Automotive Mechanics

Level-II
Based on March 2022, Curriculum Version 1

Module Title: - Service Engine and associated System

Assemblies
Module code: EIS AUM2 M03 0322
Nominal duration: 70 Hour

Prepared by: Ministry of Labor and Skill

September, 2022
Addis Ababa, Ethiopia
 Table of Contents
Acknowledgment............................................................................................................................................4
Acronym.........................................................................................................................................................5
Introduction to module...................................................................................................................................6
Unit one: Overview of engine and associated systems..................................................................................7
1.1Overview of engine and associated systems.........................................................................................8
1.2Engine mechanism and exterior parts..................................................................................................8
1.3Engine systems......................................................................................................................................8
1.4Types of accessory drives related Components....................................................................................9
A.Water pumps.......................................................................................................................................9
B.Alternators..........................................................................................................................................9
C.AC compressors..................................................................................................................................9
D.Power steering pumps......................................................................................................................10
E.Supercharger....................................................................................................................................10
1.5Types and application of gaskets and sealants...................................................................................10
1.6Parts registration/identification number............................................................................................12
A.VIN number......................................................................................................................................12
B.Engine Identification........................................................................................................................12
1.7Preparing service work activity plan..................................................................................................13
A.Types of specifications......................................................................................................................14
1.8Purpose of Periodic Maintenance......................................................................................................15
1.9OHS and Hazard identification..........................................................................................................16
Self-Check 1.................................................................................................................................................17
Unit Two: Remove and disassembled system assemblies...........................................................................18
2.1Service and maintenance schedules and job order.............................................................................19
A.Vehicle Maintenance and Servicing.................................................................................................19
B.Daily Inspection (DI)........................................................................................................................19
C.Maintenance Check-up.....................................................................................................................20
2.2Overview of service techniques...........................................................................................................20
A.Visual check......................................................................................................................................20
B.Sound/aural checks...........................................................................................................................20
2.3Adjustment of system/components.......................................................................................................22
A.Valve Adjustment..............................................................................................................................22
B.Valve identification...........................................................................................................................22
2.4Disassembling engine exterior assembly............................................................................................23
2.5 Removing and Disassemble engine systems................................................................................24
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 2.5.1Cooling system.............................................................................................................................24
2.5.2Lubrication system.......................................................................................................................28
2.5.3Exhaust Gas System.....................................................................................................................34
2.5.4Fuel system...................................................................................................................................39
Self-check 2..................................................................................................................................................56
Operation sheet-1.........................................................................................................................................57
Operation sheet-2.........................................................................................................................................58
Operation sheet-3.........................................................................................................................................59
Operation sheet-4.........................................................................................................................................60
LAP- Test.....................................................................................................................................................63
Unit Three: Replace/Reassemble System Assemblies................................................................................64
3.1Carrying out minor adjustments.........................................................................................................65
3.1.1Coolant Condition........................................................................................................................65
3.1.2Drive Belts...................................................................................................................................65
3.2Assembling system components..........................................................................................................67
3.3Conducting post-service/pre-delivery check.......................................................................................68
3.3.1Document result with evidence....................................................................................................68
3.3.2Final Inspection...........................................................................................................................68
3.3.3Service provision..........................................................................................................................69
3.3.4Noting and documenting observations during the service...........................................................69
3.3.5Completing and delivering report to appropriate person...........................................................70
Self-check 3..................................................................................................................................................71
Unit Four: Cleanup work area and maintain equipment...........................................................................72
4.1Cleaning and making ready workplace for next work....................................................................73
Self-check 4..................................................................................................................................................76
Reference......................................................................................................................................................77

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 Acknowledgment

Ministry of Labor and Skills wish to extend thanks and appreciation to the many representatives
of TVET instructors and respective industry experts who donated their time and expertise to the
development of this Teaching, Training and Learning Materials (TTLM).

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 Acronym

CO Carbon Monoxide
EC External Combustion (IC)
HC Hydro Carbon
HT High tension cable
IC Internal Combustion (IC)
ID Identification
KPa Kilo Pascal
LAP TEST Learning Activity Performance Test
N2 Nitrogen
NOX Oxide of Nitrogen
O Oxygen
OHS Occupational Health Safety
SAE Society of Automotive Engineers
SAE20W50 W- Milt-viscosity oil for winter Grade
SI International Organization for Standardization
TTLM Teaching, Training and Learning Materials
VIN Vehicle identification number
EFE Early Fuel Evaporation

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Introduction to module

This module covers the knowledge, skills and attitude required to carry out minor services in
automotive engines and associated sub-system assemblies. The module involves preparing for
the task, basic checking/testing to identify fault, remove, disassemble, replace worn or failed
components and assemblies and reinstall. Additionally, this module covers performing post-
service checks and documentation.

This module is designed to meet the industry requirement under the automotive mechanics level
II occupational standard, particularly for the unit of competency: Service Engine and associated
System Assemblies.

This module covers the units:

 Overvimew of engine and associated systems

 Remove and disassemble system assembly
 Replace/reassemble system assemblies
 Clean up work area and maintain equipment

Learning Objective of the Module

 Overview of engine and associated systems

 Removing and disassembling system assembly
 Replacing/reassembling system assemblies
 Clean up work area and maintain equipment

Module Instruction

For effective use this modules trainees are expected to follow the following module instruction:

1. Read the information written in each unit

2. Accomplish the Self-checks at the end of each unit
3. Perform Operation Sheets which were provided at the end of units
4. Do the “LAP test” giver at the end of each unit and
5. Read the identified reference book for Examples and exercise
 1. Unit one: Overview of engine and associated systems

This unit is developed to provide you the necessary information regarding the following content
coverage and topics:
 Overview of engine and associated systems
 Types of accessory drives related Components
 Types and application of gaskets and sealants
 Parts registration/identification number
 Service work activity plan
 OHS and Hazard identification
This unit will also assist you to attain the learning outcomes stated in the cover page. Specifically,
upon completion of this learning guide, you will be able to:
 Overviewing of engine and associated systems
 Identify types of accessory drives related Components
 Identify types and application of gaskets and sealants
 Identifyparts registration/identification number
 Preparing service work activity plan
 OHS and Hazard identification

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 1.1 Overview of engine and associated systems
An Engine is a mechanical machine used to convert the chemical energy of the fuel into heat
energy and then to mechanical energy. It is usually called a Heat Engine.

