found on today’s vehicles?

a. Closed system type radiator cap

b. Open system type radiator cap
c. Servo type radiator cap
d. All of the above

2. Which of the following will not result from insufficient drive belt tension?

a. belt slippage or pulley

b. components will be driven at reduced speeds
c. belt tension
d. premature bearing and bushing failure in water pumps generators, and power steering
pumps.

3. For every pound of pressure put on engine coolant, the boiling point of the coolant is
raised about .

a. 2oF (1.1OC) c. 4oF (2.2OC)

b. 3oF (1.6OC) d. 5oF (2.7OC)

4. When must a thermostat be fully opened?

a. 3OF (1.6OC) above its temperature rating

b. 3OF (1.6OC) above or below its temperature rating
c. 20OF (7OC) above the start-to-open temperature
d. 20OF(7OC) below the start-to-open temperature

5. The fan clutch operates only when the engine and radiator are .

a. Overheated
b. heated up
c. either a or b
d. neither a or b
QUALIFICATION : Automotive Servicing NC II
UNIT OF COMPETENCY : Service Engine Mechanical System
MODULE TITLE : SERVICING ENGINE MECHANICAL SYSTEM

Learning Outcome #2: Service lubricating system

Assessment Criteria:

1. Oil pressure is checked as per manual instruction

2. Oil level and condition is checked as per manual instruction
3. Oil flashing is performed as per manual instruction

Resources:

 Service Manual
 Basic Hand tools
 Fender Gauge
 Outside micrometer
 Straight edge
 Torque wrench
 Gaskets
 PPE
 Information Sheet Unit Service Engine Mechanical System
No. 2 Module Servicing Engine Mechanical System

LO2: Service lubricating system

LUBRICATION
An Engine’s lubricating system does several important things. It holds an adequate supply of oil
to cool, clean, lubricate, and seal the engine. It also removes contaminants from the oil and
delivers oil to all necessary areas of the engine (Figure 12-1).

Figure 12-1 Damage to this main bearing was caused by a lack of oil.

Oil Types
Engine oil is a clean or refined from of crude oil. Crude oil, when taken out of the ground, is
dirty and does not work well as a lubricant for engines. Crude oil must be refined to meet
industry standards. Engine oil (often called motor oil) is just one of the many products that come
from crude oil. Engine oil is especially formulated so that it has the following properties:
 Prompt circulation through the engine’s lubrication system
 The ability to lubricate without foaming
 The ability to reduce friction and wear
 The ability to prevent the formation of rust and corrosion
 The ability to cool the engine parts it flows on
 The ability to keep internal parts clean
To provide these properties, engine oil contains many additives. Because of these
additives, choosing the correct oil for each engine application can be a difficult task. However,
the American Petroleum Institute (API) has developed service ratings for motor oil that
greatly simplifies oil selection.
The API Classifies engine oil as standard or S-class for passengers cars and light trucks
and as commercial or class for heavy-duty commercial applications. Additionally, various grades
of oil within each class are further classified alphabetically according to their ability to meet the
engine manufacturers’ warranty specifications.
 Currently these ratings progress from SA to SL for gasoline engines. SA oil is pure
mineral oil with no additives and is designed for very light-duty applications. SB to SL oils have
been modified t5o meet the requirements of current engines. SL oils are recommended for
today’s engines. The progression from SB to SL Show how oil engineers have work with
automobile manufacturers to provide efficient and durable engines (Table 12-1).

TABLE 12-1 ENGINE OIL SERVICE RATINGS

Rating Comments
SA Straight mineral oil(no additives); not
suitable for use in any engine
SB Nondetergent oil with additives to control
wear and oil oxidation
SC Obsolete since 1964
SD Obsolete since 1968
SE Obsolete since 1972
SF Obsolete since 1980
SG Obsolete since 1988
SH Obsolete since 1993
SJ Obsolete since 1997
SL Started in 2001

In addition to oil additives, oil viscosity is equally important in selecting an engine oil.
The ability of an oil to flow is its viscosity. Viscosity is affected by temperature. For example,
hot oil flows faster than cold oil. The rate of oil flow is important to the life of an engine.
Because an engine operates under a wide range of temperatures, selecting the correct viscosity
becomes even more important.
To standardize oil viscosity ratings, the Society of Automotive Engineers (SAE) has
established an oil viscosity classification system that is accepted throughout the industry. This
system is a numeric rating in which the higher viscosity, or heavier-weight oils, receive the
higher numbers. For example, an oil classified as an SAE 50 weight oil is heavier and flows
slower than SAE 10 weight oil. Heavyweight oils are best suited for use in high temperature
regions. Low –weight oil work best in low temperature operations.
Although single-viscosity oil are available, most engine oil are multiviscosity oils. These
oils carry a combined classification such as 10W-30. Basically this rating says the oil has the
viscosity of both a 10-and a 30-weight oil. The “W” after the 10 notes that the oil’s viscosity was
tested at 0OF (-18OC). This is commonly referred to as the “winter-grade.” Therefore, the 10W
means the oil has a viscosity of 10 when cold. The 30 rating is the hot rating. This rating was the
result of testing the oil’s viscosity at 212OF (100OC). To formulate multiviscosity oils, polymers
are blended into the oil. Polymers expand when heated. With the polymers, the oil maintains its
viscosity to the point where it is equal to a 30-weight oil.
The SAE classification (Figure 12-2) and the API rating are usually indicated on oil
containers (Figure 12-3). Selecting oils that specifically meet or exceed the manufacturer’s
recommendations and changing the oil on a regular basis will allow the owner to get the
maximum service life from an engine.
 A

Figure 12-2 (A) How the polymers affect viscosity. (B) Recommended oil grades according to climate.

SLAC Oil Ratings The International Lubrication Standardization and Approval Committee
(ISLAC) has developed an oil rating that combines SAE viscosity ratings and the API service
rating. If an engine oil meets the standards, a sunburst symbol is displayed on the container.
This means the oil is suitable for use in nearly any gasoline engine.
Engine oils can be classified as energy-conserving (fuel-saving) oils. These are designed
to reduce friction, which in turn reduces fuel consumption. Friction modifiers and other additives
are used to achieve this.
 Figure 12-3 API designation and SAE rating.

Synthetic Oils Synthetic oils are considered synthetic because the finished product does not
occur naturally and it was made through a chemical, not a natural, process. The introduction of
synthetic oils dates back to World War II. Synthetic oils have many advantages over mineral
oils, including better fuel economy and engine efficiency by reducing friction. They have low
viscosity in low temperatures and a higher viscosity in warm temperatures and tend to have a
longer useful life. Synthetic oils cost much more than mineral oils, which is the biggest
drawback for using them. Engine oils are available that are blends of mineral oils and synthetic
to keep the cost down, but these offer many of the advantages of synthetic oil. Never mix
synthetic oils with petroleum-based oils. Also, it is best not to switch from petroleum oils to
synthetic oils on an engine that has many miles on it.

CUSTOMER CARE
When changing oil or doing any work on an automobile,
use fender covers and do not leave finger
prints on the exterior of the car. If oil or grease gets
on the car, clean it off.

Oil Consumption
Excessive oil consumption can result from external and internal leaks, faulty accessories, piston
rings, and valve guides. Internal leaks (Figure 12-4), which usually result in oil burning, are
more difficult to diagnose.
 To diagnose an engine that seems to use too much oil, begin by checking the engine for
external leaks. These leaks can occur at the valve cover gasket, camshaft expansion plug, oil
filter, front and rear oil seals, oil pan gasket, fuel pump gasket, and timing gear cover.
Even the smallest oil leak can cause excessive oil consumption. Losing three drops of oil
every 100 feet (30.48M) equals 3 quarts (2.8 liters) of oil lost every thousand miles. External
leaks can occur under normal and abnormal crankcase pressures.

Figure 12-4 An indication of an internal oil leak.

Normal crankcase pressure will cause oil leaks at gaskets or metal-to-metal joints that are
in direct contact with oil. Worn seals, faulty gaskets, and loose cover or housing bolts could also
cause the problem. Fresh oil on the clutch housing, oil pan, fuel pump, edges of the valve covers,
external oil lines, distributor shaft housing, base or crankcase filler tube, or at the bottom of the
timing gear or chain cover usually indicates that the leak is close to or above that point.
 Figure 12-5 The operation of a PCV system.

When crankcase pressure is abnormally high, oil is forced out through joints that
normally would not leak. Pressure develops when blowby becomes excessive or when a positive
crankcase ventilation (PCV) system is not working properly. Blowby is a term used to describe
the gases that escape the combustion chamber and enter the crankcase. These gases leak between
the piston rings and the cylinder walls when a total seal is not there. Blowby gases are normally
pressurized air/fuel mixture and/or pressurized exhaust gases. The PCV system provides a
continuous flow of fresh air through the crankcase to relieve the pressure and prevent the
formation of corrosive contaminants (Figure 12-5).If the PCV valve or connecting hoses become
clogged, excessive pressure will develop in the crankcase. This might force oil into the air
cleaner or cause it to be drawn into the intake manifold.

SHOP TALK
Internal leaks are frequently the result of aluminum
intake manifolds on V6 and V8 engines because
aluminum may warp due to heat. If an unacceptable
amount of warpage is found, removing and milling
the manifold is necessary to get it to seal.
LUBRICATING SYSTEMS
The main components of a typical lubricating system are described here.

Oil Pump The oil pump (Figure 12-6) is the heart of the lubricating system. Just as the heart in a
human body circulates blood through veins, an engine’s oil pump circulates oil through passages
in the engine.

Figure 12-6 An oil pump with its drive shaft.

Oil Pump Pickup The oil pump pickup is a line from the oil pump to the oil stored in the oil
pan (Figure 12-7). It usually contains a filter screen, which is submerged in the oil at all times.
the screen serves to keep large particles from reaching the oil pump. This screen should be
cleaned any time the oil pan removed.

Figure 12-7 Oil pump pickup.

Oil Pan or Pump The oil pan attaches to the crankcase or block. It serves as the reservoir for the
engine’s oil. It is designed to hold the amount of oil needed to lubricate the engine when it is
running, plus a reserve. The oil pan helps to cool the oil through its contact with the outside air
Pressure Relief Valve Since the oil pump is a positive displacement pump, an oil pressure
relief valve is included in the system to prevent excessively high system pressures from
occurring as engine speed is increased. Once oil pressure from exceeds a preset limit, the spring-
loaded pressure relief valve opens and allows the excess oil to bypass the rest of the system and
return directly to the pump.

Oil filter All of the oil that leaves the oil pump is directed to the oil filter (Figure 12-8). This
ensures that very small particles of dirt and metal suspended in the oil will not reach the close-
fitting engine parts, causing premature wear. An oil filter is a disposable metal container filled
with a special type of treated paper or other filter substance (cotton, felt, or the like) that catches
and removes impurities from the oil.

Figure 12-8 An oil filter being installed on an engine block.

Oil from the engine’s oil pump enters the filter and passes through the element of the
filter. From the element, the oil flows back into the engine’s main oil gallery (Figure 12-9).

Figure 12-9 Oil lines carry the engine oil in and out of this remote filter before it moves through the
engine to lubricate parts.
 The oil filter is usually mounted on and sealed to an adapter that bolts to the engine block
(Figure 12-10). However, it may be attached to the timing cover or remotely mounted with oil
lines connecting the filter mount to the oil galleries in the engine block.

Figure 12-10 an oil filter and its seat on the engine.

Some oil filters have an anti-drainback valve that prevents oil drainage from the filter
when the engine is not running. This allows for a supply of filtered oil to the engine as soon as
the engine is started and has oil pressure.

WARNING!

Used oil and filters must be disposed of properly

and in accordance to local, state, and federal

Today’s engines have a full-flow oil filtration system. All of the oil going to the engine’s
bearings goes through the filter first. However; should the filter become plugged, a relief valve in
the filter opens and allows oil to bypass and go directly to the bearings (Figure 12-11). This
provides the bearings and the rest of the engine with necessary, though unfiltered, lubrication.
 Figure 12-11 Oil flow through the filter.

There are several designs of oil filters. Always use the type of filter recommended for the
vehicle you are working on (Figure 12-12).

Figure12-12 Oil filters should be changed when the engine oil is changed.
Engine Oil Passages or Galleries From the filter, the oil flows into the engine oil galleries.
These galleries consist of interconnecting passages that have been drilled completely trough the
engine block during manufacturing. The outside ends of the passages are block off so the oil can
be routed through these galleries to various parts of the engine. The crankshaft also contains oil
passages (oilways) to route the oil from the main bearings to the connecting rod bearing surfaces.

Engine Bearings Since oil is delivered to the engine bearings by an oil gallery, an oil hole is
machined in the bearing for alignment with the oil gallery in the engine block. Oil also flows to
the connecting rod bearings. Once the oil has been used by the bearing, it flows out of the oil
clearance space and is replenished with the fresh supply of oil under pressure from the oil pump.
This oil is then thrown off the bearing surface by the spinning motion of the crankshaft. The
splashed oil then lubricates other parts of the engine, such as the cylinder walls and pistons.

Oil Pressure Indicator The driver can monitor oil pressure by looking at a gauge, with indicates
the engine oil pressure at all times, or it can be warning light that will come on wherever the
engine is running with insufficient oil pressure (Figure 12-13). The warning light is the most
common oil pressure indicator.

Figure 12-13 An oil pressure sensor for a warning gauge.

Oil Seals and Gaskets These are used throughout the engine to prevent both external and
internal oil leaks. The most common materials uses for sealing are synthetic rubber, soft plastics,
fiber, and cork. In critical areas, these materials might be bonded to a metal.

Dipstick The dipstick is used to measure the level of oil in the oil pan. The end of the stick is
mark to indicate when the engine oil level is correct. It also has a mark to indicate the need to
add oil to the system.

OIL PUMP
The oil pump is usually located in the oil pan (Figure 12-14). Its purpose is to supply oil to the
various moving parts in the engine. To make sure the parts are lubricated, an adequate amount of
oil must be delivered to the parts. The amount of oil flow through the engine depends on the
volume of oil available, the pressure of the oil, and the clearance or space through which the oil
must flow. engine bearing clearances have a great effect on oil flow.
Increased clearances reduce the resistance to oil flow and, consequently, increase the
volume of oil circulating through the engine. This decreased resistance and increased volume
lowers the pressure of the oil. The ability of an oil pump to deliver more than the required
volume of oil is a safety measure to ensure lubrication of vital parts as the engine wears. Too
much oil pressure is seldom a problem. Too little oil Pressure can cause poor oil circulation. poor
circulation can result in poor circulation of some vital parts.
An engine’s oil pressure is also determined by the viscosity of the oil and the temperature
of the oil. A high-viscosity oil has more flow resistance than a low-viscosity oil. As already
mentioned, viscosity decreases as the temperature increases. For this reason, oil pressure is
higher in a cold engine than it is when the engine reaches its normal; operating temperature.

Figure 12-14 An oil pump mounted to the engine block.

Types of Oil Pumps

The most commonly used oil pumps are the rotor and gear types. Both the positive displacement
pumps; that is, a fixed volume of oil passes through the pump with each revolution of its drive
shaft. This is because the gears or rotors form a near perfect mechanical seal as they mesh. They
trap fixed volume s to oil inside the pump and push it out. Output volume is proportional to
pump speed. As engine rpm increases, pump outside also increases. Oil pumps are driven,
directly or indirectly, by the camshaft or by a gear at the front of the camshaft.
A typical rotor-type oil pump (Figure 12-15) has an inner rotor and an outer rotor,
which is driven by the inner rotor. The number of lobes on the rotors varies with the
manufacturer of the oil pump. However, the outer rotor always has one more lobe than the inner:
When the rotors turn and the rotors’ lobe unmesh, oil is drawn into the space. As the rotors
continue to turn, the oil becomes trapped between the lobes, cover plate, and top of the pump
cavity. Then it is forced out of the pump body by the meshing of the lobes. The meshing of the
lobes squeezes the oil out and directs it through the engine. The rate and amount of oil forced out
of the pump depends on the diameter and thickness of the pump’s rotors.
 Figure 12-15 A rotor-type oil pump.

Gear-type pumps (Figure 12-16) use a driver gear connected to the input shaft and a
driver gear. The drive gear turns the driver gear. Both gears trap oil between their teeth and the
pump cavity wall. As gear rotate, the oil is forced out as the higher teeth unmesh. The output
volume per revolution depends on the length and depth of the gear teeth. Another style of the
gear-type oil pump uses an idler gear with internal teeth that spins around the drive gear. In this
style of pump, often called a crescent or trochoidal type, the gears are eccentric: that is, as the
larger gear turns, it walks around the smaller, moving the oil in the space between.
 Figure 12-16 Two popular types of gear-driven oil pumps.

The rotor type moves a greater volume of oil than a greater type because the space in the
open lobe of the outer rotor is greater than the space between the teeth of the gears of a gear-type
pump.
Some oil pump have an intermediate or drive shaft that is driven by a gear on the
camshaft. Other oil pumps are driven directly by the crankshaft through gears or use an auxiliary
shaft meshed with the camshaft. Many oil pumps are an integral part of the timing cover and are
driven directly by the crankshaft.

Pressure Regulation
The faster an oil pump turns, the greater its output pressure becomes. Therefore, a pressure-
regulating valve is needed to control the maximum oil pressure from the pump. Excessive oil
pressure can lead to poor lubrication due to the oil blowing past parts rat6her than flowing over
them. A pressure regulator valve is loaded with a closely calibrated spring that allows oil to
bleed off at a given pressure. If the engine’s manufacturer decides that 50 psi (344.75 kPa) of oil
pressure is desirable in the engine, the pressure regulating valve (Figure 12-17) will not allow
the pressure to go beyond 50 psi (344.75 kPa). When the pressure on the output side of the pump
reaches this point, it presses against either a check valve, a ball, or a plunger to the inlet side of
the pump.
Figure 12-17 An oil pressure regulator valve.
 Operation Sheet Unit Service Engine Mechanical System
No. 2 Module Servicing Engine Mechanical System

LO2: Service lubricating system

OIL PUMP INSRECTION AND SERVICE

Many technicians install a new or rebuilt oil pump on each engine they rebuild. Whenever the
engine is being overhauled, the oil pump should be carefully inspected and thoroughly cleaned.
Although the oil pump is probably the best-lubricated part of the engine, it is lubricated
before the oil passes through the filter. Therefore, it can experience premature failure because of
dirt or other materials entering the pump. Foreign particles can cause three kind of trouble in a
pump:
1. Fine abrasive particles gradually wear the surfaces, causing a reduction in efficiency.
2. Hard particles larger than the clearances can cause scoring and raising of metal as they
pass through, finally resulting in seizure.
3. Large particles that cannot pass through will physically lock up the pump.
Of course, when the pump seizes or locks up, the intermediate or drive shaft will also be
twisted or sheared off.
During normal operation the pickup bypass valve seats on the supporting cross strap
(Figure 12-18). When there is a demand for a large amount of oil and the oil is cold and thick,
the valve will unseat and allow the oil to bypass the screen and go directly into the pump. If the
screen becomes plugged, the bypass valve will be open during most of the time the engine is
running. As the oil rushes through the bypass valve, it can cause a swirling motion or vortex in
the oil pan. This could draw up dirt that is either floating in the oil or lying in the bottom of the
pan.