Basically there are two types of heat engines external and internal combustion engines.

a) In an external combustion engines combustion (burning of a fuel) is taking place outside of

the Engine. Eg. Steam engines
b) In an internal combustion (IC) engines combustion is taking place within the engine itself.
Eg. Spark Ignition (SI) engines

Figure 1-1 Engine classification

1.2 Engine mechanism and exterior parts

a) Crank gear mechanism: - which includes the crank shaft, connecting rod, piston and
cylinder.

b) Valve gear mechanism: - which includes the camshaft, valve lifter, push rod, rocker arm and
shaft, valve spring, intake and exhaust valves.
 1.3 Engine systems

a. The starting system; - which includes the battery, start/ignition switch, starter motor.
b. The intake system: - which includes the air filter, carburetor, intake manifold.
c. The fuel system: - which includes the fuel tank, fuel line, fuel filter, fuel pump and
carburetor.
d. The ignition system: - which includes the battery, start/ignition switch, ballast resistor,
ignition coil, distributor, HT cable and spark plug.
e. The lubricating system: - which includes the oil pan, strainer, oil pump, oil line, oil filter.
f. The exhaust system: - which includes the exhaust manifold, exhaust pipe, catalytic
converter, muffler, tail pipe.
g. The charging system; - which includes the battery, start/ignition switch, regulator,
alternator.
h. The cooling system: - which include the radiator, lower hose, water pump, water jacket,
thermostat, Upper hose, and cooling fan.

1.4 Types of accessory drives related Components

A. Water pumps
The burning of fuel in an internal combustion engine produces heat, which is sufficient to melt the
metal of the cylinder. It is the function of the cooling system to prevent the engine overheating
but it must also allow it to operate at a temperature high enough to assist in effective combustion.
If the engine operating temperature were allowed to go unchecked, it would burn and dry up the
lubricating oil film, so that the pistons would seize in their cylinders and distortion would result
from over-expansion of metals.
B. Alternators Figure 1-2 Water pumps

In the charging system electronics devices such as diodes for

rectification of current in alternator zanier diode and transistor
for circuit opening and closing in transistorized regulators are
use. In this unit, the construction and function of diodes and
transistor, the purpose of the charging system, the component
parts of alternators, the generating principles of alternator, the
charging system service and repair are thoroughly discussed. Figure 1-3 Alternators

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 C. AC compressors
The compressor is the power unit of the air-conditioning system
that puts the refrigerant under high pressure before it pumps it
into the condenser, where it changes from a gas to a liquid. A
fully functioning compressor is necessary for the air-conditioning
system to provide peak performance.
Figure 1-4 AC compressors
D. Power steering pumps
The power-steering unit is designed to reduce the amount
of effort required to turn the steering wheel. It also
reduces driver fatigue on long drives and makes it easier
to steer the vehicle at slow road speeds, particularly
during parking. Power steering can be broken down into
two design arrangements: conventional and
nonconventional or electronically controlled. In the
conventional arrangement, hydraulic power is used to
assist the driver. Figure 1-5 Power steering pumps

In the nonconventional arrangement, an electric motor and electronic controls provide power
assistance in steering. There are several power-steering systems in use on passenger cars and
light-duty trucks. The most common ones are the integral-piston, and power assisted rack and
pinion system.

E. Supercharger
A supercharger is an air compressor that increases
the pressure or density of air supplied to an internal
combustion engine. This gives each intake cycle of
the engine more oxygen, letting it burn more fuel
and do more work, thus increasing the power
output. Figure 1-6 Supercharger

1.5 Types and application of gaskets and sealants

Gaskets seal a connection between two components or

flanges that have flat surfaces, while seals are used

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 between engine parts, pumps, and shafts that rotate. Gaskets are used wherever a union or
flange is required to prevent leaking.
Gaskets are most commonly used as static seals. Gasket made of fiber materials, rubber,
neoprene (synthetic rubber), cork, treated paper, or thin steel. When parts are fastened together,
the gasket material fills small gaps, dents, or scratches in the mating surfaces.

Figure 1-7 Gaskets

Gasket Rules

1. Inspect for leaks before disassembly 6. When assembling, start all bolts by
2. Be careful not to damage mating hand
surfaces while removing parts 7. Tighten fasteners in steps
3. Clean off old gaskets carefully 8. Use a crisscross tightening pattern
4. Wash and dry parts thoroughly 9. Do not over tighten fasteners
5. Use a sealer if specified 10. apply only the specified torque

Seals are used between engine parts, pumps, and shafts that
rotate rather than those that are static. This type of seal is
generally a molded or machined product. Seals tend to be flat
and round, while gaskets are often cut into different shapes so
that they fit the components. Most seals are made of an outer
ring that is metal and nests over an inner surface that is often
Figure 1-8 Seals
made of rubber. The inner circle is tilted just a bit,
which creates a lip for the seal. The lip is designed as a second barrier against any drops that
manage to get past the first edge of the seal. It is essential that seals be installed correctly
because, if it’s installed backward, you could end up with a leaky mess on your hands.

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Figure 1-9 Engine
Types of sealantand associated System Version -1
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 Common uses for seals include keeping leaks from occurring at the end of the shaft where it
comes out of the cover and sealing hydraulic lines. This type of seal is generally a molded or
machined product. Seals are often used in bearings, which is basically just a ball bearing
surrounded by a rubber seal, which keeps it from
leaking and sometimes reduces the amount of
noise that occurs during operation.
1.6 Parts registration/identification number

A. VIN number

Before any service is done to a vehicle, it is

important for you to know exactly what type of
vehicle you are working on. The best way to do this is to refer to the vehicle’s identification
number (VIN). The VIN is given on a plate behind the lower corner of the driver’s side of the
windshield as well as other locations on the
Figure 1-10 VIN location
vehicle.

The VIN is made up of seventeen characters and contains all pertinent information about the
vehicle. The use of the seventeen numbers and letter code became mandatory beginning with
1981 vehicles and is used by all manufacturers of vehicles both domestic and foreign. Most new
vehicles have a scan code below the VIN.

Each VIN number represents different data. The following information can be determined be
reading the VIN number.

Figure 1-11 VIN representation

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 B. Engine Identification

By referring to the VIN, much information about the vehicle can be determined. Identification
numbers are also found on the engine. Some manufacturers use tags or stickers attached at
various places, such as the valve
cover or oil pan. Blocks often have a
serial number stamped into them.
Service manuals typically give the
location of the code for a particular
engine. The engine code isgenerally
found beside the serial number. The
engine code will help you determine
the correct specifications for that
particular engine.

Engine ID Tags Many engines have ID tags or stickers attached to various places on the engine,
such as the valve cover or oil pan. The tags include the displacement, assembly plant, model
year, change level, engine code, and date of production. Service manuals normally note the
location of these stickers or tags on a particular engine.

Figure 1-12 Engine Identification

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 1.7 Preparing service work activity plan

Specifications are included as part of the service manual. Specifications are technical data,
numbers, clearances and measurements used to diagnose and adjust automobile components.
Specifications can be referred to as specs. They are usually considered precise measurements
under

Figure 1-13 Engine ID number

standard conditions. Examples of specifications include valve clearances, spark plug gaps, and
tire pressure, number of quarts of oil, ignition timing and size of engine.

A. Types of specifications

General Engine Specification– This specification identify the size and style of the engine. They
include cubic inch displacement, engine codes, fuel system settings, bore and stroke,
horsepower, torque, compression ratio, and normal oil pressure.

Tune-Up specifications – This specification helps identify adjustments necessary for tune-up on
the vehicle. This includes spark plug gap, firing order, degrees of ignition timings, fuel system
settings and fuel pump pressure.

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 Capacity Specifications –This specification includes identifying the capacity of different fluids
on the vehicle. This includes cooling capacity, number of quarts of oil, fuel tank size,
transmission transaxle capacity, and rear axle capacity.

Overhaul and Maintenance Specifications – This specification used to aid technician in

servicing the vehicle. This include distributor advance at different speeds, valve seat angles,
valve stem clearance, piston measurements, ring end gaps, bearing clearances, shaft end play and
many more. This specification help the technician determine how much wear has occurred. The
mechanic is then able to decide whether or not to replace the component in question. Usually
maximum or minimum clearances are given for this purpose.

Operational Specification – This specification tell how the vehicle is to operate, what type of
oil to use, and so on. Some of them are found in the owner’s manual. Other specification
includes tire inflation, type of gasoline to use, tire size and general information for the operator
of the vehicle.

Torque Specification – It is important to torque each bolt or nut correctly when replacing or
installing a component on the automobile. Torque specifications are used for this purpose. This
torque specification should be used in place of any standard bolt and nut torque specification.

Owner’s manual

An owner’s manual or an operator’s manual is a booklet that comes with a new car. This manual
usually explains how to operate the automobile’s control and accessories. In addition the owner’s
manual provides a great deal of technical information that can be useful to the technician.

In an owner’s manual a vehicle maintenance procedure is provided so that the owner will know
when to get needed service.

Aftermarket repair manual

An aftermarket repair manual is most often used by the technician at independent repair shops.
This manual is called an aftermarket because it is published by independent publisher and not by
the car manufacturer. Like the shop manual. This contains information on troubleshooting,
specifications and step-by-step repair procedures. The main difference is that they cover many
different car models and years instead of just one. Because they are covering more models and
years, they typically cover topics in less detail.

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 1.8 Purpose of Periodic Maintenance

An automobile is constructed from a large number of parts, which can become worn down,
weakened or corroded to lower the performance, depending on the conditions or the length of
use. Constructed parts, which can be estimated that performance goes down, are needed to have a
periodic maintenance, then adjust or replace to maintain the performance. By carrying out
periodic maintenance, the following results can be achieved, ensuring the customer's trust and
peace-of-mind:
1. Much larger problems with the vehicle that may occur later can be avoided.
2. The vehicle can be maintained in a state which is in adherence to legal regulations.
3. The life of the vehicle can be extended.
4. The customer can enjoy an economic and safe driving experience.
T, R, I, A, L stand for symbols of maintenance operation.
T=Tighten to specified torque
R=Replace or change
I=Inspect and correct or replace as necessary
A=Check and/or adjust as necessary
L=Lubricate
Service intervals
Service intervals are decided according to the distance traveled and the period elapsed since the
previous service. For example, if the maintenance schedule for a particular part is stated as 40,000
km or 24 months, maintenance falls due at the point at which either of these conditions is met.
The vehicle is therefore due for service after either:Driving 40,000 km/12 months ( ) after its
previous service or driving 5,000km/24 months ( ) after its previous service. If the vehicle is
being used under any of the following conditions, frequent maintenance will be necessary:
.
1.9 OHS and Hazard identification

OHS (occupational health and safety) is a cross disciplinary area concerned with protecting the
safety, health and welfare of people engaged in work or employment.The goal of occupational
health and safety (OHS) is:-

 To protect every working man against the dangerous of injury, sickness or death through
safe healthful working condition.

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  To protect co-workers, employers, customers, suppliers and other members of the public
who are impacted by the work place environment.

The requirements of OHS are:-

 Safety
 Personal protective equipment/ need/
 First aid
 Fire extinguisher
 Hazardous materials

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 Self-Check 1
1) What are the Advantages supercharge
a) A belt drives the supercharger
b) The supercharger turns, compressing the air inside the housing and forcing it into the
intake manifold
c) An electromagnetic clutch is sometimes used to disengage the drive belt from the blower
d) No “turbo lag”
2) ___________ is called an aftermarket because it is published by independent publisher and not
by the car manufacturer?
A) Part Catalog B. specification C. repair manual D. service manual
3) 3_______ called a shop manuals, are written by the automotive manufacturer for the
technicians in their dealership.