Figure 12-18 A pickup screen with the cross strap bent out of position to show the bypass valve.

To thoroughly inspect the oil pump, it must be disassembled. Carefully remove the
pressure relief valve and note the direction in which it is pointing so it can be reinstalled in its
proper position. If the relief valve is installed backwards, the pump will not be able to build up
pressure.
Before disassembling the pump, mark the gear teeth so they can be reassembled with the same
tooth indexing (Figure 12-19). Some pump have the gears or rotors marked when they are
manufactured. Once all the serviceable parts have been removed, clean them and dry them off
with compressed air.
 SHOP TALK
Use a paint stick or other nonviolent means to mark
the gears, if possible. If a center punch is used, make
sure you file down the raised material around the
indent before reassembling the pump. The raised
material that results from making the indent may
cause interference and wear if not removed.

Figure 12-19 Mark the gear teeth so they can be reassembled with the same indexing.

U S I N G S E R V I C E M A N UA L S
Correct oil pump disassembly instructions are given
in the oil pump unit of the engines section of a
service manual.

After the pump has been disassembled and cleaned, inspect the pump gears or rotors for
chipping, galling, pitting, or signs of abnormal wear. Examine the housing bores for similar signs
of wear. If any part of the housing is scored or noticeably worn, replace the pump as an entire
assembly.
Check the mating surface of the pump cover for wear. If it is worn, scored, or grooved, replace
the pump. Use a feeler gauge ang straightedge to check the flatness of the cover. The service
manual gives the maximum and minimum acceptable feeler gauge thickness for the cover. If the
cover is excessively worn, grooved, or scratched, it should be replaced.
Use the outside micrometer to measure the diameter and thickness of the outer rotor
(Figure 12-20). The inner rotor’s thickness should also be checked. If these dimensions are less
than the specified amount, the rotors must be replaced.
 Figure 12-20 Measuring the outer rotor with an outside micrometer.

With rotor pumps. Assemble the rotors back into the pump body. Use a feeler gauge to
check the clearance between the outer rotor and pump body (Figure 12-21). If the
manufacturer’s specifications are not available, replace the pump or rotors if the measured
clearance is greater than 0.012 inch (.3048 mm).

Figure 12-21 Checking clearance between the outer rotor and the pump body.

After checking the outer rotor-to-pump housing clearance, position the inner and outer
rotor lobes so they face each other. Measure the clearance between them with a feeler gauge
(Figure 12-22). A clearance of more than 0.010 inch (.2540 mm) is unacceptable.
 Figure 12-22 Measuring clearance between the inner and outer rotor lobes.

On gear-type pump, it is important to measure the clearance between the gear teeth and
pump housing. Take several measurements at various locations around the housing (Figure 12-
23) and compare the readings. If the clearance at any point exceeds 0.005 (.0762 mm) replace the
pump as an assembly.

Figure 12-23 Taking several measurements around the housing.

On both gear or rotor oil pumps, place a straightedge across the pump housing and
measure the clearance between the straightedge and gears (Figure 12-24). To ensure the accurate
reading, make sure the housing surface is clean and free of residual gasket material and that the
gears are bottomed in the bore. The desired end play clearance should not exceed 0.003 inch
(.1270 mm).
 Figure 12-24 Measuring clearance between a straightedge and gears.

If the pump uses a hexagonal drive shaft, inspect the pump drive and shaft to make sure
the corners are not rounded. Check the drive shaft-to-housing bearing clearance by measuring the
OD of the shaft and the ID of the housing bearing.
The gasket used to seal the end housing is also designed to prevent the proper clearance
between the gears and end plate. Consequently, do not substitute another gasket or make a gasket
to replace the original one. If a precut gasket was not originally used, seal the end housing with a
thin bead of anaerobic sealing material.
Inspect the relief valve spring for signs of collapsing or wear. Check the relief valve
spring tension according to specifications. Also check the relief valve piston for scores and free
operation in its bore.
The pickup screen and pump drive (Figure 12-25) should be replaced when an engine
rebuilt. The screen and drive must be properly positioned. This is important to avoid oil pan
interference and to ensure that the pickup is always submerge in oil. To make the oil pump
pickup tube installation easier, several types of drivers are available that are suitable foe use with
air-powered equipment of with a light mallet.
 Figure 12-25 Installation of an oil pump and its intermediate shaft.

Make sure the oil pump pickup tube is properly installed and stacked, if required, and be
sure to use new gaskets and seals (Figure 12-26). Air leaks on the suction side of the oil pump
can cause the pressure relief valve to hammer back and forth. Over a period of time, this will
cause the valve to fail. Air leaks can also cause oil irritation, foaming, margining lubrication, and
premature engine wear. Care should be taken to make sure all parts on the suction side of the
pump fit tightly and there is no place for air leakage often comes from cracked seams in the
pickup tube.
On integral pumps, the timing cause and gear thrust plate might be worn also. Wear her
will limit pump efficiency due to excess clearance. Replace them as necessary.
 Figure 12-26 Use a new gaskets and seals when installing the oil pump pickup tube.

INSTALLING THE OIL PUMP

The pump should be primed before assembly. This can be done by submerging it in clean engine
oil. Make sure the inlet port is fully in the oil. Then turn the pump by hand until you see oil flow
from the outlet of the pump. To install an older style, distributor-driven oil pump, do so in the
following manner:
1. Position the intermediate drive shaft into the distributor socket. With the shaft firmly
seated, the stop on the shaft should touch the roof of the crankcase. Remove the shaft and
position the stop as necessary.
2. With the stop properly positioned, insert the intermediate drive shaft into the oil pump.
Install the pump and shaft as an assembly. Do not attempt to force the pump into position
if it will not seat readily. The drive shaft hex might be misaligned with the distributor
shaft. To align, rotate the intermediate drive shaft into a new position. Tighten the oil
pump attaching screws to torque specifications.
3. Clean and install the oil pump inlet tube and screen assembly.
The installation of atypical camshaft-driven oil pump is done as follows (Figure 12-27):
1. Apply a suitable sealant to the pump and block.
2. Install the pump to its full depth and rotate it back and forth slightly to ensure proper
positioning and alignment through the full surface of the pump and the block machined
interface surfaces.
3. Once installed, tighten the bolts or screws. The pump must be held in a fully seated
position while installing bolts or screws.
 Figure 12-27 The oil pump for this engine part of the front cover assembly.

SHOP TALK
The instructions here for the installation of either
type of pump are general. Specific installation directions,
as well as oil priming instructions (if necessary),
can be found in the service manual.

There are some components that can be considered part of the lubrication system that
help to increase engine performance. In newer engines, the baffle assembly (Figure 12-28) is
one of these components. It is used to restrict oil movement in the oil sump. Uncontrolled
movement of the oil can allow the oil to mix with air.

Figure 12-28 An oil pan assembly with baffle plate

 Self Check Unit Service Engine Mechanical System
No. 2 Module Servicing Engine Mechanical System

LO2: Service lubricating system

WRITTEN TEST

1. Which of the following is a function of the engine’s lubrication system?

a. to hold an adequate supply of oil.

b. to remove the contaminants from the oil
c. to deliver oil to all necessary areas of the engine
d. All of the above

2. What typically drives an oil pump?

a. crankshaft
b. camshaft
c. either a or b
d. neither a or b

3. What is the name of the component in the lubrication system that prevents excessively
high system pressure from occurring as engine speed increase?

a. relief valve
b. gate valve
c. pressure regulatory valve
d. High pressure line

4. Which of the following is not of concern when checking a rotor type oil pump?

a. cover flatness
b. rotor thickness
c. inner rotor to outer rotor clearance
d. inner rotor to pump housing clearance.

5. In lubricating system, oil pressure is dependent on .

a. oil viscosity
b. oil quality
c. pressure regulator valve
d. all of the above
QUALIFICATION : Automotive Servicing NC II
UNIT OF COMPETENCY : Service Engine Mechanical System
MODULE TITLE : SERVICING ENGINE MECHANICAL SYSTEM

Learning Outcome #3: Service Fuel System

Assessment Criteria:

1. Carburetor is serviced/repaired according to manufacturer’s

repair manual
2. Fuel pump is inspected according to service repair manual
3. Exhaust Gas analyzer is set-up in accordance with
manufacturer’s manual
4. Exhaust gas emission inspected and necessary adjustment is
performed in accordance with standard operating procedures

Resources:

 Service Manual
 Basic Hand tools
 PPE
 Information Sheet Unit Service Engine Mechanical System
No. 3 Module Servicing Engine Mechanical System

LO3: Service Fuel System

This chapter looks at the fuels and other energy sources used to propel a vehicle.
Although there are several different types of fuel for automotive use, gasoline is the most
commonly used and most readily available. How ever; there is much interest in finding suitable
alternatives to gasoline, including the used of electricity. Much research is being done on
electric, and fuel cell vehicles. These are discussed, along with the various automotive fuels.

AIR/FUEL MIXTURES
Regardless of the fuel type used during the combustion, combustion efficiency depends
on having the correct amount of air mixed with the correct amount of fuel. The amount of air
mixed with the fuel is called the air/fuel ratio. The ideal air/fuel ratio for most operating
conditions of a gasoline engine is approximately 14.7 pounds of air mixed with one pound of
gasoline. This provides a ratio of 14.7:1. Because air is so much lighter than gasoline, it takes
nearly 10,000 gallons of air mixed with one gallon of gasoline to achieve an air/fuel ratio of
14.7:1. This is why proper air delivery is as important as fuel delivery.
When the mixture has more air than the ideal ratio calls for, the mixture is said to be lean.
Ratios of 15 to 16:1 provide the best fuel economy from gasoline engines. Mixtures that have
ratio below 14.7:1 are considered rich mixtures. Rich mixtures (12 to 13:1) provide more power
production from the engine but greater fuel consumption (Figure 26-1)

Figure 26-1 Fuel consumption and performance at various air/fuels ratios.

 If the combustion process is complete, all of the hydrocarbons (HC) will be completely
combined with the available oxygen. The ratio of air to fuel that accomplishes this is referred to
as stoichiometric. The stoichiometric quantities for gasoline are 14.7 parts of air per 1 part
gasoline by weight. Different fuels have different stoichiometric ratios.

GASOLINE
Gasoline is a complex mixture of approximately 300 various ingredients, mainly
hydrocarbons. Crude oil, as removed from the aerth, is a mixture of hydrocarbon compounds
ranging from gases to heavy tars and waxes (Figures 26-2). The crude oil can be refined into
products, such as lubricanting oils, greases, asphalts, kerosene, diesel fuel, gasoline and natural
gas. The refining process separates the hydrocarbons so they can be used. During refining, the
crude oil is heated by pumping it through pipes routed through hot furnaces and into a
fractioning column. During the refining, the light hydrocarbon molecules are separated from the
heavier ones. Located at different heights in the fractioning tube are draw pipes used to pull the
desired petroleum materials out of the tower. The lightest products are taken from the top and so
on (Figure 26-3). Before its widespread use in the internal combustion engine, gasoline was an
unwanted by- product of refining for oils and kerosene.

Figure 26-2 Crude oil is the source for many different products.
 Figure 26-3 The refining process for crude oil.

Gasoline contains hydrogen and carbon molecules. The chemical symbol for this liquid is
C8H15, which indicates that each molecules of gasolines contains 8 carbon atoms and 15
hydrogen atoms. Gasoline is a colorless liquid with excellent vaporation capabilities.
Oil refines must meet gasoline standards set by the American Society for Testing and Materials
(ASTM), the EPA, some state requirement, and their own company standards.
Two important factors affect the power and efficiency of a gasoline engine-compression
ratio and detonation. The higher the compression ratio, the greater the engine’s power output and
efficiency. The better the efficiency the less fuel is consumed to produce a given power output.
To have a high compression ratio requires an engine of greater structural integrity. Due to the use
of unleaded gasoline, compression ratio now generally range from 8:1 to 10:1. High-performance
engines may have higher compression ratios.
Normal combustion occurs gradually in each cylinder. The flames front advances smoothly
across the combustion chamber until all the air/fuel mixture has been burned. Detonation occurs
when the flame front fails to reach a pocket of mixture before the temperature in that area
reaches the point of self-ignition. Normal burning at the start of combustion cycle raises the
temperature and pressure of everything inside the cylinder. The last part of the mixtures is both
heated and pressurized, and the combination of those two factors can raise in to the point of self-
ignition. At that moment, the remaining mixture burns almost instantaneously. The two flame
fronts create a pressure wave between them that can destroy cylinder head gaskets, break piston
rings, and burn pistons and exhaust valves. When detonation occurs, a hammering, pinging, or
knocking sound is heard. However, when the engine is operating at high speed, these sounds
cannot be heard because of the noise from the engine and the road.

FUEL PERFORMANCE
Many of the performance characteristics of gasoline can be controlled in refining and
blending. The major factors affecting fuel performance are antiknock quality, volatility, sulfur
content, and deposit control.

Antiknock Quality
An octane number of rating was developed by the petroleum industry so the antiknock
quality of a gasoline could be rated. The octane number is measure of the fuel’s tendency not to
experience detonation in the engine. The higher the octane rating, the less of a tendency the
engine has to knock. By itself, the antiknock rating has nothing to do with fuel economy or
engine efficiency.
Two methods are used for determining the octane number of gasoline: the motor octane
number (MON) method and the research octane number (RON) method. Both use a
laboratory single-cylinder engine equipped with a variable head and knock meter to measure
knock intensity. A test sample of the fuel is used in the engine as the engine’s compression ratio
and air/fuel mixture are adjusted to develop a specific knock intensity. There are two primary
standard reference fuels: isooctane and heptanes. Isooctane does not knock in an engine but is
not used in gasoline because of its expense. Heptane knocks severely in an engine. Isooctane has
an octane number of 100. Heptane has an octane number of zero.
A fuel of unknown octane value is run in a special test engine, and the severity knock is
measured. Various proportions of isooctane and heptane are run in the engine to duplicate the
severity of the engine knock when the test fuel was run. When the knock cause by
isooctane/heptane mixture matches that caused by the fuel being tested, the octane number is
established by the percentage of isooctane in the mixture. For example, if 85% isooctane and
15% heptanes produced the same knock severity as the tested fuel, that fuel would be rated as
having an octane rating of 85.
The octane rating required by law and the one displayed on gasoline pumps is the
Antiknock Index (AK). It is the average of RON and MON The antiknock index is stated as
(R+M)/2.
The following factors affect knock:
 Lean fuel mixture. A lean mixture burns slower than a rich mixture. This longer burning
time causes higher combustion chamber temperature which promotes the tendency for
unburned fuel in front of the spark ignition flame to detonate.

 Over advanced ignition timing. Advancing the ignition timing induces knock. Retarding
ignition timing suppresses knock.

 Compression ratio. Compression ratio affects knock because cylinder pressures are increase
with the increase in compression ratio.

 Valve timing. Valve timing that fills the cylinder with more air/fuel mixtures promotes
higher cylinder pressures, increasing the chances for detonation.
 Turbo changing and super changing. Both turbochanging and super changing force
additional air into the engine’s cylinders, which induces higher cylinder pressures and
promotes knock.

 Coolant temperature. Hotspots in the cylinder or combustion chamber due to inefficient

cooling or a damaged cooling system raise combustion chamber temperatures and promote
knock.

 Excessive carbon deposits. The accumulation of carbon deposit on the pistons, valves, and
combustion chamber causes poor heat transfer from the combustion chamber. Carbon
accumulation also artificially increases the compression ratio. Both conditions cause knock.

 Air inlet temperature. The higher the air temperature when it enters the cylinder, the greater
the tendency to knock.

 Combustion chamber shape. The optimum combustion chamber shape for reduced knocking
is the hemispherical design with the spark plug located in the center of the combustion
chamber. The hemi head allows for faster combustion, allowing less time for detonation to
occur ahead of the flame front.

 Octane number. Only when an engine is designed to take advantage of the higher octane
gasoline can the value of the fuel be obtained. Most modern engines are design to operate
efficiently with regular grade gasoline and do not require high-octane gasoline.

Most electronically controlled ignition systems have a sensor to detect if knock is occurring
so the PMC can retard the ignition timing to prevent detonation.
One of the thing to remember about high-octane fuel is that it burn slower than low octane
gasoline; therefore, it is less likely to cause detonation.

Volatility
Gasoline is very volatile. It readily evaporates so its vapor adequately mixes with air for
combustion. Only vaporized fuel supports combustion. To ensure complete combustion,
complete combustion must occur.
The volatility of gasoline is a significant factor in the following performance conditions:

 Cold starting and warm-up. A fuel can cause hard starting, hesitation and stumbling
during warm-up if it not readily vaporized. A fuel that vaporizes too easily in hot weather
can form vapor bubbles in the fuel delivery system, causing vapor lock or a loss of
performance. If a gasoline vaporizes while it is in a fuel line, it can stop the flow of
gasoline through the line. Rather than flow through the lines the pressurized fuel will
compress the vapor, not move it. Vapor lock can cause a variety of driveability problems.
  Altitude. Gasoline vaporizes more easily at high altitudes, so volatility is controlled in
blending according to the elevation of the place where the fuel is sold.

 Crankcase oil dilution. A fuel must vaporize well to prevent diluting the crankcase oil
with liquid fuel or break down the oil film on the cylinder walls, causing scuffing or
scoring. The liquid eventually enters the crankcase oil and results in the formation of
sludge, gum, and varnish accumulation as well as the lubrication properties of the oil.