A. Manufacturer’s service manual B. specification C. repair manual D. structural manual

4) ______ Which one the purpose of to provide all the information necessary to describe all item
accurately both physically and intellectually in order to distinguish it from every other items.

A. Part catalog B. specification C. repair manual D. structural manual

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 Unit Two: Remove and disassembled system assemblies

This unit to provide you the necessary information regarding the following content coverage and
topics:
 Service and maintenance schedules and job order
 Overview of service technique
 Engine exterior assembly
 Engine systems assembly

This guide will also assist you to attain the learning outcomes stated in the cover page. Specifically,
upon completion of this learning guide, you will be able to:
 Service and maintenance schedules and job order
 Overviewing of service technique
 Disassembling engine exterior assembly
 Removing engine systems and assembly

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 1.10 Service and maintenance schedules and job order

Automobiles need maintenance from time to time. Like humans are required to maintain
hygiene, similarly automobiles also need to be kept clean. Automobiles have to run on dirty
roads and in a polluted environment. They run on uneven roads with potholes and other
obstructions, and are therefore subjected to loads which damage them. Therefore, there is a need
for regular maintenance and servicing of automobiles, which is usually done in auto workshops
or auto service stations. In this Unit, you will understand the concept of vehicle maintenance and
servicing.

As you may be aware, there is an increase in the number of vehicles, such as motorcycle,
scooter, bus, car, jeep, tempo, truck, tanker, etc., running in the cities. Every new vehicle comes
with a vehicle maintenance manual. The owner of the vehicle is expected to read and use this
manual, as it mentions vehicle maintenance

A. Vehicle Maintenance and Servicing

Tips during driving. It has been noticed that after getting a car or vehicle, the owners do not care
much about a regular car or vehicle maintenance. Even if the owners regularly service their
vehicle, the vehicle maintenance tips given in the vehicle maintenance manual increases the
longevity or life of the vehicle to a great extent. Vehicle maintenance and servicing is carried out
when the vehicle completes certain kilometers on its normal running or when the vehicle does
not give proper performance. It is suggested that the vehicle owners carry out regular and
periodical checks on their vehicle, some of which are mentioned below.

B. Daily Inspection (DI)

It is the responsibility of a driver or owner of a vehicle to carry out the following inspection and
checks daily, before starting the engine, to avoid any type of breakdown on the road.

a) Check tire pressure in all the tires visually or by hitting the tire wall with the help of a
stone and judge the sound
b) Check the radiator’s coolant level
c) Check the fan belts for looseness
d) Check the level of engine oil
e) Check the windscreen, rear-view mirror and rear window glass for their cleanliness

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 C. Maintenance Check-up
When one plans a long distance travel, it is necessary to carry out a routine check-up. One should
read the vehicle maintenance manual for clarity. Some important check-ups are done for better
maintenance

 Topping of oil level

 Proper tension of belt
 Battery for cleanliness and level of electrolyte
 Brakes
 Air conditioning
 Topping up of coolant, if required, in the coolant reservoir
 Checking the serviceability of cooling system hoses
 Proper tire inflation pressure

1.11 Overview of service techniques

A. Visual check

A visual inspection report form is completed by quality assurance inspectors to document

pass/fail decisions on visually inspected products based on set defect criteria. Use this checklist
to effectively indicate product ID and location, capture photo evidence of products and/or
defects, determine pass/fail decisions based on a reference image, identify visual defects based
on defect criteria, and complete the visual inspection with a digital signature.

B. Sound/aural checks

Diagnosing engine noise is often one of the most difficult tasks you can deal with. Most of the
noises that come from the engine can be described by such words as:

 Piston Ring Noise

Sounds like: Clicking noise during acceleration.

Common causes: Low ring tension, broken rings, or worn cylinder walls

Try troubleshooting each cylinder by removing the spark plugs and adding a spoonful of
engine oil to each cylinder. Now crank the engine quite a few revolutions to allow the oil to
go down past the rings. Install the spark plugs and start the motor. If the noise is lessened
then the rings are likely the source of the problem.

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  Piston Slap

Sounds like: Continuous muffled, hollow sound.

Common causes: Excessive piston-to-wall clearance, worn cylinders or inadequate oil.

A continued piston slap noise indicates that the engine needs service. Still, if the sound is only
heard when the engine is cold, it is probably not a serious issue.

 Crankshaft Knock

Sounds like: Dull, heavy, metallic knock under load.

Common causes: Worn bearings; main, rod, or thrust.

Damaged or worn main bearing noise is loudest under heavy load. Check your oil dipstick for
any metal reflections. Metal shavings in the oil is one of the first indications of your main
bearing material sloughing off. Replace any worn bearings with new ones.

 Valve train Noise

Sounds like: Regular clicking noise at half-speed.

Common causes: Excessive valve clearance or defective valve lifter.

You can check your clearances by inserting a thickness gauge between the lifter or rocker arm
and the valve stem. If the noise is reduced, then the cause is excessive clearance and you will
want to make the correct adjustments. If the noise persists, then it is most likely rough cams or
worn lifter faces. You might also want to look for loosleymoving lifters in their bores and weak
valve springs.

 Detonation

Sounds like: High-pitched metallic pinging noise.

Common causes: Improper timing, lean air/fuel ratio, or improper octane.

You can prevent detonation by increasing the octane level of your fuel, reducing manifold
pressure, enriching the air/fuel mixture, or obstructing the ignition timing. Detonation can often
be a common phenomenon in forced induction applications. For some operations, you can
consider an aftermarket water injection system.

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  Connecting Rod Noise

Sounds like: Light knocking or pounding sound.

Common causes: Misaligned rod, inadequate oil, or worn bearing or crankpin.

A cylinder-balance test can single out the faulty connecting rod. With the engine running, this
test essentially shorts out the spark plugs one cylinder at a time. Soon, you can narrow down the
bad connecting rod as the sound will be lessened when its base cylinder is no longer delivering
power.

 Piston Pin Noise

Sounds like: Metallic, double knock at idle.

Common causes: Worn bushing, worn or loose piston pin, or inadequate oil.

Conduct a cylinder-balance test like described above to discover the distressed components.

1.12 Adjustment of system/components

A. Valve Adjustment

To check the clearance of any valve accurately, hot or

cold, you must rotate the engine so that the valve is
fully closed and the heel, or base circle, of the came
lobe is on the tappet. This provides maximum
clearance.Insert a flat feeler gauge of the specified
thickness between the valve stem and the rocker arm or
Figure 2-14 Valve Adjustment
cam follower.

Obviously the clearances should be checked when they are at their widest which ,with most
overhead camshaft arrangements is no problem for once the cover has been removed the actual
cams can be seen the gap is at its widest the lobe of the cam is pointing directly away from the
valve or rocker. In overhead valve layouts it’s rather more difficult because the camshaft cannot
be seen with these or any or similar layout there is some method of setting the gap at its widest.

B. Valve identification

Usually the specified clearance at the exhaust valve will be greater than that of the inlet, which
means that it is important to be able to differentiate one the other.

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 One way of doing this is to note the location of the valve in relationship to the manifold braches
at the cylinder head. Example if the exhaust manifold branches terminate at the end of the
cylinder head, then the first & the last valves are both exhaust.

The valve layout of a typical four cylinder engine would be E,I,I E,E,I,I,E. Where E =Exhaust
&I= Intake.

A further method of identifying which valve is which is to turn the engine over in its normal
direction of rotation and watch the valves (or rockers), at each cylinder, the exhaust valve will
open &close, will be immediately followed by the inlet. The engine can then be turned through
nearly a complete revolution before the exhaust will open.

Excessive valve clearance would result in:

 Presence of a regular taking sound: the noise can become more of a general clatter
emanating from the top of the engine, if more than one valve clearance is excessive.
 The valve is not fully open: The valve opens too late & closes too early.
 The valve is returned to its seat much faster than it would normally do. In severe cases this
can result in the head of the valve breaking off causing extensive engine damage.
 With some arrangements, an indentation may being created in the rocker (tinge pad).
 When the valve clearance increases it might cause engine noise, increased emission, or
decreased engine performance.

1.13 Disassembling engine exterior assembly

 Detach the injection pump and high-pressure lines.

 The air compressor should be removed.
 If the engine have oil cooler, remove the oil cooler.
 Remove oil and fuel filters.
 Remove the alternators and its driving belts.
 Remove the starter motor and its wire harness
 Remove steering gear fluid pump.
 Detach the water pump from its mounting part.
 Remove the intake manifold and exhaust manifold with the turbo charger.
 Remove all injectors and glow plugs
 Engine temperature and oil pressure senior should be removed.

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 1.14 Removing and Disassemble engine systems

2.5.1 Cooling system

The cooling system keeps the engine at its most efficient temperature at all speeds and operating
conditions. Burning fuel in the engine produces heat. Some of this heat must be taken away
before it damages engine parts. This is one of the three jobs performed by the cooling system. It
also helps bring the engine to normal operating temperature as quickly as possible. In addition,
the cooling system provides a source of heat for the passenger compartment heater.

A. Types of cooling systems

a) Air-cooled
Air-cooled: Some older cars, and very few modern
cars, are air-cooled. Instead of circulating fluid
through the engine, the engine block is covered in
aluminum fins that conduct the heat away from the
cylinder. A powerful fan forces air over these fins,
which cools the engine by transferring the heat to the air
Figure 2-15 Air-cooled engine
b) Liquid-cooled
The cooling system on liquid-cooled cars
circulates a fluid through pipes and passageways in
the engine. As this liquid passes through the hot
engine it absorbs heat, cooling the engine. After
the fluid leaves the engine, it passes through a heat
exchanger, or radiator, which transfers the heat
from the fluid to the air blowing through the
Figure 2-16 Liquid-cooled engine
exchanger.

B. Cooling system problem

a) Engine overheating
The most common cooling system problem is overheating. There are many reasons for this.
Diagnosis of this condition involves many steps, simply because many things can cause this
problem. Basically, overheating can be caused by anything that decreases the cooling system’s
ability to absorb, transport, and dissipate heat: The first step is to determine whether the engine is
indeed overheating.

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 An overheating concern normally begins with high readings on the vehicle’s temperature gauge
or the illumination of the temperature warning lamp. These can be caused by a cooling system
problem or a faulty temperature sensor, although when the engine is greatly overheating, it is
obvious by the steam emitted by the system or by smell. The best way to check the accuracy of
the temperature indicators is to measure the temperature of the coolant. If the indicators seem to
be wrong, troubleshoot and repair the electrical circuit. Then recheck the system’s temperature.

Condition Cause

Overheats in heavy traffic or ■ Low coolant level

after idling fora long time
■ Faulty radiator cap
■ Faulty thermostat
■ Cooling fan is not turning on
■ Restricted airflow through the radiator
■ Leaking head gasket
■ Restricted exhaust
■ Water pump impeller is corroded

Overheats when ■ Radiator and/or block are internally clogged with rust, scale, silt,
or gel
driving at speed, or
■ Restricted airflow through the radiator
after repeated heavy
■ Faulty radiator cap
acceleration
■ Faulty thermostat
■ Radiator fins are corroded and falling off
■ Water pump impeller is corroded
■ Dragging brakes

Overheats any time or ■ Low coolant level

Erratically ■ Faulty radiator cap
■ Faulty thermostat
■ Temperature sender or related electrical problem
■ Cooling fan is not turning on

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 Overheats shortly after ■ Temperature sender or related electrical problem
the engine is started

Seems slightly too hot ■ Radiator and/or block are internally clogged with rust, scale, silt,
or gel
all of the time; gauge
■ Restricted airflow through the radiator
nears the red zone at
■ Faulty radiator cap
times
■ Faulty thermostat
■ Radiator fins are corroded and falling off
■ Collapsed lower radiator hose
■ Cooling fan is not turning on

Bubbles in the coolant ■ Faulty radiator cap

expansion tank ■ Failed head gasket

Air in the radiator but the ■ Coolant leak

expansion tank is full
■ Faulty radiator cap
■ Air in the system
■ Faulty seal between the radiator cap and expansion tank
■ Failed head gasket
b) Check for external leaks
i. External leaks

Usual areas of leakage are water manifolds, radiator seams, water pumps, freeze plugs and all
those connections. The condition of radiator hoses should be carefully scrutinized for possible
deterioration from age and/or wear from rubbing against accessory brackets, etc. Be aware that in
many cases radiator hoses wear from the inside out, so outside appearance can be deceiving.