The difference in gasoline blends is the vapor pressure of the finished product. Gasoline
blended for use in the summer is less volatile (does not burn as easily) than gasoline for
use in the winter. Also, in high-altitude areas, fuels must be blended to have higher
volatility because they can boil at lower temperatures. The definition of volatility
assumes the vapor will remain in the fuel tank or fuel line and will cause a certain
pressure based on the temperature of the fuel.
There are three methods of measuring the volatility of a fuel. The most common
is the Reid vapor pressure (RVP) test. The RVP test is performed by placing a sample
of gasoline into a sealed metal container that has a pressure measuring device attached to
it. The container is submerged in heated (100 o or 38oC) water. As the fuel is heated, it
vaporizes.
Remember, the more volatile a fuel is, the easier it will vaporize. As the fuel
vaporizes, it creates vapor pressure within the container. Fuels that are more volatile will
create more pressure. The vapor pressure is measured in psi.

Sulfur Content
Gasoline can contain some of the sulfur present in the crude oil. Sulfur content is reduced at the
refinery to limit the amount of corrosion it can cause in the engine and exhaust system.
When the hydrogen in the hydrocarbons of the fuel is burned, one of the by products of
combustions is water. Water leaves the combustion chamber as steam but can condense back to
liquid and forms water droplets. Steam present in crankcase blowby also condenses to water.
When the sulfur in the fuel is burned, it combines with oxygen to form sulfur dioxide. This
compound can combine with water to form sulfuric acid, a highly corrosive compound. This type
of corrosion is the leading cause of exhaust valve pitting and exhaust system deterioration. With
catalytic converters, the sulfur dioxide can cause the obnoxious odor of rotten eggs during engine
warm up. To reduce corrosion caused by sulfuric acid, the sulfur content in gasoline is limited to
less than 0.01%.

Deposit Control
Several additives are put into gasoline to control harmful deposits, including gum or oxidation
inhibitors, detergents, metal deactivators, and rust inhibitors.

BASIC FUEL ADDITIVES

At one time, all a gasoline producing company had to do to produce its product its product was
to pump the crude from the ground, run it through the refinery to separate it, dump in a couple of
grams of lead per gallon, and deliver the finished product to the service station. Of course,
automobiles were much simpler then and what they burned was not very critical. As long as
gasoline vaporized easily and did not cause the low-compression engines to knock, everything
was fine.
For many years, lead compounds, such as tetraethyl lead (TEL) and tetramethyl lead
(TML) were added to gasoline to increase its octane rating. However, since the mid-1970s,
vehicles have been designed to run on unleaded gasoline only. Leaded fuels are no longer
available as automobile fuels.
Because of the deactivating or poisoning affect that lead has on a catalytic converter,
gasoline are limited to a lead content of 0.06 gram per gallon. To achieve the desired octane
rating, methycylopentienyl manganese tricarbonyl (MMT) is added to gasoline.
Not all additives improve the performance of gasoline. Some, such as olefins, have been
identified as a cause of deposits on port fuel injectors.
Gasoline additives have different properties and a variety of purposes.
Anti-Icing or Deicer
Isopropyl alcohol is added seasonally to gasoline as an anti-icing agent to prevent fuel line
freeze-up in cold weather.

Metal Deactivators and Rust Inhibitors

Metal deactivators and rust inhibitors are used to inhibit reactions between the fuel and the
metals in the fuel system that can form abrasive and filter-plugging substances.

Gum or Oxidation Inhibitors

Some gasoline’s contain aromatic amines and phenols to prevent the formation of gum and
varnish. During storage, harmful gum deposits can form due to the reaction of some gasoline
components with each other and with oxygen. Oxidation inhibitors are added to promote
gasoline stability. They help control gum, deposit formation and staleness.
Gum content is influenced by the age of the gasoline and its exposure to oxygen and certain
metals such as copper. If gasoline is allowed to evaporate, the residue left can form gum and
varnish.

Detergents
The use of detergent additives in gasoline has been the subject of some public confusion.
Detergent additives are designed to do only what their name implies clean certain critical parts
inside the engine. They do not affect octane.

Nitrous Oxide
Adding nitrous oxide to the air/fuel mixture is not done by oil refineries; rather, it is commonly
done by those seeking more instantaneously power from their engines. A brief discussion of
what nitrous oxide does and how it improves engine performance follows.
Nitrous oxide is injected as a dense liquid. When nitrous oxide is heated, It breaks down into
nitrogen and oxygen, which provides more oxygen atoms inside the cylinder when the fuel
ignites. Because there is more oxygen, more fuel can be injected into the cylinder. The engine
therefore produces more power. Nitrous oxide also improves engines performance by cooling the
gases in the cylinder, thereby making the air denser.
Nitrous oxide is injected into the engine’s intake when the driver pushes a button to activate
the system. Nitrous kits, which include nearly all that is needed to add the system to an engine,
are available for many engines. The nitrous tanks typically store enough nitrous for 3 to 5
minutes of operation.

OXYGENATES
Oxygenates are compounds such as alcohol and ethers that contain oxygen in their molecular
structure. Oxygenates improve combustion efficiency, thereby reducing polluting emissions.
Many oxygenates also serve as excellent octant enhancers when blended with gasoline (Figure
26-4). Oxygenated fuels tend to have lower carbon monoxide emissions.

Figure 26-4 Octane values of gasoline and common oxygenates.

Ethanol
By far the most widely used gasoline additive today is ethanol (ethyl alcohol), or grain alcohol.
Ethanol is a non corrosive and relatively non toxic alcohol made from renewable biological
sources. Blending 10% ethanol into gasoline result in a increase of 2.5 to 3 octane points. With
ethanol-blended gasoline, air toxics are about 50% less.
In addition to octane enhancement, ethanol blending keeps the fuel injectors cleaner and less
subject to corrosion due to the detergent additives found in most ethanol. Ethanol can loosen
contaminants and residues that may have gathered in the vehicle’s fuel system.
All alcohols have the ability to absorb water. Water I the fuel system, originating from
condensation, is absorb by the alcohol. This reduce the chance of fuel line freeze-up during cold
weather. Ethanol also decreases carbon monoxide emission at the tailpipe due to the higher
oxygen content of the fuel.
Ethanol blends are approved by all auto manufactures because of their clean air benefits.
Older engine like non-hardened valve seats may need a lead substitute added to gasoline or
ethanol blends to prevent premature valve seat wear. The chance of valve burning is decrease
when ethanol is used because ethanol burns cooler than gasoline.
 The biggest concern with using ethanol or methanol is they have low volatility and therefore
can cause cold start problems or misfiring during warm up.

Methanol
Methanol is the lightest and simplest of the alcohols and is also known as wood alcohol. It can be
distilled from coal or renewable sources, but most of what is used today is derived from natural
gas.
Many automakers continue to warm motorist about using fuel that contains more than 10%
methanol and co solvent by volume. Methanol is recognizes as being far more corrosive to fuel
system components than ethanol, and this corrosion concerns automakers.
Methanol is also highly toxic and there are safety concerns with ingestion, eye or skin
contact, and inhalation.
Methanol can be used directly as an automotive fuel but the engine must be modified for its
use. It can also be used in flexible-fuel vehicles as M85, which is 85% methanol. However, this
is not very common because car manufacturers are no longer supplying methanol powered
vehicles.
In the future, methanol could be the fuel of choice for providing hydrogen to power fuel cell
vehicles.

MTBE
Methanol tertiary butyl ether (MTBE) has been used as an octane enhancer and supply
extender because of its excellent compatibility with gasoline. Current U.S EPA restrictions on
oxygenates limit MTBE in unleaded gasoline to 11% of volume. At that level, it increases pump
octane (R+M/2) by 2.5 points. However, it is usually found in concentrations of 7% to 8% of
volume. MTBE increase octane while reducing carbon monoxide emissions at the tailpipe and
does it at a cost that makes it very attractive to gasoline marketers across the country.
Methanol can be used to make MTBE. However, MTBE production and use have
declined because it has been found to contaminate ground water. As of 2004, MTBE is no longer
used in gasoline and has been replaced by ethanol.
Other oxygenates are being tested as a replacement for MTBE. These include TAME
(tertiary amyl methyl ether) and ETBE (ethyl tertiary butyl ether). Both have a slightly higher
octane rating than MTBE and are manufactured from ethanol.

Aromatic Hydrocarbons
Aromatic hydrocarbons are petroleum-derived compounds including benzene, xylene, and
toluene that are being used in some gasoline as octane boosters.

Reformulated Gasoline
MTBEs and ethanol are the most commonly used oxygenates for producing reformulated
gasoline (RFG). By blending oxygen into the gasoline, the fuel requires less ambient oxygen for
complete burning. Therefore, for the same carburetor of fuel injector settings, oxygenated
gasoline produces a leaner air/fuel mixture and generates less carbon monoxide. Reformulated
gasoline is also called cleaner-burning gasoline and costs slightly more than normal gasoline.
 RFG can be used in existing engines with no modifications or special refueling facility
requirements.

FUEL QUALITY TESTING

Two tests can be done to test the quality of gasoline, the Reid vapor pressure test and alcohol
content test.

Testing the RVP of Gasoline

RVP is a measure of the volatility of gasoline. Fuel is a that are more volatile vaporize more
easily, creating more pressure. Increasing the VRP Of a gasoline permits the engine to start
easier I cold weather. RVP of winter-blend gasoline is about 9.0 psi.
A special fuel vapor pressure tester is needed to test the RVP of gasoline. Make sure the
gasoline being tested is cool. The, put a sample in the tester’s container and securely seal the
container as soon as the gasoline is in it. Put hot water in another container and put the container
holding the fuel into it. Make sure the most of the container holding the fuel is covered by water.
When the water temperature is 105oF (40oC) for at least 2 minutes, take your pressure reading
and compare it to specifications.

Alcohol in Fuel Test

Pump gasoline may contain a small amount of alcohol, normally up to 10%. However if the
amount is greater than that, problem may results such as fuel system corrosion, fuel filter
plugging, deterioration of rubber fuel system components, and a lean air/fuel ratio. These fuel
system problems caused by excessive alcohol in the fuel may cause driveability complaints such
as lack of power, acceleration stumbles, engine stalling, and no start. If the correct amount of
fuel is being delivered to the engine and there is evidence of a lean mixture, check for air leaks in
the intake, then check the gasoline’s alcohol content.
There are many different ways to check the percentage of alcohol in gasoline. Some are
more exact than others are and some require complex instruments. The following alcohol-in-fuel
test produce requires only the use of a calibrated cylinder and is accurate enough for diagnosis:

PROCEDURE
STEP 1 Obtain a 100-milliliter (ml) cylinder graduated in 1-mLdivisions.
STEP 2 Fill the cylinder to the 90-mL mark with gasoline.
STEP 3 Add 10 ml of water to the cylinder so it is filled to the 100-ml
mark.
STEP 4 Install a stopper in the cylinder and shake it vigorously for 10 to
15 seconds.
STEP 5 Carefully loosen the stopper to relieve any pressure.
STEP 6 Install the stopper and shake vigorously for another 10 to 15
seconds.
STEP 7 Carefully loosen the stopper to relieve any pressure.
STEP 8 Place the cylinder on a level surface for 5 minutes to allow liquid
separation.
STEP 9 Any alcohol in the fuel is absorbed by the water and settles to t
 he bottom. If the water content in the bottom of the cylinder
exceeds 10 ml, there is alcohol in the fuel. For example, if the
water content is now 15 ml, there was 5% alcohol in the fuel.
Note: since this procedure does not extract 100% of the alcohol
from the fuel, the percentage of alcohol in the fuel may be higher
than indicated.

The principles of supplying an engine with the right amounts of fuel and air have not changed
over the years. However, stricter exhaust emission laws and the need for improved fuel economy
have changed carburetor requirements. Today’s carburetor use numerous devices to alter the air-
fuel ratio with changes in engine speed, temperature, and load.
This chapter introduces the fundamental principles of carburation. It discusses carburetor
systems, design difference and auxiliary control devices. It will prepare you to alter study the
service and repair of carburetor.

BASIC CARBURETOR
A carburetor is basically a device for mixing air and fuel in the correct proportions
(amounts) for efficient combustion. The carburetor bolts to the engine intake manifold. The air
cleaner fits over the top of the carburetor to trap dust and dirt. See Figure 20-1
When the engine is running, downward moving pistons on their intake strokes produce a
suction in the intake manifold. Air rushes through the carburetor and into the engine to fill this
low pressure. The airflow through the carburetor is used to meter fuel and mix it with the air.

Figure 20.1 Carburetor bolts to engine intake manifold. It meters and mixes fuel with incoming air.
Atmospheric Pressure
Atmospheric pressure is the pressure formed by the air surrounding the earth. At sea
level, atmospheric pressure exerts about 101 kPa on everything. This pressure is caused by the
weight of the air, as shown in Figure 20-2.

Figure 20-2. Atmospheric pressure is produced by weight of air above earth. Pressure changes
with altitude above sea level. This affects carburation, as you will learn.

Vacuum
A vacuum is lower than atmospheric pressure in an enclosed area. Suction is another
word for vacuum. Any space with less than 101 kPa at sea level has a vacuum.

Difference in pressure cause flow

A difference in pressure inside two areas can be used to cause flow. For instance when
you suck on a straw, atmospheric pressure pushes down on the liquid in the glass. This causes
the liquid to flow through the straw and into the vacuum in your mouth.
A carburetor uses differences in pressure to force fuel into the engine. The engine acts as
a vacuum pump, producing a low pressure area (vacuum) in the intake manifold. The carburetor
itself also produces a vacuum, as you will learn shortly.

Basic Carburetor parts

Figure 20-3 shows the basic parts of a carburetor. Refer to this illustration as these parts
are introduces. A basic carburetor consists of:
1. CARBURETOR BODY (main carburetor housing).
2. BARREL (air passage containing venturi, throttle valve, and end of main discharge
tube).
3. THROTTLE VALVE (airflow control valve is barrel).
4. VENTURI (restriction or narrowed area formed in barrel).
5. MAIN DISCHARGE TUBE (fuel passage between fuel bowl and barrel).
6. FUEL BOWL (fuel storage area in body).
 Figure 20-3. A carburetor amount of air and fuel entering engine. Study basic parts

Carburetor body
The carburetor body is a cast metal housing for the other carburetor components. Figure
20-3. It contains cast and drilled passage for air and fuel. (In an actual carburetor the main
discharge tube, venturi, fuel bowl and throttle valve, are normally made as part of the carburetor
body.) A flange on the bottom of the body allows the carburetor to be bolted to the engine.

Barrel
The carburetor barrel, routes outside air into the engine intake manifold, Figure 20-3. It
contains the throttle valve, venturi, and outlet end of the main discharge tube.

Throttle valve
The carburetor throttle valve is the disc shaped valve that controls airflow through the
barrel. Look at Figure 20-3. It is mounted on a shaft in the lower part of the barrel.
When closed, the throttle valve restricts the flow of air and fuel into the engine. When the
throttle is opened, airflow, fuel flow, and engine power increase.
Figure 20-4 shows how a car’s accelerator pedal and throttle cable control the throttle
valve. When the driver presses the accelerator pedal, the throttle cable slides inside its housing.
This swings the throttle valve open to increase engine power and speed.
Figure 20-4 Driver’s accelerator pedal is connected to carburetor throttle valve. Valve controls airflow
and engine power output

When the accelerator pedal is released, a throttle return spring pulls the throttle valve closed.
This returns the engine to a slow idle speed. Look at Figure 20-5.

Figure 20-5. Throttle valve position control air flow and amount in intake manifold. A—Throttle valve
closed produces high vacuum in manifold. Engine tries to draw air through carburetor, but cannot. B—
Throttle opening allows airflow, reducing vacuum in take manifold.
Venturi
A venturi produces sufficient suction to draw fuel out of the main discharge tube. Venturi
action is illustrated in Figure 20-6. Note how vacuum is highest inside the venturi. The narrowed
airway increase air velocity, forming a low pressure area in the barrel

Main discharge tube

The main discharge tube uses venturi vacuum to feed fuel into the barrel and engine. Also
called MAIN FUEL NOZZLE, it is a passage in the carburetor body that connects bowl to the
centre of the venturi. Refer to Figure 20-3. Note how main discharge tube is located in carburetor
body.

Figure 20-6. Venturi is used to produce vacuum from airflow. Note how vacuum is highest
inside venturi. (Ford)

Fuel bowl
The carburetor fuel bowl holds a supply of fuel that is NOT under the fuel pump pressure.
Several additional carburetor parts are mounted in the fuel bowl. These will be discussed later.

BASIC CARBURETOR SYSTEMS

A carburetor system is a network of passages and related parts that help control the air-
fuel ratio under a specific engine operating condition. Also called a CARBURETOR CIRCUIT,
each system applies a speed, and load of the engine change.
For example, a petrol engine’s air-fuel mixture may vary from a rich 8:1 ratio to a lean
18:1 ratio. An automotive carburetor, using its various systems, must be capable of providing air-
fuel ratios of approximately.

1. 8:1 for cold engine starting.

2. 16:1 for idling.
3. 15:1 for part throttle.
4. 13:1 for full acceleration.
5. 18:1 for normal cruising at highway speeds.
 Note! Older cars, not subject to strict emission control regulations, have a slightly richer
air-fuel ratio. Late model cars have leaner carburetor settings to help reduce exhaust pollution.
The seven basic carburetor systems are the:

1. FLOAT SYSTEM (maintains supply of fuel in carburetor bowl).

2. IDLE SYSTEM (provides a small amount of fuel for low speed engine operation).
3. OFF-IDLE SYSTEM (provides correct air-fuel mixture slightly above idle speeds).
4. ACCELERATION SYSTEM (squirts fuel into barrel when throttle valve opens and
engine speed increases).
5. HIGH SPEED SYSTEM (supplies lean air-fuel mixture at cruising speeds).
6. FULL POWER SYSTEM (enriches fuel mixture slightly when engine power demands
are high).
7. CHOKE SYSTEM (provides extremely rich air-fuel mixture for cold engine starting).

It is very important that you fully understand each of these systems. As each system is
discussed, try to draw a “metal picture” of how a carburetor operates under the conditions
described. This will help you when diagnosing and repairing carburetor problems.

FLOAT SYSTEM
The float system must maintain the correct level of fuel in the carburetor bowl. Since the
carburetor uses differences in pressure to force fuel into the barrel, the fuel in the bowl must be
kept at atmospheric pressure. The float system keeps the fuel pump from forcing too much petrol
into the carburetor bowl.

Float system parts

Look at Figure 20-7. The basic parts of a carburetor float system are the fuel bowl, float,
needle valve, needle seat, bowl vent, and hinge assembly. Study the relationship of each part.
The carburetor float rides on top of the fuel in the bowl to open and close the needle
valve. It is normally made of thin brass or plastic. One end of the float hinged to the side of the
carburetor body. the other end is free to swing up and down. Figure 20-7.

Figure 20-7. Basic parts of a float system. Float opens and closes needle valve as fuel level falls
and rises. Study part names.
 The needle valve in the fuel bowl regulates the amount of fuel passing through the fuel
inlet and needle seat. See Figure 20-7. The needle valve is usually made of steel. Sometimes, the
end of the needle valve will have a soft (synthetic rubber) tip. The soft tip seals better than a
metal tip, especially if dirt gets caught in the needle seat.
The carburetor float needle seat works with the needle valve and float to control fuel flow
into the bowl. It is normally a brass that threads into the carburetor body, Figure 20-7.
A bowl vent prevents a pressure or vacuum buildup in the carburetor fuel bowl. Refer to
Figure 20-7 again. Without venting, pressure could form in the bowl as the fuel pump fills the
carburetor. This could also cause vacuum form in the bowl as fuel is drawn out of the carburetor
and into the engine.
Figure 20-8 shows a bowl vent mechanism on a car equipped with an evaporation control
type emission outside air, it is vented into a hose going to a charcoal canister. The canister stores
toxic fuel vapours and prevents them from entering and polluting the atmosphere.

Figure 20-8. This fuel bowl is vented to emission controlling charcoal canister. Canister stores fuel
vapours until engine is started.

Float system operation

When engine speed or load increases, fuel is rapidly drawn out of the fuel bowl and into
the venturi. Illustrated in Figure 20-9, this makes the fuel level and float drop in the bowl. The
needle valve also drops away from its seat. The fuel pump can then force more fuel into the
bowl.
 Figure 20-9.Basic float operation

As the level in the bowl rises, the float pushes the needle valve back into the seat. When
the fuel level is high enough, the float closes opening between the needle valve and seat.
With the engine running, the needle valve usually lets some fuel leak into the bowl. As a
result, the float system maintains a stable quantity of fuel in the bowl. This is very important
because the fuel level in the bowl can affect the air-fuel ratio.

IDLE SYSTEM
A carburetor or idle system provides the engine’s air-fuel mixture at speeds below
approximately 800 rpm or 30 km/h.

When an engine is idling, the throttle valve is almost closed. Airflow through the barrel is
too restricted to produce enough vacuum in the venturi. Venturi vacuum cannot draw fuel out of
the main discharge tube. Instead, the high intake manifold vacuum BELOW the throttle valve
and a separate idle circuit are used to feed fuel into the barrel.

Idle system parts

The fundamental parts of a carburetor idle system include a section of the main discharge
tube, a low speed jet, idle air bleed, bypass, idle passage economizer, idle port, and an idle
mixture screw. These parts are illustrated in Figure 20-10.
The low speed jet is a restriction in the idle passage that limits maximum fuel flow in the
idle circuit. It is placed in the fuel passage before the idle air bleed and economizer.
The idle air bleed works with the economizer and bypass to add air bubbles to the fuel
flowing to the idle port. As shown in Figure 20-10, the air bubbles help break up or atomise the
fuel. This makes the air-fuel mixture burn more efficiently once in the engine.
The idle passage carries the mixture of liquid fuel and air bubbles to the idle screw port.
The idle screw port is an opening into the barrel below the throttle valve.
The idle mixture screw allows adjustment of the size of the opening in the idle screw
port, Figure 20-10.

Figure 20-10. Idle system feeds fuel when throttle is closed for low engine speed operation. High
vacuum below throttle pulls fuel out idle port. Mixture screws allows adjustment of mixture at idle. Air
bleed helps premix air and fuel

Turning the idle screw IN reduces the size of the idle port and amount of fuel entering the barrel.
Turning the idle screw OUT usually increases fuel flow and enriches the fuel mixture at idle.
Most modern carburetors have sealed idle mixture screws that are NOT normally
adjusted. The idle mixture screws are covered with metal plugs, as pictures in Figure 20-11. This
prevents tampering with the factory setting of the idle mixture.
The idle screw adjustment of today’s carburetors is very critical to exhaust emissions.
Idle system operation
For the idle system to function, the throttle valve must be closed. Then, high intake
manifold vacuum can draw fuel out of the idle circuit. Refer to Figure 20-10.
At idle, fuel flows out of the fuel bowl, through the main discharge, and into the low
speed jet. The low speed jet restricts maximum fuel flow.
At the bypass, outside air is drawn into the idle system. This partially atomises the fuel.
As the fuel and air bubbles pass through the economizer, the air bubbles are reduced in size to
further improve mixing.
The fuel and air mixture then enters the side screw port. The setting of the idle screw
controls how much fuel enters the barrel at idle.

Figure 20-11. Modern idle mixture screws are covered with metal plugs. This prevents tampering
which would upset mixture and increase exhaust emissions.

OFF-IDLE SYSTEM
The off-idle system, often termed the PART THROTTLE CIRCUIT, feeds more fuel into
the barrel when the throttle valve is partially open. Look at Figure 20-12. It is an extension of the
idle system. It functions ABOVE approximately 800 rpm (30 km/h).
Without the off-side system, the fuel mixture would become too lean slightly above idle.
The idle circuit alone is not capable of supplying enough fuel to the airstream passing through
the carburetor. The off-idle circuit helps supply fuel during transition (change) from idle to high
speed. Refer to Figure 20-12.

Off-idle system operation

The off-idle system begins to function when the driver presses lightly on the accelerator
pedal and cracks open the throttle valves. As the throttle valves swing open, they expose the off-
idle ports to intake manifold vacuum. Vacuum then begins to draw fuel out of idle screw port
and the off-idle ports. This provides enough extra fuel to mix with the additional air flowing
around the throttle valves.
Figure 20-12. Off-idle system feeds fuel when throttle is opened slightly. It adds a little extra fuel to the
extra air flowing around throttle valve.

Figure 20-13 pictures the bottom of a carburetor barrel. Notice the idle screw port, idle
screw tip, and off-idle ports. Study how the throttle plate exposes all of the ports vacuum when
partially opened.

ACCELERATION SYSTEM
The carburetor’s acceleration system, like the off-idle system, provides extra fuel when
changing from the idle circuit to the high speed circuit (main discharge).
The acceleration system SQUIRTS a stream of extra fuel into the barrel whenever the
accelerator pedal is pressed (throttle valves swing open). This is illustrated in Figure 20-14.
Figure 20-13. Bottom view of actual carburetor shows idle mixture screw tip, idle port opening, and
off- idle slot.

Without the acceleration system, too much air would rush into the engine as the throttle is
quickly opened. The mixture would become too lean for combustion and the engine would
HESITATE or STALL. The acceleration from upsetting a smooth increase in engine speed.

Acceleration system parts

The basic parts of a carburetor acceleration system are the pump linkage, accelerator
pump, check ball, pump reservoir, pump check weight, and pump nozzle. These parts are given
in Figure 20-14.

Figure 20-14. Accelerator pump systems squirts fuel into air horn every time is opened. This adds fuel
to rush of air entering engine and prevents temporary lean condition. Study part names.
 The accelerator pump develops the pressure to force fuel out of the pump nozzle and into
the barrel. There are two types of accelerator pumps; piston and diaphragm. See Figures 20-15
and 20-16.

Figure 20-15 Most accelerator pump systems use mechanical linkage from throttle lever. When driver
presses accelerator pedal for acceleration, both the throttle valve and pump are actuated.

Figure 20-16 Cutaway view of carburetor using a diaphragm type accelerator pump.

The pump check ball only allows fuel to flow into the pump reservoir. It stops fuel from
flowing back into the fuel bowl when the pump is actuated.
The pump check weight prevents fuel from being drawn into the barrel by venturi
vacuum. Its weight seals the passage to the pump nozzle and prevents fuel siphoning.
 The pump nozzle, also termed PUMP JET, has a fixed orifice (opening) that helps control
fuel flow out of the pump circuit. It also guides the fuel stream into the centre of the barrel,
Figure 20-14.

Acceleration system operation

When the driver presses the accelerator pedal, the throttle valves swing open. This causes
the accelerator pump piston or diaphragm to compress the fuel in the pump reservoir.
Accelerator pump pressure closes the pump check ball and fuel flows toward the pump
check weight. Pressure lifts the pump check weight off its seat and fuel squirts into the
carburetor barrel, as it from a TOY SQUIRT GUN.
A spring is used on the accelerator pump assembly to produce smooth, steady flow of
fuel out the pump nozzle. Throttle opening compresses the spring. Then the compressed spring
pushes on the pump piston to pressure the fuel and produce prolonged fuel flow.
As the accelerator pedal is released, the pump piston or diaphragm retracts. This closes
the discharge check weight and opens the pump check ball. Fuel flows out of the bowl to refill
the accelerator pump reservoir. The system is then ready to spray another stream of fuel into the
barrel when the car accelerates.
Figure 20-17 shows an auxiliary acceleration system. It supplements the main
acceleration system when the engine is cold.

Figure 20-17 Auxiliary accelerator pump system is sometimes used to aid conventional
mechanical pump system. Thermal-vacuum valve is open when engine is cold. This allows
engine vacuum to operate vacuum-operated accelerator pump.

HIGH SPEED SYSTEM

The carburetor’s high speed system, also called MAIN METERING SYSTEM, supplies
the engine’s air-fuel mixture at normal cruising speeds, Figure 20-18. This circuit begins to
function when the throttle valves are open wide enough for venturi action. Airflow through the
carburetor must be relatively high for venturi vacuum to draw fuel out of the main discharge
tube.

Figure 20-18 High speed system is simple. Main jet control fuel flow and mixture. At consists of
a high speed jet, main discharge passage, emulsion tube, air bleed, and venturi.

The high speed system provides the leanest, most fuel efficient air-fuel ratio. It functions
from about 30 to 90 km/h or 2000 to 3000 rpm.

High speed system parts

The high speed system is the simplest carburetor circuit. It consists of a high speed jet,
main discharge passage, emulsion tube, air bleed, and venturi.
The high speed jet is a fitting with a precision hole drilled in the centre. This jet screws
into a threaded hole in the fuel bowl, Figure 20-19. One jet is used for each barrel.
The hole size in the main jet determines how much fuel flows through the circuit. A
number is usually stamped on a high speed jet to denote the diameter of the hole in the jet. Since
jet numbering systems vary, refer to the carburetor manufacturer’s manual for information on jet
size.

The emulsion tube and the air bleed add air to the fuel flowing through the main
discharge tube. See Figure 20-19. The premixing of air with fuel helps the fuel atomise as it
discharges into the barrel.
 The primary venturi is the formed in the side of the carburetor barrel. One or two booster
venturi can be added inside the primary venturi to increase vacuum at lower engine speeds. This
is illustrated in Figure 20-20

Figure 20-20 Secondary venturi, also termed booster venturi, is place inside primary venturi. It
helps venturi vacuum at lower engine speeds.

High speed system operation

When engine speeds is high enough, airflow through the carburetor forms a high vacuum
in the venturi. The vacuum draws fuel through the main metering system.
Fuel flows through the main jet which meters the amount of petrol entering the circuit.
Then, the fuel flows into the main discharge tube and emulsion tube.
The emulsion tube causes air form the air bleed to mix with the fuel. The fuel, mixed
with air, is finally drawn out of the main nozzle and into the engine.

FULL POWER SYSTEM

The carburetor full power system provides a means of enriching the fuel mixture for high
speed, high power conditions. This circuit operates, for example, when the driver presses the
accelerator pedal to pass another vehicle or to climb a steep hill. A simplified illustration of a full
power system is given in Figure 20-21.
Figure 20-21 High speed-full power system enriches high speed circuit when needed. When
accelerator pedal is pushed down for full power, throttle linkage acts on metering rod linkage.
Metering rod is lifted out of main jet to add more fuel to the mixture.

The full power system is usually an addition to the main metering system. Either a
metering rod or a power valve (jet) can be used to provide a variable, high speed air-fuel ratio.

Metering rod action

A metering rod is a stepped rod that moves in and out of the main jet to alter fuel flow.
As shown in Figure 20-22, when the metering rod is down inside the jet, flow is
restricted and a leaner fuel mixture results. When the metering rod is pulled out of the jet, more
fuel can flow through the system to enrich the mixture for more power output.
Figure 20-22 Metering rod action. A—Metering rod lowered into jet. Less fuel can flow through
jet, leaning mixture. B—Metering rod pulled out of jet. This allows more fuel flow through jet,
enriching mixture.

Either mechanical linkage or engine vacuum can be used to operate a metering rod
The metering rod can be linked to the throttle lever. Then, whenever the throttle is
opened wide, the linkage lifts the metering rod out of the jet.
A metering rod controlled by engine vacuum is connected to a diaphragm. At steady
speeds, power demands are low and engine vacuum is high. The opposite is true under heavy
power demands (wide open throttle); intake manifold vacuum drops. This vacuum-load
relationship is ideal for controlling a metering rod or power valve.

Power valve action

A power valve, also known as an ECONOMISER VALVE, performs the same function
as a metering rod; it provides a variable high speed fuel mixture. A power valve consists of a fuel
valve, a vacuum diaphragm, and a spring.
Look at Figure 20-23. The spring holds the power valve in the normally open position. A
vacuum passage runs to the power valve diaphragm. When the power valve is open, it serves as
an extra jet that feeds fuel into the high speed circuit.
Figure 20-23 Power valve serves same function as metering rod. It enriches mixture under high
load, low intake manifold vacuum conditions. When vacuum is low, spring opens power valve.
Extra fuel can then flow through valve and into main discharge.

When the engine is cruising at normal highway speeds, engine intake manifold vacuum is
high. This vacuum acts on the power valve diaphragm and pulls the fuel valve closed, Figure 20-
24. No additional fuel is added to the main metering system under normal driving conditions.
Figure 20-24 Power valve action. A—High vacuum, low power output closes power valve by
pulling on diaphragm. No extra fuel enters main system. B—Engine power output is high,
causing intake manifold vacuum to drop. This allows spring to open power valve for more fuel.

However, when the throttle valves are swung open for passing or climbing a hill, engine
manifold vacuum drops. Then, the spring in the power valve can push the fuel valve open. Fuel
flows through the power valve and into the main metering system. This adds more fuel for more
engine power.

CHOKE SYSTEM
The choke system is designed to supply an extremely rich air-fuel ratio to aid cold engine
starting.
For the fuel mixture to burn properly, the fuel entering the intake manifold must atomise
and vapourise. When the engine is cold, the fuel entering the intake tends to condense into a
liquid. As a result, not enough fuel vapours enter the combustion chambers and the engine could
miss or stall when cold. A choke is used to prevent this lean condition.
Choke system parts
A choke system has a choke valve (plate), thermostatic spring, and other parts depending
upon choke design. See Figure 20-25.

Figure 20-25 Basic choke system parts. Thermostatic spring is main control of choke operation.
When engine is cold, spring closes choke. High vacuum below choke pulls large amount of fuel
out of main discharge. When engine warms, hot air causes spring to open choke. Vacuum piston
cracks choke upon engine starting to prevent flooding

The choke valve is a butterfly (disc) type valve located near the top of the carburetor
barrel
. When the choke valve is closed, it block normal airflow through the carburetor. This
causes high intake manifold vacuum to form below the choke valve. Vacuum pulls on the main
discharge tube even though air is not flowing through the venturi. Fuel is drawn out to prime the
engine with extra fuel.
A thermostatic spring may be used to open and close the choke. Refer to Figure 20-26.
Figure 20-26 Instead of hot air, this thermostatic choke spring is warmed by engine coolant.

The thermostatic spring is a bimetal spring (spring made of two dissimilar metals). The
two metals have different rates of expansion that make the spring coil tighter when cold. It
uncoils when heated. This coiling-uncoiling action is used to operate the choke.

Basic choke action

Before the engine starts, the cold thermostatic spring holds the choke closed. When the
engine is started, the closed choke causes high vacuum in the carburetor barrel. This draws a
large amount of fuel out of the main discharge. The rich mixture helps keep the cold engine
running.
As the engine and thermostatic spring warm, the spring uncoils and opens the choke. This
produces a leaner mixture. A warm engine would not run properly if the choke were to remain
closed.

Manual choke
A manual choke simply uses a cable mechanism that allows the driver to open or close
the choke valve. Normally, when the driver pulls on the choke knob, a cable pulls the choke
valve closed for cold engine starting. The driver must open the choke valve after the engine starts
and warms slightly.

Automatic chokes
Various methods are used to control the warming of a choke thermostatic spring. Hot air,
engine coolant, or an electric heating element can operate the thermostatic spring.
An integral hot air choke is mounted on the side of the carburetor. It uses WARM AIR
form the engine to heat the thermostatic spring. One is shown in Figure 20-25. An integral choke
may also use engine coolant instead of warm air, Figure 20-26.
A nonintegral choke mounts the thermostatic spring in the top of the intake manifold.
Then, as the engine and manifold warm, the thermostatic spring uncoils to open the choke plate.
See Figure 20-27.
Figure 20-27 Electric assist choke uses engine heat and an electric heating element to warm
choke.

An electric assist choke use both hot air and an electric heating element to operate the
thermostatic spring. Look at Figure 20-27. The electric assist choke system uses a temperature
sensitive switch to operate a choke heating element.
When the engine is started cold, the choke switch is open and current does not flow to the
heating element. The choke thermostatic spring is only warmed by hot air and the choke remains
partially closed to aid cold engine operation.
When the engine warms, the temperature sensing switch closes and current flows to the
heating element. This speeds thermostatic spring action and the choke opens more quickly. As a
result, the control of choke opening is more precise, reducing fuel consumption and exhaust
emissions.
An all electric choke uses neither hot air nor coolant to aid thermostatic spring action.
Instead, a two-stage heating element provides full control of choke operation. See Figure 20-28.
When the engine is cold, only the first stage of the heating element is activated. The
thermostatic spring warms slowly to keep the choke partially closed. When the engine warms,
both stages of the heating element operate. The element heats up very quickly to make the
thermostatic spring open the choke.
Figure 20-28 All electric choke has two stage heating element. One stage warms thermostatic
spring when engine is cold. When engine is partially warm, both heating stages function.

Most choke systems use other component to aid choke action. You will learn about them
next.

Mechanical choke unloader

A mechanical choke unloader physically opens the choke valve whenever the throttle
swings fully open, Look at Figure 20-29.