 Cracked cylinder block  Cracked or porous water pump

 Faulty radiator cap housing
 Dented radiator inlet of outlet tube  Water core leak
 Radiator leak  Loose core hole plug in cylinder
block
 Cracked thermostat housing

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 ii. Internal leaks

Pull the oil dipstick and check for evidence of coolant. It will show up as minute droplets or
sludge and should be easy to spot. This could indicate a cracked head, block or blown head
gasket.

C. Cooling system inspection and test

a) Inspecting Cooling System for Leaks
1. Fill the radiator and engine with coolant, and attach a radiator cap tester to the
water outlet.
2. Warm up the engine.
3. Pump it to 118 kPa (1.2 kgf/cm2, 17.1 psi), and check that the pressure does
not drop. If the pressure drops, check the hoses, radiator or water pump for
leaks. If no external leaks are found, check the heater core, cylinder block and
head.
b) Temperature Test
A temperature test can be performed with an infrared temperature sensor, thermometer, or
temperature probe. The latter may be a feature of a digital multi-meters (DMM). A
temperature test allows for monitoring temperature change through the cooling system.
When a cold engine is started, the opening temperature of the thermostat can be observed
as the engine warms.
c) Radiator Checks
Cold spots on the radiator indicate internal restrictions. In most cases, this requires
removal of the radiator so it can be deeply flushed or replaced. Normal cooling system
flushing will normally not remove the restrictions. The restrictions are typically caused by
internal corrosion or a build-up of scale and lime.
d) Checking Hoses
Carefully check all cooling hoses for leakage, swelling, and chafing. Also replace any
hose that feels mushy or extremely brittle when squeezed firmly. When a hose becomes
soft, it is deteriorating and should be replaced before more serious problems result. Hard
hoses will resist flexing and may crack rather than bend and should be replaced.

e) Checking Fans and Fan Clutches

To confirm the diagnosis, start with this simple test: Spin the fan as hard as you can on an
engine that has not been started that day. If the fan rotates more than five times, you can

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 bet the clutch is bad. You should feel some resistance and the fan may spin up to three
times, depending on the ambient temperature.

f) Thermostat
If the thermostat is stuck open or closed, you may think the best option is to lose it and
take it to a mechanic for diagnosis. I have good news. I will show you how to check for
bad thermostats in a car without removing them. One common cause of overheating in a
car is a faulty thermostat. If you suspect this component, inspect it to see if it is the
culprit. Here’s how to check a car thermostat without removing it.

2.5.2 Lubrication system

The lubricating system supplies lubricating oil to
all moving parts in the engine. It also control of
friction and wear by the introduction of a friction–
reducing film between moving surfaces in contact.

Lubrication as a substance lubricated material

freely moving, reciprocating, back and forth
movement between two hard body materials.
System a way set of things working together as a
mechanism Figure 2-17 Lubrication system

A. Purpose of Lubricants
1. Minimize Friction – the oil must form a film between highly loaded moving parts.
2. Prevent Wear – the must protect highly loaded parts which can wear out when the fluid film
is very thin (boundary lubrication).

3. Act as a coolant – the oil must remove heat generated both inside and outside the equipment.
4. Act as a Hydraulic Medium – the oil doesn’t have this job in all applications, but it is not
uncommon for the lubricating oil to be part of the hydraulic system.

5. Prevent Corrosion – The oil must protect precision parts made of various metals, which are
vulnerable to rust and corrosion.

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 6. Prevent formation of deposits – lubricants are designed to resist formation of deposits (like
sludge and varnish), which can accumulate in the lubricating system and interfere with the
oil’s ability to lubricate.
7. Carry away contaminants – the oil often wear in the process of carrying contaminants to the
filter. Contamination is the major reason oils must be changed. Contaminants can come from
both internal and external sources.
B. Properties of Lubricating Oil

1. Proper Viscosity – means to measure the oil’s resistance to flow. A low-viscosity oil is thin and flows
easily. A high-viscosity oil is thicker. It flows more slowly.
2. Viscosity Index– this is a measure of how much the viscosity of an oil changes with temperature.
3. Viscosity Numbers – lubricating oils either in single or multi-viscosity oils are rated according to its
numbers. SAE 30 or SAE 40 are examples of a single-viscosity oil and SAE20W50 is also an
example of a multi-viscosity oil. The letter W indicated in multi-viscosity oil stands for Winter Grade
and the word SAE means Society of Automotive Engineers.
4. Resistance to Carbon Formation and Oil Oxidation – when oil is refine, chemicals are added to
fight carbon formation and oxidation. These can occur at the high temperatures inside the engine.
5. Corrosion and rust Inhibitors – these are additives that are put in the oil to help fight corrosion and
rust in the engine.
6. Foaming Resistance – the churning action of the crankshaft causes the oil to foam or aerate thus
reduces the lubricating effectiveness of the oil. As a result, an additive is mix to prevent the oil to
foam.
7. Detergent-Dispersant – These additives are similar in action to soap. They loosen and detach
particles of carbon and grit from engine parts.
8. Extreme-pressure Resistance - this is another additives put into the oil to improve the resistance of
the oil film to penetration.
9. Energy-Conserving Oil – this is a property of an oil which reduces fuel consumption when compared
to engine operation.
10. Synthetic Oil – these oils are made by chemical processes and do not necessarily come from
petroleum. This is a property of an oil which tolerates heat better than other oils while producing less
sludge and carbon deposits.
C. Types of Lubricating System

1. Splash Type – it refers to the system in which the oil is

being splashed from the oil pan into the lower part of
the crankcase. Usually, the connecting rod has a dipper

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Figure 2-18 Splash Type
Author/Copyright Assemblies September, 2022
 that dips into the crankcase oil each time the piston reaches BDC. Likewise, usually used in a
smaller like a single cylinder engine.