Figure 20-29 Choke unloader physically opens choke when accelerator pedal is pushed to floor.
The throttle lever lug moves the chokes linkage. This lets driver clean out flooded engine.
 A mechanical choke unloader uses a metal lug on the throttle lever. When the throttle
lever moves to the fully open position, the lug pushes on the choke linkage (fast idle linkage).
This give the driver a means of opening the choke. Air can then enter the barrel to help clear a
flooded engine (engine with too much liquid fuel in cylinders and intake manifold).

Vacuum choke unloader

A vacuum choke unloader, also called a CHOKE BREAK, uses engine vacuum to crack
open the choke valve as soon as the engine starts. It automatically prevents the engine from
flooding with too much fuel.
A vacuum choke unloader consists of a manifold vacuum fitting, vacuum hose, vacuum
diaphragm (choke break), and linkage connected to the choke lever. These parts are shown in
Figure 20-30.

Figure 20-30 Vacuum choke break or unloader cracks choke open as soon as engine is started.
Engine vacuum pulls on diaphragm. Diaphragm pulls on choke linkage.

Before the engine starts, the choke spring holds the choke valve almost completely
closed. This primes the engine with enough fuel for starting.
Then, as the engine starts intake manifold vacuum acts on the choke break diaphragm.
The diaphragm pulls on the choke linkage and lever to swing the choke valve open slightly. This
helps avoid an overrich mixture and improves cold engine driveability.

FAST IDLE CAM

A fast idle cam increases engine idle speed when the choke is closed. It is a stepped cam
fastened to the choke linkage, Figure 20-31.
Figure 20-31 Note relationship of these parts. They work together to provide smooth engine
operation when is cold.

When the choke closes, the fast idle cam swing around in front of a fast idle screw. The
fast idle screw is mounted on a throttle lever. As a result, the fast idle cam and fast idle screw
prevent thethrottle valves from closing. Engine idle speed is increased to smooth cold engine
operation and prevent stalling.
As soon as the engine warms and the choke opens, the fast idle cam is deactivated. When
the throttle is opened, the choke linkage swings the cam away from the fast-idle screw and the
engine returns to curb idle (normal, hot idle speed).

FAST IDLE SOLENOID

A fast idle solenoid opens the carburetor throttle valves during engine operation but
allows the throttle valves to close as soon as the engine shuts off.
In this way, a faster idle speed can be used while still avoiding dieseling (engine keeps
running even though ignition key is turned off).
Sometimes termed an anti-dieseling solenoid, the fast idle solenoid is mounted on the
carburetor so that it contacts the throttle lever, as in Figure 20-32.
Figure 20-32 Fast idle solenoid holds throttle open when engine is running. When ignition key is
turned off, solenoid allows throttle to close more. This keeps engine from dieseling or after-
running.

When the engine is running, current flows to the fast idle solenoid. This causes the
plunger in the solenoid to move outward. The throttle valves are help open to increase engine
speed.
When the engine is shut off, the carburetor throttle valves to close slowly, Figure 20-33.
Frequently called an ANTI-STALL DASHPOT, it is commonly used on carburetors for
automatic transmission equipped cars.

Figure 20-33 Throttle return dashpot keeps engine from installing when engine is quickly
returned to an idle. It is normally used on cars with automatic transmission. Dashpot makes
throttle plates close slowly.
 Without a throttle return dashpot, the engine could stall when the engine quickly returns
to an idle. The drag of the transmission could “kill” the engine.
The throttle return dashpot works something like a shock absorber. It uses a spring-
loaded diaphragm mounted in a sealed housing. A small hole is drilled in the diaphragm housing.
The small air hole prevents rapid movement of the dashpot plunger and diaphragm. Air must
bleed out of the small hole slowly.
When the car is travelling down the road (throttle valves open), the spring pushes the
dashpot plunger outward. Then, when the engine returns to idle, the throttle lever strikes the
extended dashpots plunger. As air leaks out of the throttle return dashpot, the engine slowly
returns to curb idle. This gives the automatic transmission enough time to disconnect (torque
converter release) from the engine, without engine stalling.

HOT IDLE COMPENSATOR

A hot idle compensator is a carburetor device that prevent engine stalling or a rough idle
under high engine temperature conditions. As pictured in Figure 20-34, it is a temperature
sensitive valve that admits extra air into the engine to increase idle speed and smoothness.
With normal engine temperature, the hot idle compensating valve remains closed. The
engine idles normally.

Figure 20-34 Hot idle compensator adds extra air during high temperature conditions. More air
is needed to offset extra fuel vapours caused by heat.

When temperature are high (prolonged idling periods for example), fuel vapours can
enter the barrel and enrich the air-fuel mixture. At this time, the hot idle compensator opens to
allow extra air to enter the intake manifold. This compensate for the extra fuel vapours and the
correct fuel mixture is maintained.

ALTITUDE COMPENSATOR
An altitude compensator can be used to change the carburetor’s air-fuel mixture with
changes in the car’s height above or below sea level. An altitude compensator normally has an
aneroid (bellows device that expands and contracts with changes in atmospheric pressure),
Figure 20-35.

Figure 20-35 Altitude compensation circuit used aneroid bellows. Bellows expands and
contracts with changes in altitude and atmospheric pressure. This increases or decreases air flow
through circuit, maintaining correct air-fuel ratio

When a car I driven up a mountain, for example, the density of the air around the car
decreases. This tends to make the air-fuel mixture richer. The reduced air pressure causes the
aneroid to expand, opening an air valve. Extra air flows into the air horn and the air-fuel mixture
becomes leaner as needed.
The opposite occurs when the car’s height above sea level decreases. The greater air
density and pressure tends to make the carburetor mixture too lean. The increased air pressure
collapses the aneroid and the air valve closes. This enriches the mixture enough to compensate
for the lower altitude.
CARBURETOR VACUUM CONNECTIONS
A modern carburetor has numerous vacuum connections. Look at Figure 20-36.

Figure 20-36 Position of vacuum port in carburetor controls when vacuum is present. When
below throttle valve, vacuum is present at idle. When above throttle, vacuum is present above
idle.

When the vacuum connection or port is BELOW the carburetor throttle valve, the port
ALWAYS receives full intake manifold vacuum. However, when the vacuum port is ABOVE
the throttle valve, vacuum is only present at the port when the THROTTLE IS OPENED.
Typical components operated off carburetor vacuum connections are:
1. EGR VALVE (exhaust emission control device).
2. DISTRIBUTOR VACUUM ADVANCE (diaphragm for advancing ignition timing).
3. CHARCOAL CANISTER (emission control container for storing fuel vapours).
4. CHOKE BREAK (diaphragm for partially opening choke when engine is running).

TWO AND FOUR-BARREL CARBURETORS

So far, this chapter has discussed mainly the single barrel carburetor (carburetor body
with one barrel). Automotive carburetors also are available in two-barrel (two barrels in single
body) and four-barrel (four barrels in one body) designs. All are illustrated in Figure 20-37.
Compare them
Figure 20-37 One, two, and four-barrel carburetors are common. More barrels or air horns are
used with larger engines.

Multiple barrel carburetors are used to provide increased “engine breathing” (air intake).
The amount of fuel and air that enter the engine is a factor limiting engine horsepower output.
Extra carburetor barrels allow more air and fuel into the engine at wide open throttle. This allows
the engine to develop more power.

Carburetor primary and secondary

In-line, two-barrel and all four-barrel carburetors are divide into two sections: the
primary and the secondary.
The primary of a carburetor includes the components that operate under normal driving
conditions. In a four-barrel carburetor for example, it consists of the two throttle valves and
related components. Refer to Figure 20-38.
Figure 20-38 Primary is front barrel of carburetor. secondary is rear of carburetor. Note how
secondary diaphragm opens rear throttle plates when engine power output is high.

The secondary of a carburetor consists of the components of circuits that function under
high engine power output conditions, Figure 20-38. In a four-barrel, this would be two rear
barrels. They only function when more fuel is needed for added power.
A secondary diaphragm is normally used to open the secondary throttle valves, causing
the secondary circuits to function. Illustrated in Figure 20-38, a diaphragm is connected to the
secondary throttle lever. A vacuum passage runs from this diaphragm to the venturi in the
primary throttle bore.
Under normal driving conditions, vacuum in the primary is NOT high enough to actuate
the secondary diaphragm and throttles. The engine would run using only the primary of the
carburetor.
If the driver passes another car, for example, increased airflow in the primary produces
enough vacuum to operate the secondary diaphragm. Vacuum pulls on the diaphragm and
compresses the diaphragm spring. This opens the secondary throttle valve for increased engine
horsepower.

AUXILIARY AIR VALVE

Some four-barrel and few two-barrel carburetors use an auxiliary butterfly valve over the
secondary throttle valves. One type of air valve is shown in Figure 20-39. It should nor be
confused with a choke valve. They look very similar.
Figure 20-39 Air valve over secondary throttles only opens if air flow is high enough for proper
secondary operation.

An auxiliary throttle valve is designed to keep secondary barrel air velocity high enough
to assure complete fuel mixing and atomization. It stops secondary throat operation until primary
air speed is high enough to allow efficient operation.
The auxiliary air valve is normally closed and covers the barrel entrance. It is held shut
by a light spring or counterweight.
Figures 20-40 and 20-41 show two and four-barrel carburetors. Study the part names and
their locations.

Figure 20-40 Modern two-barrel carburetor.

 Figure 20-41 Top View of a four-barrel carburetor.

Figure 20-42 illustrates all of the circuits and internal components of a carburetor. Do
you remember the functions of each parts?
 Self Check Unit Service Engine Mechanical System
No. 3 Module Servicing Engine Mechanical System

LO3: Service Fuel System

REVIEW QUESTION:

1. Define the term “atmospheric pressure”.

2. Define the term “vacuum”.
3. List and explain the six major parts of a carburetor.
QUALIFICATION : Automotive Servicing NC II
UNIT OF COMPETENCY : Service Engine Mechanical System
MODULE TITLE : SERVICING ENGINE MECHANICAL SYSTEM

Learning Outcome #4: Service diesel fuel injector

Assessment Criteria:

1. Injection nozzle is inspected and repaired as per service

repair manual
2. Fuel system cleaning is performed in accordance with
standard operating procedures

Resources:

 Service Manual
 Basic Hand tools
 PPE
 Information Sheet Unit Service Engine Mechanical System
No. 4 Module Servicing Engine Mechanical System

LO4: Service Fuel System

DIESEL FUEL CHARACTERESTICS

Diesel fuel, like gasoline, is made from petroleum. However, at the refinery, the
petroleum is separated into three major components-gasoline, middle distillates, and all
remaining substances.
Diesel fuel comes from the middle distillate group, which has properties and
characteristics different from gasoline. Each of this characteristics will be discussed and
contrasted with gasoline.

Heat Energy
Diesel fuel contains more heat energy than gasoline. The heat energy or value is
commonly measured in British thermal units (BTU). One BTU is the amount of heat energy
needed to raise the temperature of 1 pound of water 1 degree Fahrenheit, figure 4-1. (The metric
equivalent of the BTU is the calorie. One calorie will raise 10 Celsius.) The diesel engine
converts the fuel heat energy into power. If the fuel use has a high heat energy content, more heat
energy will be released. Hence, if two engine are identical, each having the same thermal
efficiency, but era fed two different fuels, the engine that receives the fuel containing the higher
BTU content would be more economical. It would produce the same power using the less fuel.

Figure 4-1 One British thermal unit of heat will raise the temperature of 1 pound (pint) of water
1 degree Fahrenheit.

Specific Gravity
The specific gravity of a liquid is a measurement of the liquid’s weight compared to
water. Water is assigned at a value of 1. Diesel fuel is lighter than water but hevier than gasoline,
and can change if it is mixed with other fuels. The specific gravity of diesel fuel is important to
engine operation. The fuel must be heavy enough to achieve adequate penetration into the
combustion chamber. If the specific gravity is too low, all the fuel immediately burns upon
entering the combustion chamber. This puts all the force of combustion on one small area of the
piston instead of equal force across the dome, figure 4-2. As a result, performances suffers,
engine noise increase, and the piston would eventually damaged.

Figure 4-2 Combustion is not spread evenly through the combustion chamber.

Wax Appearance Point and Pour Point

Temperature affects diesel fuel more than it affects gasoline. This is because diesel fuels
contain paraffin, a wax substance common among middle distillate fuels. As temperatures drop
past a certain point, wax crystal begin to form in the fuel. The point where the wax crystals
appear in the wax appearance point (WAP) or cloud point. WAP may change as a result as of the
origin of the crude oil and the quality of the fuel. The better the quality, the lower the WAP. As
temperature drop, the wax crystal grow larger and restrict to flow of fuel through the filters and
lines. Eventually, the fuel, which may still be liquid, stops flowing because the wax crystals pug
a filter or line, figure 4-3. As the temperature continues to drop, the fuel reaches point where it
solidifies and no longer flows. This is called the poor point. In cold climate it is recommended
that a low-temperature poor point fuel be used.
 Figure 4-3 Wax crystals collecting, plugging fuel flow as temperature drops

Viscosity
The viscosity of diesel fuel directly affects the spray pattern of the fuel into the
combustion chamber and the fuel system components . Fuel will be high viscosity produces large
droplets that are hard to burn. Fuel will a low viscosity spray in a fine, easily burned mist, figure
4-4. If the viscosity is too low, it does not adequately lubricate and cool the injection pump and
nozzles.

Figure 4-4 Fuel viscosity affects spray pattern.

Volatility
Volatility is the ability of the liquid to chance into a vapor. Gasoline is extremely volatile
compared to diesel fuel. For instance, if diesel fuel and gasoline era exposed to the atmosphere at
room temperature, the gasoline evaporate and the diesel fuel does not, figure 4-5.

Figure 4-5 Gasoline is more volatile than diesel fuel, evaporating easily.

Flash Point
Flash point is the lowest temperature at which the fuel burns when ignited by the external
source. The flash point has a little bearing on engine performance, but is important in fuel
storage safety. (The temperature at which the flash point occurs is regulated.) If the flash point of
diesel fuel will lower than specified, it would have the right combination of air the fumes that
would ignite too easily, making the handling of it hazardous. Gasoline evaporates at a very low
temperature, filling the tank will fumes that are potentially explosive.

Cetane Rating
The ignition quality of a fuel, refers to how will it self-ignites under heat and pressure.
Diesel fuel’s ignition quality is measured by the cetane rating. To get a cetane number rating, a
fuel is compared to cetane, a colorless, liquid hydrocarbon that has excellent ignition qualities.
Cetane is rated at 100. The higher the cetane number, the shorter the ignition lag time (delay
time) from the point of fuel enters the combustion chamber until it ignites. The exact rating is
determined by mixing the cetane with a chemical called methyl-napthalene, which is rated at
zero since it does not ignite. The percentage of cetane mixed with methyl-napthalene that
products a similar ignition quality to the fuel being tested is the cetane number rating. Ignition
quality and flash point should not be confused. Flash point is the lowest temperature at which the
fuel burns when ignited by an external source.
The quality of gasoline is measured by octane, which indicates the resistance of a fuel to
self –ignite (Knock). Premium gasoline has poor ignition quality, since it burns slower than
regular gasoline and has more resistance to preignition and denotation. The higher an octane
number, the more resistance a fuel has to knocking. Diesel fuel cetane ratings are the opposite of
gasoline octane rings, figure 4-6. For automotive diesels, the recommended cetane rating is
approximately 45, figure 4-7.
Figure 4-6 The octane scale is the opposite of the cetane scale.

Figure 4-7 Note the effect of using the wrong cetane rated fuel.
Carbon Residue
Carbon residue is the material left in the combustion chambers after burning. It is found
not only in diesel engines, but in other engines that burn hydrocarbon fuel.
The amount of carbon residue left by diesel fuel depends on the quality and the volatility
of the fuel. Fuel that has a low volatility is much more prone to leaving carbon residue. The
small high-speed diesels found in automotives require a high quality fuel, since they cannot
tolerate excessive carbon deposits. Large, low-speed industrial die-sels are relatively unaffected
by carbon deposits and can run on low-quality fuel.

Sulfur Content
Sulfur content is common in fuels made from low-quality crude oil. Refining the oil
removes only a portion of the sulfur. Sulfur increases ring and cylinder wear, causing the
formation of varnish on the piston skirts and sludge in the oil pan. Changing the oil frequency or
switching the fuels open helps prevent wear.
Fuels that have a high sulfur content are often high in various nitrogen compounds, like
the sulfur, from corrosive chemicals causing excessive engine wear.

Water Content
Water in diesel fuel is a major problem because water and diesel fuel readily mix.
Careless storage and distribution of diesel fuel invites problems. Diesel fuel that appears cloudy
open contains water. Some of the problem that water causes are:
1. Corrosion of the fuel system. This can cause the fuel filter to plug with rush particles.
2. Icing of the fuel system. Wherever the water collects and the temperature is low enough,
ice forms, causing severe damage of the fuel system components.
3. Inadequate lubrication of the injection pump and nozzles. Water does not have good
lubricating qualities.
4. Bacteria growth in diesel fuel.

Bacteria Content
Diesel fuel is attacked by various fungi and bacteria. They ingest the diesel fuel as food,
changing it to their waste products-A slimy, gelatin-type growth. This growth not only plugs the
fuel system but also produces an acid that is corrosive to fuel system components. Because the
fuel may contain harmful organisms, and would exposed to diesel fuel should be clean
immediately. Fungicides and bactericides, which prevent their formation and growth, are
available.

COMMERCIAL FUEL RATINGS

There are three grades of fuel for automotive use: 1-D, 2-D, and 4-D. At one time there
was a grade 3-d, but it has been discontinued.
Grade 1-D is a kerosene-type fuel that has a lower viscosity, lower wax content, and
lower BTU for gallon than grade 2-D. It is also more volatile than 2-D.
Grade 2-D is the fuel recommended for the automotive and some industrial appliances.
Grade 4-D is a fuel for low- and medium- speed engines, figure 4-8.
 Figure 4-8 Comparison of grades 1-D, 2-D, and 4-D diesel fuel.

Heating fuel, which is similar to grade 2-D fuel, should no t be used in automotive
applications. Heating fuel does not meet the strict standards or have the needed additives for
automotive use.