2. Pressure Feed Type – this type of lubricating system connotes that the engine parts are
lubricated by oil fed under pressure from the oil pump.

D. Component Parts of the Lubricating System Figure 2-19Pressure Feed Type

1.)Crankcase / oil pan – it is an iron or aluminum casting enclosing the crankshaft; it is usually
considered as the storage of oil in the engine.
2.)Oil Pump – it refers to a pump, which circulates lubricating oil from the engine’s sump
through the lubrication system. Likewise, an oil pump has of three kinds, to wit:
a) Rotary pump: the rotary pump has an inner
rotor with lobes that match similar shaped
depressions in the outer rotor. The inner rotor
is off center from the outer rotor.As the oil
pump shaft turns, the inner rotor causes the
outer rotor to spin. The eccentric action of the
two rotors forms pockets that change size. A
large pocket is formed on the inlet side of the
Figure 2-20 Rotary
pump. As the rotors turn, the oil-filled pocket pump
becomes smaller, as it nears the outlet of the
pump.
b) The gear pump consists of two pump gears
mounted within a close-fitting housing. A shaft,
usually turned by the distributor, crankshaft, or
accessory shaft, rotates one of the pump gears.
The gear turns the other pump gear that is
supported on a short shaft inside the pump
housing.
c) The crescent pump Figure 2-21 Gear type pump

The crescent pump has external toothed gear

meshed with an internal toothed gear. Some of
the gears teethes are in mesh, the others are

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Figure 2-22 Crescent pump
 separated by a crescent shaped part of the pump housing. The suction and the discharge
cavities are also separated by a crescent - shaped body. The pump is mounted on the
front of the cylinder block so that the pump is driven directly from the crankshaft.
3.)Oil Pickup and Strainer
The oil pickup is a tube that extends from the oil
pump to the bottom of the oil pan. One end of the
pickup tube bolts or screws into the oil pump or to the
engine block. The other end holds the strainer. The
strainer has a mesh screen suitable for straining large
particles from the oil and yet passes a sufficient
quantity of oil to the inlet side of the oil pump.
Figure 2-23 Oil Pickup and Strainer
4.)Oil Filter
The oil filter removes most of the impurities that
have been picked up by the oil, as it circulates
through the engine. Designed to be replaced
readily, the filter is mounted in an accessible
location outside the engine.
5.)Oil Galleries
Oil galleries are small passages through the Figure 2-24 Oil Filter

cylinder block and head for lubricating oil. They

are cast or machined passages that allow oil to
flow to the engine bearing and other moving
parts.
The main oil galleries are large passages through
the center of the block. They feed oil to the
crankshaft bearings, camshaft bearings, and
lifters. The main oil galleries also feed oil to
Figure 2-25 Oil Galleries
smaller passage running up to the cylinder heads.
6.)Oil Pressure Warning Light
The oil pressure warning light is used in place of a gauge on
many vehicles. The warning light, although not as accurate, is
valuable because of its high visibility in the event of a low oil
pressure condition.

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 Because the engine can fail or be damaged in less than a minute of operation without oil
pressure, the warning light is used as a backup for a gauge to attract instant attention to a
malfunction.
Figure 2-26 Oil Pressure Warning Light
7.) Oil cooler
Oil cooler is a heat exchanger which is either air cooled type or liquid cooled type. In air-cooled
oil cooler, oil flow through heat exchanger tubes and coolant (air) passing over the tubes where
as in liquid cooled cooler, both oil and coolant (water), the two being separated by tubes or
baffles, flow through heat exchanger.

Figure 2-27 Oil cooler

E. Lubricating system problem diagnosis

To troubleshoot an engine lubricating system, begin by gathering information on the problem.

Ask the operator questions. Analyze the symptoms using your understanding of system
operation. You should arrive at a logical deduction about the cause of the problem.
The four problems most often occur in the lubrication system are as follows:
1. High oil consumption (oil must be added frequently)
2. Low oil pressure (gauge reads low, indicator light glows, or abnormal engine noises)
3. High oil pressure (gauge reads high, oil filter swelled)
4. Defective indicator or gauge circuit (inaccurate operation or readings)
When diagnosing these troubles, make a visual inspection of the engine for obvious problems.
Check for oil leakage, disconnected sending unit wire, low oil level, damaged oil pan, or other
troubles that relate to the symptoms.
a) High Oil Consumption
If the operator must add oil frequently to the engine, this is a symptom of high oil consumption.
External oil leakage out of the engine or internal leakage of oil into the combustion chambers
causes high oil consumption. A description of each of these problems is as follows:
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  External oil leakage—detected as darkened oil wet areas on or around the engine. Oil may
also be found in small puddles under the vehicle. Leaking gaskets or seals are usually the
source of external engine oil leakage.
 Internal oil leakage—shows up as blue smoke exiting the exhaust system of the vehicle. For
example, if the engine piston rings and cylinders are badly worn, oil can enter the combustion
chambers and will be burned during combustion
b) Low Oil Pressure
Low oil pressure is indicated when the oil indicator light glows, oil gauge reads low, or when the
engine lifters or bearings rattle. The most common causes of low oil pressure are as follows:
1. Low oil level (oil not high enough in pan to cover oil pickup)
2. Worn connecting rod or main bearings (pump cannot provide enough oil volume)
3. Thin or diluted oil (low viscosity or fuel in the oil)
4. Weak or broken pressure relief valve spring (valve opening too easily)
5. Cracked or loose pump pickup tube (air being pulled into the oil pump)
6. Worn oil pump (excess clearance between rotor or gears and housing)
7. Clogged oil pickup screen (reduce amount of oil entering pump)
A low oil level is a common cause of low oil pressure. Always check the oil level first when
troubleshooting a low oil pressure problem.
c) High Oil Pressure
High oil pressure is seldom a problem. When it occurs, the oil pressure gauge will read high. The
most frequent causes of high oil pressure are as follows:
1. Pressure relief valve struck (not opening at specified pressure)
2. High relief valve spring tension (strong spring or spring has been improperly shimmed)
3. High oil viscosity (excessively thick oil or use of oil additive that increases viscosity)
4. Restricted oil gallery (defective block casting or debris in oil passage)
d) Indicator or Gauge Problems
A bad oil pressure indicator or gauge may scare the operator into believing there are major
problems. The indicator light may stay on or flicker, pointing to a low oil pressure problem. The
gauge may read low or high, also indicating a lubrication system problem.
Inspect the indicator or gauge circuit for problems. The wire going to the sending unit may have
fallen off. The sending unit wire may also be shorted to ground (light stays on or gauge always
reads high).