BLENDED FUELS
In cold climate it is often necessary to run on the blended fuel. A blended fuel controls
the WAP and poor point, allowing the fuel to flow at a low temperatures. Typically grade 1-D
fuel is used to lower the WAP and poor point of grade 2-D fuel. Each manufacturer has specific
instructions on what blend should be used at certain temperatures. Usually, a 10% increase of
grade 1-D to grade 2-D lowers the WAP by 20F (10C). However, since grade 1-D has a lower
heat energy content, fuel economy also decreases.
Additives are chemical added at the refinery to lower the WAP and poor point, at the
refinery, the composition of the oil and wax is known. The proper additives is blended with the
fuel to give it the desired properties. Additives used in the after market by owners and
technicians may or may not work because of variations of oil composition. Furthermore, use of
additives may violate the manufacturer’s warranty.
Gasoline mixed with diesel fuel can create a powerful bomb. Diesel fuel alone in the tank emits
very little vapor. Gasoline fills the tank with fumes that are too rich to burn. When mixing
together, the combination of fuel vapor and air is potentially explosive. This mixture can be
ignited in a variety of ways. A spark created by a static charge can occur merely by filling the
tank. A person performing a mechanical work on the vehicle can create a spark with tools or with
a lighted cigarette. Also, if the vehicle is in an ]accident, the fuel tank can explode.

FUEL STORAGE
Clean fuel for operating diesel engines is essential. Adequate containers are necessary to
store fuel until it is used. Technicians who keep a small supply of diesel fuel on hand should be
aware of the few facts:
1. Diesel fuel ages and will go stake. Keep a fresh supply available.
 2. Variations in heat and humidity tend to create condensation in the fuel storage
containers. Fuel containers should be kept where the temperature is relatively moderate
and out of the direct sunlight.
3. Never store diesel fuel in galvanized containers. Diesel fuel causes the galvanizing to
flake off, contaminating the fuel system and clogging the fuel filters.
4. Containers should always be properly labeled and identified as containing diesel fuel.
5. Never add alcohol to diesel fuel. This lowers the flash point of the fuel.

PURPOSE OF THE NOZZLE

The injection nozzle is a component of the injection system that directs metered quality
of fuel from the injection pump into the combustion chamber. The purpose of the injection
nozzle is to direct the fuel into the combustion chamber in a manner that will provide optimum
engine performance with a minimum of emissions. The injection nozzle accomplishes this
purpose in two ways: (1) atomizing the fuel, and (2) spreading the fuel spray in a particular
pattern.
Atomization is the process of breaking down the fuel into very fine droplets. This process
is necessary to mix the fuel with the compressed air, forming a vapor. For the air to ix readily
with the atomized fuel, the fuel is sprayed into the combustion chamber in a particular pattern.
This is called the spray pattern. It varies, depending on the shape of the combustion chamber and
type of nozzle.

BASIC PARTS OF THE INJECTION NOZZLE

The injection nozzle is a component that can be divided into two parts: a nozzle holder
and a nozzle, figure 9-1. The nozzle holder supports the nozzle in the cylinder head. The nozzle
is in the lower half of the injection nozzle, which contains the part necessary to allow and
prevent fuel flow. The nozzle is the part of directs the fuel into the combustion chamber. It also
contains the valve and seat that prevent fuel from flowing when the valve is held against the seat.
When the valve is pushed off its seat, the fuel can exit the nozzle.

Figure 9-1 Nozzle holder and nozzle

 Note that some manufacturers call the nozzle and holder a fuel injector. Specially a fuel
injector receives fuel at relatively low pressure and boost it to a high pressure within the
injector, injecting fuel into the cylinder. Examples of this will be the injectors found in Cummins
or Detroit Diesel engines. An injection nozzle receives fuel already under high (injection)
pressure and does not boost pressure on its own. Because of this difference and the fuel system
use in cars and small trucks, the term “nozzle” or “injection nozzle” is used in the text.

TYPE OF NOZZLES
All nozzles in use for automotive diesel engines are differential pressure, hydraulically
operated nozzles. This hydraulic action occurs when diesel fuel send under high pressure by the
injection pump overcomes spring pressure. When this happens, the nozzle valve opens, allowing
the fuel to exit the nozzle. When the fuel pressure drops, the spring closes the nozzle valve,
cutting off fuel flow.
Nozzles can be classified into two common groups-inward opening and outward opening.
In the inward-opening nozzle, the nozzle valve moves up into the nozzle body, figure 9-2. In the
outward-opening nozzle, the nozzle valve moves out, away from the nozzle body, figure 9-3.
There are several variations of these two basic types of injection nozzles.

Figure 9-2 Inward-opening nozzle

Figure 9-3 Outward- opening nozzle

Inward-Opening nozzles
Hole-type nozzle contain holes in the tip of the nozzle. The chamber and size of these
holes dictate what shape the spray pattern will be for proper combustion, figure 9-4.Printle-type
nozzle use to tapered valve that seats in a single orifice in the valve body, figure 9-5. This
produces a cone-shaped spray pattern.

Figure 9-4 Number and size of holes determine the spray pattern.

Figure 9-5 Inward-opening pintle nozzle delivers a coneshaped pattern.

Outward-Opening Nozzles
Poppet-type nozzles use a tapered valve that seats in a single orifice in the valve body.
The poppet nozzle valve moves outward, producing a fine cone-shape mist, figure 9-6.

Figure 9-6 Poppet valve injection nozzle.

OPERATION OF THE ROSSA- MASTER PENCEL-TYPE NOZZLE

The pencil nozzle is a closed-end (nozzle valve does not project through an operating in
the nozzle tip), differential pressure, hydraulically operated, hole-type nozzle, figure 9-7. The
nozzle body incorporates the inlet fitting, tip, and valve guide. An edge-type filter is used to
break up water droplets. The inward-opening valve spring loaded and controlled by the pressure-
adjusting screw and lift-adjusting screw, which are secured by locknuts. A nylon seal beneath the
inlet fitting “banjo” prevent leakage of engine compression while a Teflon carbon dam prevents
carbon accumulation in the cylinder head bore.
 Figure 9-7 Pencil nozzle.

Fuel flow
Metered fuel, under pressure from the injection pump, flows through the inlet, the edge
filter, and around the valve, filling the nozzle body. When the pressure acting
on the differential area at the tip overcomes the spring force of the pressure-adjusting spring, the
nozzle valve list height, high-pressure fluid is allowed to flow through the spray offices in the
tip. When delivery to the nozzle ends and line pressure drops below the present nozzle-opening
pressure, the spring returns the valve to is seat.
Between injection, a small amount of fuel leaks through the clearance between the nozzle
valve and its guide, lubricating and cooling all moving parts. The fuel flows trough a leak-off at
the top of the nozzle body and returns to the fuel tank.

OPERATION OF THE PINTLE-TYPE NOZZLE (ROBERT BOSCH, KIKI,

NIPPONDENSO)
The pintle-type nozzle is an open-end, differential pressure, hydraulically operated
nozzle. It is composed of an upper half and a lower half that is treaded together, figure 9-8. The
upper half houses a spring, an adjustment shim, and provides fitting for injection pump line and
return fuel line. The lower half houses the nozzle and nozzle valve (needle). The nozzle is
threaded into the cylinder head and seats against a head shield. The shied acts as an insulator and
prevents compression loss. A variation on this design is called the center hole in pintle (CHIP)
nozzle. The CHIP nozzle improves spray pattern for better low-speed running, figure 9-9.
Figure 9-8 Inward-opening pintle nozzle.

Figure 9-9 CHIP nozzle.

 Another variation on this design is called the instrumented nozzle, figure 9-10. A small
coin built near the top of the nozzle needed as it lifts off its seat and the duration of the lift. An
electrical signal is sent to the computer telling the computer when injection began and its
duration. This information is used in two ways. First, it can be used by the computer to calculate
the vehicles fuel economy. Another computer uses the information to vary injection timing,
lowering emissions, figure 9-11.

Figure 9-10 Instrumented injection nozzle.

Figure 9-11 Information from the injection nozzle is used by the ECU computer to control
injection timing.
 Fuel flows is nearly identical to that of the Roosa-Master pencil-type nozzle. Fuel
pressure from the injection pump forces the needle up against spring pressure so that the nozzle
sprays a cone-shape mist of diesel fuel at the proper time, figure 9-12. When fuel pressure drops,
the needle is pushed back into the seat. Spring pressure on most is adjusted to different shim
thickness. The thicker the shim, the greater the spring pressure. A small amount of fuel leaks
around the nozzle needle to provide cooling and lubrication. This fuel returns to the tank vie the
return line.

Figure 9-12 The position of the pintle (nozzle needle) greatly affects how the fuel is injected into
the cylinder. In this particular figure, the pintle allow a small amount of fuel to enter the
chamber. This fuel quickly ignites, while the main body of fuel follows immediately behind to
continue combustion.

OPERATION OF THE POPPET NOZZLE (GM)

The poppet nozzle is an open-end, outward-opening nozzle, figure 9-13. It is divided into
two halves-the nozzle body and the inlet fitting. The inlet fitting is threaded into the nozzle body.
It houses the spring, nozzle valve, spring seat and edge filter. The body is threaded into the
cylinder head and contacts the sealing washer. The sealing washer provides a good seal to
prevent compression loss.
 Figure 9-13 Poppet injection nozzle.

Fuel flow
Fuel sent by the injection pump under high pressure passes through the edge filter, then
pushes against the nozzle valve, overcoming spring pressure. The nozzle valve moves outward,
allowing the fuel to exit. At the lower end of the nozzle valve are a series of small, angled vanes.
These aid in creating a narrow cone-shape spray. There is no return line with this type of nozzle.
 Operation Sheet Unit Service Engine Mechanical System
No. 4 Module Servicing Engine Mechanical System

LO4: Service Fuel System

NOZZLE SERVICE AND TESTING

Nozzle are subjected to all intense heat and high pressure of the combustion chamber.
Therefore they must provide positive seal against any fuel leakage past the nozzle tip. Nozzle can
operate for long period of time without maintenance. However contaminated fuel, misuse, and
mechanical failure can cut the nozzle’s life expectancy short. For this reason nozzle servicing
and testing is important.

Nozzle Removal
Dirt is the diesel engine’s main enemy. Before removing any nozzles, Be sure to clean
the fuel connections and the area around the nozzles.
1. Carefully remove the injection lines. Use a line wrench to provide the
injection line fittings and a back-up wrench on the upper hex on the
nozzle body.

CAUTION: Do not bend or kink the injection lines

2. Remove the nozzle. Use a clean deep-well socket the fits over the largest
hex. The pencil-type nozzle requires a special puller. Failure to use the
puller could result in distortion of the nozzle body.
3. Always cap the nozzle and lines to prevent contamination.
4. At this time, remove e the sealing washer or heat shield.

Nozzle Testing
Proper checking of the nozzle requires a nozzle tester, figure 9-14. This tester can
perform a series of tests on the nozzle. Three tests that are common to all nozzle are the opening
pressure, spray pattern, and seat tightness test.
 Figure 9-14 Injection nozzle tester with transparent cover over nozzle tip.
Opening pressure is the point where the nozzle begins to spray the fuel. Spring pressure
has s direct effect on opening pressure. The greater the spring pressure, the higher the opening
pressure. Distorted or binding nozzle valves adversely affect opening pressure.
Spray pattern is the shape of the fuel as it exist the nozzle, figure 9-15. Carbon and
damaged nozzle tips are two common causes of a poor spray pattern.

Figure 9-15 Abnormal and normal spray patterns

Seat tightness tests for fuel leakage at the nozzle tip, figure 9-16. A fuel droplet at the
nozzle tip indicates a worn nozzle valve and seat.

Figure 9-16 Seat tightness check

Two more tests performed on some nozzles are the chatter and return fuel tests.
Chatter is the noise produced when the nozzle valve opens the closes rapidly. This noise
indicates that the nozzle valve is moving freely in its bore.
The return fuel test determines the amount of fuel that leaks past the nozzle valve and
returns to the fuel tank. This test insures that the nozzle is being adequately cooled and
lubricated.
Using the Nozzle Tester
There are two precautions that must be strictly adhered to.

1. CAUTION: Test Fuel Spray is flammable. Keep vapor away from open flames and sparks.
2. CAUTION: When testing nozzles, do not place your hand or arms near the tip of the nozzle.
The high-pressure atomized fuel spray from the nozzle has sufficient penetrating power to
puncture flesh and destroy tissue, which may result in blood poisoning. The nozzle tip should be
enclosed in a receptacle, preferably transparent, to contain the spray.

Nozzle Test Procedure

This task requires the following:
 appropriate hand tools
 nozzle tester
 manufacturer’s service manual
Performed the nozzle test procedure according to the following steps:
1. Install the nozzle on the tester, figure 9-17.
2. Close the gauge valve. Operate the liver with rapid stokes to prime the tester and
nozzle.

Figure 9-17 Installation of Injection nozzle.

Open pressure test. Open the gauge valve and raise pressure slowly until the nozzle opens.
Compare this reading to specifications.

Spray pattern test. 1. Close the pressure gauge valve. Operate the tester at approximately 30
strokes per minute and observe the spray pattern.
3. Compare the spray pattern to the manufacturer’s discretion of what the spray
pattern should look like, figure 9-18.
 Figure 9-18 Spray patterns

Seat tightness test. Dry the nozzle tip thoroughly. Raise the pressure according to
manufacturer’s specifications. If any droplets have formed or are about to form, it indicates that
the nozzle is faulty, figure 9-19.

Figure 9-19 Nozzle seat tightness check.

Chatter Test. Close the gauge valve and pump the tester lever rapidly. The nozzle should
chatter.

Return fuel test. Loosen the connector nuts and reposition the nozzle tip, slightly above the
horizontal plane, figure 9-20. Retighten the connector nuts and raise pressure to manufacturer’s
specification. The nozzle should not open. Observed fluid from the nozzle return. After the first
drop forms on the return fuel end of the nozzle, count the number of drops in the time period
given by the manufacturer. The number of drop should be within specifications.

Figure 9-20 Injection nozzle mounted horizontally

In case of failure. If the nozzle fails any of these test, it must be repaired or replaced.
Manufacturers may recommend replacement of the nozzle. However, the nozzle may be cleaned
so that it gives satisfactory performance.

Cleaning Nozzles
There are some precautions that apply to all nozzles. First, never interchange parts
between nozzles. The parts are mated to each other in such close tolerances that interchanging
will cause to be too tight or too loose.
Second, never use any steel brushes or scrapers on the nozzle tip or any internal parts.
Third, a clean work area is absolutely essential.
Be sure to follow the manufacturer’s procedures for disassembly of the nozzle. Note: Do
not touch the nozzle mating surfaces with your fingers. The acids and dirt on your finger can
cause corrosion on the nozzle assembly.
The method for cleaning nozzles listed below requires the following:
 a wooden stick
 A brass bristle brush
 Clean diesel fuel
Clean the nozzle by following these procedures:
1. Remove the carbon adhering to the nozzle needle tip with a wooden stick,
figure 9-21.
2. Remove the carbon from the exterior of the nozzle body with a brass brush,
figure 9-22.
3. Inspect the seat of the nozzle body and needle tip for burs or corrosion. If any
of these conditions are present, replace the nozzle assembly.

Figure 9-21 cleaning nozzle needle.

Figure 9-22 Cleaning nozzle body.

4. Perform the sinking test using the following method:

a. Wash the nozzle in clean fuel. Note: Do not touch the nozzle mating
surfaces with your fingers.
b. Tilt the nozzle body about 60 degrees and pull the needle out one-third of
its length, figure 9-23.
c. When release the needle should sink down into the nozzle smoothly by its
own weight, figure 9-24.
d. Repeat this test, rotating the needle slightly each time.
e. If the needle does sink freely, replace the nozzle assembly.
 Figure 9-23 Hold nozzle body and needle as shown.

Figure 9-24 Nozzle needle should sink freely into its bore.

Another cleaning method uses as sonic bath cleaner. Follow the manufacturer’s
procedure on use of the cleaner.
Always check the nozzle on a nozzle tester after cleaning.

Nozzle Installation
1. Be sure the nozzle and nozzle area are clean. Carbon or dirt can cause improper
seating that may lead to serious damage.
2. When installing the nozzle, always install a NEW sealing gasket or heat shield. This
will prevent premature failure of the nozzle or compression loss.
3. Torque the nozzle according to manufacturer’s specifications.
4. Install injection lines and secure them.
5. Run the engine to check for any fuel leakage.

.
 Self Check Unit Service Engine Mechanical System
No. 4 Module Servicing Engine Mechanical System

LO4: Service Fuel System

REVIEW QUESTION:

1. List five differences between diesel fuel and gasoline

2. Explain the difference between cetane and octane rating
3. What is the difference between a poppet nozzle and a pintle nozzle?
4. Name three test common on all nozzles.
QUALIFICATION : Automotive Servicing NC II
UNIT OF COMPETENCY : Service Engine Mechanical System
MODULE TITLE : SERVICING ENGINE MECHANICAL SYSTEM

Learning Outcome #5: Service Air Induction System

Assessment Criteria:

Resources:

 Service Manual
 Basic Hand tools
 Creeper
 Hydraulic lift
 Information Sheet Unit Service Engine Mechanical System
No. 5 Module Servicing Engine Mechanical System

LO5: Service Air Induction System

An internal combustion engine requires air to operate. This air supply is drawn into the engine by
the vacuum created during the intake stroke fo the pistons. The air is mixed with fuel and
delivered to the combustion chambers. Controlling the flow of air and the air/fuel mixture in the
job of the induction system.

THE AIR INDUCTION SYSTEM

Prior to the introduction of emission control devices, the induction system was quite simple. It
consisted of an air cleaner housing mounted on top of the engine with a filter inside the housing.
Its function was to filter dust and grit from the air being drawn into the carburetor.
The air intake system in a modern fuel-injected engine is rather complicated (Figure 30-
1). Ducts channel cool air from outside the engine compartment to the throttle plate assembly.
The air filter is placed below the top of the engine to allow for aerodynamic body designs.
Electronic meters measure airflow, temperature, and density. Pulse air systems provide fresh air
to the exhaust stream to oxidize unburned hydrocarbons in the exhaust. These components allow
the air induction system to perform the following functions:
 Figure 30-1 A late-model intake air distribution system

 Silence air intake noise

 Heat or cool the air as required
 Provide the air the engine needs to operate
 Filter the air to protect the engine from wear
 Monitor airflow temperature and density for more efficient combustion and a reduction of
hydrocarbon (HC) and carbon monoxide (CO) emissions
 Operate with the PCV system to burn the crankcase fumes in the engines.
 Provide air for some air injection systems

Air Intake Ductwork

Ductwork is used to direct the air into the throttle body. Cool outside air is drawn into the air
cleaner assembly and, on some engines, warm air from around the exhaust is also brought in for
cold engine operation (Figure 30-2).
 Figure 30-2 A typical air induction system for engines equipped with fuel injection.

The most recent designs have remote air cleaner assemblies with an airflow meter
installed in the ductwork (Figure 30-3). Other sensors may also be installed in the air cleaner
assembly or in the ductwork leading to the throttle body assembly. The air cleaner assembly also
provides filtered air to the PCV system.

Figure 30-3 The ductwork may includes sensors for the engine control system.
 Be sure that the intake ductwork is properly installed and all connections are air light—
especially those between and airflow sensor or remote air cleaner and the throttle plate assembly.
Generally, metal or plastic air ducts are used when engine heat is not a problem. Special paper
metal ducts are used when they will be exposed to high engine temperatures.

Air Cleaner/Filter
The primary function of the filter is to prevent airborne contaminants and abrasives from
entering into the engine. Without proper filtration, these contaminants can cause serious damage
and appreciably shorten engine life. All incoming air should pass through the filter element
before entering the engine.

Air Filter Design Air filters are basically assemblies of pleated paper supported by a layer of
fine mesh wire screen. The screen gives the paper some strength and also filters out large
particles of dirt. A thick plasticlike gasket material normally surrounds the ends of the filter. This
gasket adds strength to the filter and seals the filter in its housing. If the filter does not seal well
in the housing, dirt and dust can be pulled into the airstream to the cylinders.
The shape and size of the air filter element depends on its housing; the filter must be the
correct size for the housing or dirt will be drawn into the engine. On today’s engines, air filter are
either flat (Figure 30-4) or round (Figure 30-5).

Figure 30-4 A typical flat air filter element.

 Figure 30-5 A typical round air filter for a late-model vehicle.

Air Filter Service If an air filter is doing its job, it will get dirty. That is why filters are made of
pleated paper. The paper is the actual filter. It is pleated to increase the filtering area. By
increasing the area, the amount of time it will take for dirt to plug the filter becomes longer. As a
filter get dirty, the amount of air that can flow through it is reduced. This is not a problem until
less air than the engine needs gets through the filter. Without the proper amount of air, the engine
will not be able to produce the power it should, nor will it be as fuel efficient as it should be.
Included in the preventative maintenance plan for all vehicles is the periodic replacement
of the air filter. This mileage or time interval is based on normal vehicle operation. If the vehicle
is used or has been used in heavy dust, the life of the filter is shorter. Always use a replacement
filter that is the same size and shape as the original. When replacing the filter element, carefully
remove all dirt from inside of the housing. Large pieces of dirt and stones may accumulate there.
It would be disastrous if that dirt got into the cylinders. Also make sure the air cleaner housing is
properly aligned and closed around the filter to ensure good airflow of clean air.
Intake Manifold
The intake manifold distributes the clean air or air/fuel mixture as evenly as possible to each
cylinder of the engine.
Most engines with throttle-body injection have cast-iron intake manifolds. With this type
of engine, the intake manifold delivers air and fuel to the cylinders. Most early intake manifold
designs had short runners (Figure 30-6). These manifolds were either wet or dry. Wet manifolds
had coolant passage cast directly in them. Dry manifolds did not have these coolant passages but
some had exhaust passages. Exhaust gases or coolant was used to heat up the floor of the
manifold. This helped to vaporize the fuel before it arrived in the cylinders. Other dry manifold
designed used some sort of electric heater unit or grid to warm up the bottom of the manifold.
Heating the floor of the manifold also trapped the fuel from condensing in the manifold’s plenum
area. Good fuel vaporization and more uniform air/fuel mixture to the individual cylinders.
 Figure 30-6 The intake manifold on an in-line four cylinder engine.

Modern intake manifolds for engines with port fuel injection are typically made of die-
cast aluminum (Figure 30-7) or plastic (Figure 30-8). These materials are used to reduce engine
weight. Because intake manifolds for port-injected engines only deliver air to the cylinders, fuel
vaporization and condensation are not design considerations. The primary consideration of these
manifolds is the delivery of equal amount of air to each cylinder. This style manifold is often
called a “tuned” intake manifold.

Figure 30-7 A die-cast aluminum intake manifold

Intake manifolds also serve as the mounting point for many intake-related accessories
and sensors (Figure 30-9). Some include a provision for mounting the thermostat and
thermostat housing. In addition, connections to the intake manifold provide a vacuum source for
the exhaust gas recirculation (EGR) system, automatic transmission vacuum modulators, power
brakes, and-or heater and air-conditioning airflow control doors. Other device located on o
connected to the intake manifold include the manifold absolute pressure (MAP) sensor, knock
sensor, various temperature sensors, and EGR passages.

Figure 30-9 A late-model intake manifold for V6 engine.

Most engine cannot produce the amount of power they should at high speeds because
they do not receive enough air. This is the reason why many race cars have hood scoops. With
today’s body styles, hood scoops are not desirable because they increase air dag. However, to get
high performance out of high-performance engines, more air must be delivered to the cylinders
at high engine speeds. There are a number of ways to do this; increasing the air delivered by the
intake manifold is none of them. This can be a little tricky though. Too much airflow at low
engine speeds hurt’s the engine efficiency. Therefore, manufacturers have developed manifolds
that more air only at high engine speeds.

Variable Intake Manifolds To meet the demands for air at a variety of engine speeds, many
engines are equipped with a variable intake manifold. A variable intake manifold is one that has
different routes for the air to travel when it is operating a different speeds (Figure 30-10). At low
engine speeds, the air travel as a longer distance and results in an increase of low-speed torque
and responsiveness. At higher speeds, the air travels a short distance because the time allowed
to fill the cylinders has been shortened (Figure 30-11), thus increasing high-speed horsepower.
Intake manifold variability is the basis for an optimum torque curve over the entire engine-speed
range, as well as for good acceleration and responsiveness. Variable intake manifolds provide
more power at high speeds without decreasing low-speed torque and fuel economy and without
increasing exhaust emissions.

Figure 30-10 A variable-length intake manifold.

Figure 30-11 The vacuum controls and butterflies used to switch between the long and short intake
runners.

Servicing an Intake Manifold There are few reason why an intake manifold would need to be
replaced. Obviously, if the manifold is cracked or the sealing surfaces severely damaged, it
should be replaced. The sealing surfaces should also be checked for flatness. Minor
imperfections on the surface can be filed away; however, do not attempt to clean up any serious
damage.
When replacing an intake manifold, use new gaskets and seals. Use guide bolts to ensure
proper alignment of the manifold. make sure all of the attaching bolts are tightened to
manufacturer’s specs and in the specified order. Also make sure that all accessories are properly
positioned an and tightened to the manifold.

Vacuum System
The vacuum in the intake manifold is used to operate many systems, such as emissions controls,
brake boosters, parking brake releases, headlight doors, heater/air conditioners, and cruise
controls. Vacuum is applied to these systems through a system of hoses and tubes that can
become quite elaborate.

Vacuum Basics Vacuum refers to any pressure that is lower than the earth’s atmospheric
pressure at any given altitude. The higher the altitude, the lower the atmospheric pressure.
Vacuum is measured in relation to atmospheric pressure. Atmospheric pressure is the
pressure exerted on every object on earth and is caused by the weight of the surrounding air. At
sea level, the pressure exerted by the atmosphere is 14.7 psi (101.3 kPa). Atmospheric pressure
appears as zero on most pressure gauges. This does not mean there is no pressure; rather, it
means the gauge is designed to read pressure greater than atmospheric pressure. All
measurements taken on this type of gauge are given pounds per square inch and should be
referred to as psig (pound per square inch gauge). Gauges and other measuring devices that
include atmospheric pressure in their reading also display their measurements in psi. However,
these should be referred to as psia (pound per square inch absolute). There is a big difference
between 12 psia and 12 psig. A reading of 12 psia is less than atmospheric pressure and therefore
would represent a vacuum, whereas 12 psig would be approximately 26/7 psia. Since vacuum is
defined as any pressure less than atmospheric, vacuum is any pressure less than 0 psig or 14.7
psia. The normal measure of vacuum is in inches of mercury (in Hg) instead of psi. Other units
of measurement for vacuum are kilopascals and bars. Normal atmospheric pressure at sea level is
about 1 bar or 100 kilopascals.
Vacuum is any four-stroke engine is created by the downward movement of the piston
during its intake stroke. With the intake valve open and the piston moving downward, a vacuum
is created within the cylinder and intake manifold. The air passing the intake valve does not
move fast enough to fill the cylinder, thereby causing the lower pressure. This vacuum is
continuous in a multicylinder engine, since at least one cylinder is always at some stage of its
intake stroke.
The amount of low pressure produced by the piston during its intake stroke depends on a
number of a things. basically it depends on the cylinder’s ability to form a vacuum and the
intake system’s ability to fill the cylinder. When there is high vacuum (15 to 22 inches[381 to
559 mm Hg]), we know the cylinder is well sealed and not enough air is entering the cylinder to
fill it. At idle, the throttle plate is almost closed and nearly all airflow to the cylinders is stopped.
This is why vacuum is high during idle. Since there is a correlation between throttle position and
engine load, it can be said that load directly affects engine manifold vacuum. Therefore, vacuum
will be high whenever there is no, or low, load on the engine.
Vacuum Controls Engine manifold vacuum is used to operate and/or control several devices on
an engine. Prior to the mid-1970s, vacuum was only used to operate the windshield wipers
and/or a distributor vacuum advance unit. Since then the use of vacuum has become extensive.
Today vacuum is typically used to control the following systems:

 Fuel Induction System. Certain vacuum-operates devices are added to

carburetors and some fuel-injection throttle bodies to ease engine start-up,
warm-and-cold engine driveaway, and to compensate for air conditioner load on
the engine.
 Emission Control System. While some emission control output devices are
solenoid or linkage controlled, many operate on vacuum. This vacuum is usually
controlled by solenoids that are opened or closed, depending on electrical signals
received from the powertrain control module (PCM). Other systems use
switches controlled by engine coolant temperature, such as a ported vacuum
switch (PVS) or by ambient air such as a temperature vacuum switch (TVS).
 Accessory Controls. Engine vacuum is used to control operation of certain
accessories, such as air conditioner/heater systems, power brake boosters, speed
control components, automatic transmission vacuum modulators, and so on.

Diagnosis and Troubleshooting Vacuum system problems can produce or contribute to the
following driveability symptoms:

 Stalls
 No start (cold)
 Hard start (hot soak)
 Backfire (deceleration)
 Rough idle
 Poor acceleration
 Rich or lean stumble
 Overheating
 Detonation, or knock or pinging
 Rotten eggs exhaust odor
 Poor fuel economy

As a routine part of problem diagnosis, a technician who suspects a vacuum problem should
first

 Inspect vacuum hoses for improper routing or disconnections (engines decal identifies
hose routing).
 Look for links, tears, or cuts in vacuum lines.
 Check for vacuum hose routing and wear near hot spots, such as exhaust manifold or the
EGR tubes.
  Make sure there is no evidence of oil or transmission fluid in vacuum hose connections.
(Valves can become contaminated by oil getting inside.)
 Inspect vacuum system devices for damage (dents in cans; bypass valves; broken nipples
on vacuum control valves; broken “tees” in vacuum lines, and so on).

Broken or disconnected hoses allow vacuum leaks that admit more air into the intake
manifold than the engine is calibrated for. The most common result is a rough running engine
due to the leaner air/fuel mixture created by the excess air.
Kinked hoses can cut off vacuum to a component, thereby disabling it. For example, if
the vacuum hose to the EGR valve is kinked, vacuum cannot be used to move the diaphragm.
Therefore, the valve will not open.
To check vacuum controls, refer to the service manual for the correct location and
identification of the components. Typical locations of vacuum controlled components are shown
in Figure 30-12.

Figure 30-12 Typical vacuum devices and controls.

Tears and kinks in any vacuum line can affect engine operation. Any defective hoses
should be replaced one at a time to avoid misrouting. OEM vacuum lines are installed in a
harness consisting of 1/8 inch (3.18 mm) or larger outer diameter and 1/16 inch (1.59 mm) inner
diameter nylon hose with bonded nylon or rubber connectors. Occasionally, a rubber hose might
be connected to the harness. The nylon connectors have a rubber inserts to provide a seal
between the nylon connector and the component connection (nipple). In recent years, many
domestic car manufacturers have been using ganged steel vacuum lines.

Vacuum Test Equipment. The vacuum gauge is one of the most important engine diagnostic tools
used by technicians. With the gauge connected to the intake manifold and the engine warm and
idling, watch the action of the gauge’s needle. A healthy engine will give a steady, constant
vacuum reading between 17 and 22 in. Hg (432 and 599 mm Hg). On some four and six-cylinder
engines, however, a reading of 15 inches (381 mm Hg) is considered acceptable. With high-
performance engines, a slight flicker of the needle can also be expected. Keep in mind that the
gauge reading will drop about 1 inch (2.54 cm) for each 1,000 feet (305 M) above sea level.
If the amount of vacuum produced by each cylinder is the same, the vacuum gauge will
show a steady reading. If one or more cylinders are producing different amounts of vacuum, the
gauge will show a fluctuating reading. The amount of vacuum read on the gauge, as well as the
movement of the gauge’s needle, can tell you quite a bit about the engine. If the gauge reading is
low but steady, there is a problem that is common to all cylinders. The severity of the problem is
indicated by how low it is. For example, if a vacuum reading is steady 10 in. Hg (254 mm Hg),
the problem is something common to all cylinders, such as a fairly good-sized intake manifold
vacuum leak. If the gauge reads a steady 15 in Hg (381 mm Hg), the problem is less sever but
still common to all cylinders, such as retarded ignition timing.
A fluctuating needle indicates a problem that is not common to all cylinders. If the gauge
is connected to a four-cylinder engine and the gauge’s needle bounces at an even pace between
10 to 17 in. Hg (254 and 432 mm Hg), we can assume that two of the four cylinders are
producing less vacuum than the two other two. If the needle spends more time at the 17 reading,
we can assume one cylinder is producing less vacuum. Again, how low the needle dips is an
indication of the severity of the problem. If the needle dips to zero, we would suspect a hole in
the piston or a severely damaged valve in one cylinder. If the needle dips to 15 in. Hg (381 mm
Hg), the problem might be worn piston rings on one cylinder.
As shown in Figure 30-13, a hand-held vacuum pump/gauge is used to test vacuum-
actuated valves and motors. If the component does not operate when the proper amount of
vacuum is applied, it should be services or replaced.
 Figure 30-13 A hand-operated vacuum pump being used to test an air cleaner vacuum motor.

EXHAUST SYSTEM COMPONENTS

The various components of the typical exhaust system include the following:

 Exhaust manifold
 Exhaust pipe and seal
 Catalytic converter
 Muffler
 Resonator
 Tailpipe
 Heat shields
 Clamps, brackets, and hangers
 Exhaust gas oxygen sensors
All the parts of the system are designed to conform to the available space of the vehicle’s
undercarriage and yet be a safe distance above the road.

C AU T I O N !

When inspecting or working on the exhaust system,

Exhaust Manifold remember that its components get very hot when the
The exhaust manifold (Figure
engine 30-14) collects
is running. Contact the
withburnt
them gases
could as theya are expelled from the
cause
cylinders and directs severe
them toburn.
the exhaust
Also, always wear safety glassesmost
pipe. Exhaust manifolds for or vehicles are made of
cast or nodular iron. goggles
Many newer
when vehicles
working have
understamped,
a vehicle.heavy-gauge metal or stainless steel
units.
Figure 30-14 The basic configuration of a late-model exhaust manifold and pipe with its oxygen sensors
and catalytic converter.

In line gauge have one exhaust manifold. V-type engines have an exhaust manifold on
each side of the engine. An exhaust manifold will have either three, four, or six passages,
depending on the type of engine. These passages blend into a single passage at the other end,
which connects to an exhaust pipe. From the point, the flow of exhaust gases continues to the
catalytic converter, muffler, and tail pie, then exits at the rear of the car.
V-type engines may be equipped with a dual exhaust system that consists of two almost
identical, but individual systems in the same vehicle.
Exhaust systems are designed for particular engine chassis combinations. Exhaust system
length, pipe size, and silencer size are used to tune the flow of gases within the exhaust system.
Proper tuning of the exhaust manifold tubes can actually create a partial vacuum that helps draw
exhaust gases out of the cylinder, improving volumetric efficiency. Separate, tuned exhaust
headers (Figure 30-15) can also improve efficiency by preventing the exhaust flow of one
cylinder from interfering with the exhaust flow of another cylinder. Cylinders next to one
another may release exhaust gas at about the same time. When this happens, the pressure of the
exhaust gas from the cylinder can interfere with the flow from the other cylinder. With headers,
the cylinders are isolated from one another, interference is eliminated, and the engine breathes
better. The problem of interference is especially common with V8 engines. However, exhaust
headers tend to improve the performance of all engines.
 Figure 30-15 A tuned exhaust manifold, called a header.

Exhaust manifolds may also be the attaching point for the air injection reaction (AIR)
pipe (Figure 30-16). This pipe introduces cool air from the AIR system into the exhaust stream.
Some exhaust manifolds have provisions for the EGR pipe. This pipe takes a sample of the
exhaust gases and delivers it to the EGR valve. Also, exhaust manifolds have a tapped bore that
retains the oxygen sensor.

Figure 30-16 An AIR pipe mounting on an exhaust manifold.

Exhaust Pipe and Seal
The exhaust pipe is metal pipe-either aluminized steel, stainless steel, or zinc-plated heavy-
gauge steel-that runs under the vehicle between the exhaust manifold and the catalytic converter
(Figure 30-17).

Figure 30-17 The front exhaust pipe assembly for a V6 engine.

SHOP TALK
The exhaust manifold gasket seals the joint between
the head and exhaust manifold. Many new engines
are assembled without exhaust manifold gaskets.
this is possible because new manifolds are flat and
fit tightly against the head without leaks. Exhaust
manifolds go through many heating/cooling cycles.
this causes stress andsome corrosion in the exhaust
manifold. Removing the manifold usually distorts
the manifold slightly so that it is no longer flat
enough to seal without a gasket. Exhaust manifold
gaskets are normally used to eliminate leaks when
exhaust manifolds are installed.

Catalytic converters
A catalytic converters (Figure 30-18) is part of the exhaust system and a very important part of
the emission control system. Because it is part of both systems, it has a role in both. As an
emission control device, it is responsible for converting undesirable exhaust gases into harmless
gases. A part of the exhaust system, it helps reduce the noise level of the exhaust. A catalytic
converter contains a ceramic element coated with a catalyst. A catalyst is a substance that causes
a chemical reaction in other elements without actually becoming part of the chemical change and
without being used up or consumed in the process.

Figure 3-18 A catalytic converter.

Catalytic converters maybe be pellet type or monolithic type. A pellet type converter
contains a bed made from hundreds of small beads. Exhaust gases pass over this bed. In a
monolithic-type converter, the exhaust gases pass through a honeycomb ceramic block. The
converter beads or ceramic block are coated with a thin coating of cerium, platinum, palladium,
and/or rhodium, and are held in the stainless steel container.
Most vehicles are equipped with minicatalytic converter that is either built into the
exhaust manifold or is located next to it (Figure 30-19). These converters are used to clean the
exhaust during the engine warm-up and are commonly called arm-up converters.
 Figure 30-19 This exhaust manifold has two separate mini-or-warm-up catalytic converters.

Many catalytic converters has an air hose connected from the AIR system to the
oxidizing catalyst. The air help the converter work by making extra oxygen available. The air
from the AIR system is nor always forced into the converter; rather, it is controlled by the
vehicle’s PCM. Fresh air added to the exhaust at the wrong time could over heat the converter
and produce NOX, something the converter is trying to destroy.
ODB-II relation call for a way to inform the deliver that the vehicle’s converter has a
problem and may be ineffective. The PCM monitors the activity of the converter by comparing
the signals of an HO2S located at the front of the converter wit the signals from a HO2S located
at the rear (Figure 30-20). If the sensor’s outputs are the same, the converter is not working
properly and the MIL on the dash will light.
 Figure 30-20 An exhaust system for an OBD-II vehicle.

Converter Problems The converter is normally a trouble-free emission control device; however,
it can go bad or become plugged. Often such problem are caused by over heating the converter.
When raw fuel inters the exhaust because of the engine misfiring , the temperature of the
converter quickly increases. The heat can melt the catalyst materials inside the converter,
causing a major restriction to the flow of exhaust.
A plugged converter or any exhaust restriction can cause: damage to the exhaust valves
due to excess heat, loss of power at high speeds, stalling after starting (if totally blocked), a drop
in engine vacuum as engine rpm increases, or sometimes popping or backfiring at the carburetor.
The best way to determine if the catalytic converter is working is to check the quality of
the exhaust. This is done with a four-gas exhaust analyzer. The result of this test should show
low emission levels if the converter is working properly.
Another way to test a converter is to use a hand-held digital pyrometer, an electronic
device that measures heat. By touching the pyrometer probe to the exhaust pipe just ahead of and
just behind the converter, it is possible to read an increase of at least 100 0F (37.70C) as the
exhaust gases pass through the converter. If the outlet temperature is the same or lower, nothing
is happening inside the converter. This means the converter should be replaced. If there is only a
slight difference in temperature, check the activity of the oxygen sensor before condemning the
converter. A biased O2S can affect converter activity. If the O2S is working fine, the converter
should be replaced. Further testing of the catalytic converter is included the Chapter 32.
Mufflers
The muffler is a cylindrical or oval-shape component, generally about 2 feet (.6 meters) long,
mounted in the exhaust system about midway or toward the rear of the car. Inside the muffler is
the series of baffles, chambers tubes, and holes to break up, cancel out, or silence the pressure
pulsations that occur each time an exhaust valve opens.
Two type of mufflers are frequently used on passengers vehicles (Figure 30-21).
Reverse-flow mufflers change the direction of the exhaust gas flow through the inside of the unit.
This is the most common type of automotive muffler. Straight-through mufflers permit exhaust
gases to pass through a single tube. The tube has perforations that tend to break up pressure
pulsations. They are not as quiet as the reverse-flow type.

Figure 30-21 (A) A reverse—flow muffler, and (B) a straight-through muffler.

In recent years there have been several important changes design of mufflers. Most of the
changes have been centered at reducing weight and emission, improving fuel economy, and
simplifying assembly. These changes include the following:

New Materials. More and more mufflers are being made of aluminized and stainless steel. Using
these materials reduces the weight of the units and extends their lives.

Double-Wall Design. Retarded engine ignition timing that is used in many small cars tends to
make the exhaust pulses sharper. Many cars use a double-wall exhaust pipe to better contain the
sound and reduce pipe ring.

Rear-Mounted Muffler. More and more often, the only space left under the car for the muffler is
at a very rear. This means the muffler runs cooler than before and is more easily damage by
condensation in t he exhaust system. This moisture, combined with the nitrogen and the sulfur
oxides in the exhaust gas, forms acids that rot the muffler from the inside out. Many mufflers are
being produced with drain holes drilled into them.
Back Pressure. Even a well-designed muffler produces some back pressure in the system. Back
pressure reduces an engine’s volumetric efficiency, or ability to breathe. Excessive back pressure
caused by defects in muffler or other exhaust system part can slow or stop the engine. However,
a small amount of back pressure can be used intentionally to allow a slower passage of exhaust
gases through the catalytic converter. This slower passage results in more complete conversion to
less harmful gases. Also, no back pressure may allow intake gases to enter the exhaust.

Resonator
On some older vehicles, there is an additional muffler, known as resonator or silencer. This unit
is design to further reduce or change the sound level of the exhaust. It is located towards the end
of the system and generally looks like a smaller, rounder version of a muffler.

Tailpipe
The tailpipe is the last pipe in the exhaust system. It releases in the exhaust fumes into the
atmosphere beyond the back end of the car.

Heat Shields
Heat shields are used to protect other parts from the heat of the exhaust system and the catalytic
converter (Figure 30-22). They are usually made of pressed or perforated sheet metal. Heat
shields trap the heat in the exhaust system, which has a direct effect on maintaining exhaust gas
velocity.

Figure 30-22 The typical location of heat shields in an exhaust system.

Clamps, Brackets, and Hangers
Clamps, brackets, and hangers are used to properly join and support the various parts of the
exhaust system. These parts also help to isolate exhaust noise by preventing its transfer through
the frame (Figure 30-23) or body to the passenger compartment. Clamps help to secure exhaust
system parts to one another. This pipes are formed in such a way that one slips slide the other.
This designs makes a close fit. A U-type clamp usually hold this connection tight (Figure 30-
24). Another important job of clamps and brackets is to holds pipe to the bottom of the vehicle.
Clamps and brackets must be designed to allow the exhaust system to vibrate without
transferring the vibrations through the car.

Figure 30-23 Rubber hangers are used to keep the exhaust system in place without allowing it to contact
this pickup’s frame.

Figure 30-24 A U-type clamp is often used to secure two pipes that slip together.
 There are many different type of flexible hangers available, each designed for a particular
application. Some exhaust system are supported by doughnut-shape rubber rings between hooks
on the exhaust component and on the frame or car body. Others are supported at the exhaust pipe
and tailpipe connections by a combinations of metal and reinforce fabric hanger. Both the
doughnuts and the reinforce fabric allow the exhaust system to vibrate without breakage that
could be caused by direct physical connection to the vehicles frame.
Some exhaust system are a single unit in which the pieces are welded together by the
factory. By welding instead of clamping the assembly together, car makers save the weight of
overlapping joints as well as that of clamps.
 Operation Sheet Unit Service Engine Mechanical System
No. 5 Module Servicing Engine Mechanical System

LO5: Service Intake and Exhaust System

EXHAUST SYSTEM SERVICE

Exhaust system components are subject to both physical and chemical damage. Any physical
damage to an exhaust system part that causes a partially restricted or b locked exhaust system
usually result in loss of power or block fire up through the throttle plate(s). In addition to
improper engine operation, a blocked or restricted exhaust system causes increased noise and air
pollution. Leaks on the exhaust system cause by either physical or chemic al (rust) damage could
result in illness, asphyxiation, or even death. Remember that vehicle exhaust fumes can be very
dangerous to one’s health.

Exhaust System Inspection

Most part of the exhaust system, particularly the exhaust pipe, muffler, and tailpipe, are subject
to rust, corrosion and cracking. Broken or loose clamps and hangers can allow parts to separate
or hit the road as the car moves.
Complete exhaust system inspection and testing procedures are given in the Tech Manual
that accompanies this textbook. Any inspection should include listening for hissing or rumbling
that would result from a leak in the system. An on-lift inspection should pinpoint any of the
following type of damage:
 Holes, road damage, separated connections, and bulging muffler seams
 Kinks and dents
 Discoloration, rust, soft corroded metal, and so forth.
 Torn, broke, or missing hangers and clamps
 Loose tailpipe or other components
 Bluish or brownish catalytic converter shell, which indicates over heating

Exhaust Restriction Test Often leaks and rattles are the only thing looked for in an exhaust
system. The exhaust system should also be tested for blockage and restrictions. Collapsed pipes
or clogged converters and/or mufflers can cause these blockages.
There are many ways to check for a restricted exhaust, the most common of which is the
use of a vacuum gauge. Connect a vacuum gauge to an intake manifold vacuum source. Bring
the engine to a moderate speed and hold it there. Watch the vacuum gauge. If every thing is
right, the vacuum reading will be high and will either stay at that reading or increase slightly as
the engine runs at this speed. If the exhaust is restricted, the vacuum will began to decrease after
a period of time. This is cause by the cylinder’s inability to purge itself of all of its exhaust gases
during the exhaust stroke. The presence of exhaust in the cylinder when the intake stroke begins
will decrease the amount of vacuum that can be formed on that stroke.
Replacing Exhaust System Components
Before beginning work on an exhaust system, make sure it is cool to be touch. Some technicians
disconnects the battery’s negative cable before starting to work to avoid short-circuiting the
electrical system. Soak all rusted bolts, nuts, and other removable parts with a good penetrating
oil. Finally, the system for critical clearance points so they can be maintained when new
components are installed.
Most exhaust work involves the replacement of parts. When replacing exhaust parts,
make sure the new parts are exact replacement for the original parts. Doing this will insure
proper fit and alignment, as well as ensure acceptable noise levels.
Exhaust system component replacement might require the use of special tools (Figure
30-25) and welding equipment.

Figure 30-25 Special tools required for exhaust work.

Exhaust Manifold and Exhaust Pipe Servicing As mentioned, the manifold itself rarely causes
any problems. On occasion, an exhaust manifold will warp because of excess heat. A
straightedge and feller gauge can be used to check the machined surface of the manifold.
Another problem-also the result of high temperatures generated by the engine-is a
cracked manifold. This usually occurs after the car passes through a large paddle and cold water
splashes on the manifold’s hot surface. If the manifold is warped beyond manufacturer’s
specifications or is cracked, it must be replaced. Also check the exhaust pipe for signs of
collapse. If there is damage, repair it. These repair should be done as directed in the vehicle’s
service manual.

Replacing Leaking Gaskets and Seals The most likely spot to find leaking gaskets and seals is
between the exhaust manifold and the exhaust pipe (Figure 30-26).
Figure 30-26 Leaking gaskets and seals are often found between the exhaust manifold and pipe.

When installing exhaust gaskets, carefully follow the recommendations on the gasket
package label and instructions forms. Read through all installation steps before beginning. Take
note of any of the original equipment manufacturers recommendations in service manuals that
could affect engine sealing. Manifolds warp more easily if an attempt is made to remove them
while they are still hot. Remember, heat expands metal, making assembly bolts more difficult to
remove and easier to break.
To replace an exhaust manifold gasket, follow the torque sequence in reverse to loosen
each bolts. During this minimizes the chance that component will wrap.
Any debris left on the sealing surfaces increases the chance to leaks. A good gasket
remover will quickly soften the old gasket debris and adhesive for quick removal. Carefully
removed the soften pieces with a scraper and a wire brush. Be sure to use a non metallic scraper
when attempting to remove gasket material from aluminum surfaces.
Inspect the manifold for irregularities that might cause leaks, such as gouge, scratches, or cracks.
Replace it if it is cracked or badly warped. File down any imperfections to ensure proper sealing
of the manifold.
Dude to high heat conditions, it is important to retap and redie all treaded bolt holes,
studs, and mounting bolts. This procedure ensures tight, balance clamping forces on the gasket.
Lubricate the threads with a good high-temperature antiseize lubricant. Use a small amount of
contact adhesive to hold the gasket in place. Align the gasket properly before the adhesive dries.
Allow the adhesive to dry completely before proceeding with manifold installation.
Install the bolts finger tight. Tighten the bolts in three steps-one-half, three quarters, and
full torque-following the torque tab le in the service manual or gaskets manufacturer’s
instructions. Torquing is usually begun in the center of the manifold, working outward in an X
pattern.
To replace a damage exhaust pipe, begin by supporting the converter to keep it from
falling. Carefully remove the oxygen sensor if there is one. Remove any hangers or clamps
holding the exhaust pipe to be frame. Unbolt the flange holding the exhaust pipe to the exhaust
manifold. When removing the exhaust pipe, check to see if there is a gasket. If so, discard it with
a new one. Once the join has been taken apart, the gasket looses its effectiveness. Disconnect the
pipe from the converter and full the front exhaust pipe loose and remove it.

SHOPTALK
An easy way to break off rusted nuts is to tighten
them instead of loosening them. Sometimes a badly
rusted clamp or hanger strap will snap off with ease.
Sometimes the old exhaust system will not drop free
of the body because a large part in the way, such as
the rear end or the transmission support. Use a large
cold chisel, pipe cutter, hacksaw, muffler cutter, or
chain cutter to cut the old system at convenient
points to make the exhaust assembly smaller.

Although most exhaust system use flanges or a slip join and clamps to fasten the pipe to
the muffler, a few use a welded connection. If the vehicle’s system is welded, cut a pipe at a join
with a hacksaw or pipe cutter. The new pipe need not be welded to the muffler. An adapter,
available with the pipe, can e use instead. When measuring the length for the new pipe, allow at
least 2 inches (50.8 mm) for the adapter to enter the muffler.

CAUTION!

Be sure to wear safety goggles to protect your

eyes and work gloves to prevent cutting your
hands on the rusted parts.
 Self Check Unit Service Engine Mechanical System
No. 5 Module Servicing Engine Mechanical System

LO5: Service Intake and Exhaust System

REVIEW QUESTION:

1. Name three purposes of intake manifold system

2. A restricted exhaust system can cause .

a. stalling c. backfiring
b. loss of power d. All of the above

3. What is the correct way on working the exhaust system.

a. cool to the touch

b. disconnect the battery’s negative cable
c. both a and b
d. Neither a nor b
 Institutional Unit Service Engine Mechanical System
Assessment Module Servicing Engine Mechanical System

TEST I:

WRITTEN TEST (MUTIPLE CHOICE)

1. Technician A says many oil filters have a check valve that holds oil in the filter when the
engine is not running. Technician B says most engines made in recent years have an oil
filtering system somewhere on the input side of the pump. Who is correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B

2. When servicing an oil pump. Technician A uses a feeler gauge and straight edge to
determine the pump cover flatness. Technician B uses an outside micrometer to measure
the diameter and thickness of the outer rotor. Who is correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B

3. Technician A says the API classification S stands for standard passenger cars. Technician
B says that the API classification C stands for vehicles with compression ignition. Who is
correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B

4. Technician A says the American Petroleum Institute has established an oil viscosity
classification system. Technician B says higher viscosity oils receive the higher rating
numbers. Who is correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B

5. In most automotive applications, the water pump is driven by the .

a. gear train c. crankshaft

b. camshaft d. impeller
6. While discussing the consequences of an air leak on the suction side of an oil pump,
Technician A says the engine’s oil pressure may be abnormally high. Technician B says
the oil may become aerated. Who is correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B
7. While installing an oil pump in an engine, Technician A packs the pump with petroleum
jelly. Technician B submerges the pump in clean oil and rotates the pump shaft to fill the
pump body. Who is correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B

8. Technician A says on some vehicles the electric cooling fan runs when the air conditioner
is turned on. Technician B says the electric cooling fan runs when the engine reaches a
predetermined temperature. Who is correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B

9. Technician A says most drive belts have a size and application coding on one side of the
belt. Technician B says when an engine has multiple drive belts, they all should be
replaced if one of them is worn. Who is correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B

10. Technician A says engine coolant is designed to absorb heat from the parts it flows on
and over. Technician B says engine oil is designed to absorb heat from the parts it flows
and on and over. Who is correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B

11. Technician A says a vacuum leak results in less air entering the engine, which causes a
richer air/fuel mixture. Technician B says a vacuum leak anywhere in the system can
cause the engine to run poorly. Who is correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B

12. Technician A says a vacuum leak will cause an engine to run richer than normal.
Technician B says a vacuum leak can cause an engine to detonate. Who is correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B

13. Before replacing any exhaust system component, Technician A soak all old connections
with a penetrating oil. Technician B checks the old system’s routing for critical clearance
points. Who is correct?

a. Technician A c. Both A and B

 b. Technician B d. Neither A nor B

14. Technician A says a low vacuum reading can be caused by incorrect ignition timing.
Technician B says an engine with a low compression will have a low vacuum reading.
Who is correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B

15. Technician A says disconnected vacuum hoses admit more air into the intake manifold
than the engine is calibrated for. Technician B says the most common result of a vacuum
leak is a rough running engine due to a richer air/fuel mixture. Who is correct?

a. Technician A c. Both A and B

b. Technician B d. Neither A nor B

TEST II:

1. List three probable causes of low engine oil pressure.

a.
b.
c.

2. What are the two basic methods of driving an oil pump.

a.
b.

3. List two causes for coolant entry into the crankcase or cylinder.

a.
b.

4. How is a cooling system tested for external leaks.

5. Name seven basic carburetor system.

6. Explain how an inward-and outward opening nozzle work.
 Job Unit Service Engine Mechanical System
Shee Module Servicing Engine Mechanical System
t

Objectives:

Upon completion of this job sheet, you will have demonstrated the ability to service
cooling system, service lubricating system, service fuel system, service diesel injector and
service air induction system. You must know how to perform these tasks in order to pass the
Competency Assessment for Service Engine Mechanical System.

Tool and Materials

Hand tools
Measuring instrument
Hydraulic lift
Creeper
Service Manual

Protective Clothing
Safety goggles or glasses with side shields
Steel-toed shoes

Description of Vehicle:
Year Make Model
VIN Engine Type and Size
Mileage

Describe the general operating condition:

PROCEDURE

1. Service cooling system

2. Service lubricating system

3. Service fuel system

4. Service diesel injector

5. Service air induction system

Problems Encountere:

Instructor’s Comments