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 To check the action of the indicator or gauge, remove the wire from the sending unit. Touch it on
a metal part of the engine. This should make the indicator light glow or the oil pressure gauge
read maximum. If it does, the sending unit may be defective. If it does not, then the circuit,
indicator, or gauge may be faulty.
2.5.3 Exhaust Gas System
When the combustion ends in each cylinder, the exhaust gas must be collected, cleaned, quieted,
and then discharged into the air. This is the job of the exhaust system. It performs these tasks
while carrying the exhaust gases from the cylinders to the atmosphere. This system includes the
exhaust manifold, exhaust pipe, catalytic converter, muffler or silencer, resonator (on some cars),
and tail pipe. The exhaust system has also flexible mountings that allow for engine movement
and also prevent exhaust vibration from being transmitted to the body. They also allow thermal
expansion of the system.

Figure 2-28 Exhaust Gas System

A. Exhaust system component

a) Exhaust Manifold
The exhaust manifold is made of cast iron and is bolted over the exhaust ports of the engine,
usually alongside the intake manifold pipe. It provides heat to the intake manifold. This heat
further vaporizes the fuel in the intake manifold.
Heat Control valve (or) Heat-Riser Valve

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 Figure 2-29 Heat Control valve (or) Heat-Riser Valve

During cold-engine operation, the gasoline must be vaporized before entering the cylinders. If
the fuel is not properly vaporized, drops of gasoline will enter the cylinders. They will wash
down the cylinder walls and remove the oil. This causes the walls, pistons, and piston rings to
wear quickly. The heat control valve helps to vaporize the cold gasoline when the engine is cold.
Engines with a heat control valve warm a section of the intake manifold by allowing some of the
exhaust gases through it. Placing a butterfly valve between the exhaust manifold and the exhaust
pipe does this. Opening and closing of the valve is controlled by a thermostatic spring or by a
vacuum motor. When the valve is operated by a vacuum motor, the system is called an Early
Fuel Evaporation (EFE) system.
b) Exhaust Pipe
The exhaust pipe is a long pipe leading from the exhaust manifold to the muffler.
c) Catalytic converter
It is discussed under exhaust gas treatment.
d) Muffler
The exhaust gas emerges in a pulsating flow and therefore causes marked vibration in the
exhaust pipes and mufflers (silencers). The muffler, located between the catalytic converter and
the resonator or tail pipe, contains perforated pipes, baffles, and resonance chambers. Its purpose
is to reduce the pressure pulses and to quiet or muffle the noise of the exhaust. Without a
muffler, the exhaust gas pulsations would roar very loudly.

Figure 2-30 Muffler silencing operation

e) Resonator
It is used to further muffle the noise of the exhaust gases. It is also called secondary muffler.
f) Tail Pipe

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 The tail pipe is a pipe that carries the exhaust gases from the muffler to the rear of the vehicle.
This pipe may be a separate unit or an integral part of the muffler when the muffler is located
near the rear of the vehicle.
All the elements in the exhaust system are very carefully matched together and must therefore
not be altered individually. There is a possibility of the vehicles official documents being
rendered invalid if the exhaust system is modified.
B. Treating the exhaust gas

Treating the exhaust gas means that some 'cleaning' of the exhaust gas occurs. It takes place after
the exhaust gas leaves the engine cylinders and before it exits the tail pipe and enters the
atmosphere. This reduces the amount of HC, CO and NOx content in the exhaust gas. The
exhaust gas is treated in two different ways. One is by injecting the fresh air into the exhaust
system. The other is by sending the exhaust gas through a catalytic converter.
1. Air-Injection (AI) & Air-Suction (AS) Systems
In this method, fresh air is supplied to the exhaust manifold by an air injection pump. So that it
provides additional oxygen to burn HC and CO coming out of the cylinders.

Figure 2-31 Air-Injection (AI) & Air-

Suction (AS) System
2. Air-Aspirator (or) Air-Suction System
Some engines equipped with a catalytic converter
use an air-aspirator system to deliver fresh air to the
exhaust system. An air-aspirated valve is located in
the tube between the air cleaner and the exhaust
manifold or catalytic converter.
The aspirator valve opened and closed by the
pressure in the exhaust system. The slight vacuum in
the exhaust manifolds at idle and slow running
causes the value to open, admitting air from the air

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Author/Copyright Figure 2-32 Air-Aspirator (or) Air-Suction
Assemblies
System
September, 2022
 cleaner to the exhaust system. The oxygen in the air helps to burn any HC or CO in the exhaust
gas.

3. Catalytic Converter
Catalytic converters provide another way to treat the exhaust gas. These devices located in the
exhaust system, convert harmful gases into harmless gases. Inside the catalytic converter, the
exhaust gases Passover a catalyst. A catalyst is a material that causes a chemical reaction. In
effect, the catalyst encourages chemicals to react with each other. The metals such as platinum
and palladium are act as oxidizing catalysts and rhodium as reducing catalysts.

Figure 2-33 Catalytic Converter

There are three general categories of catalytic converters. These are oxidizing, reducing, and
three way. The oxidizing converter handles HC and CO, using platinum or palladium as the
catalysts. The reducing converter handles NOx using metal rhodium. It splits oxygen from the
nitrogen. The NOx becomes harmless nitrogen (N2) and oxygen (O).
A dual bed catalytic converter has two pellet beds, one over the other. An air chamber separates
the two. The upper bed contains pellets coated with a three-way catalyst. This
catalyst mainly reduces NOx to nitrogen and oxygen, but it also oxidizes HC and CO.

The lower bed serves as a two-way catalyst. It further oxidizes the remaining HC and CO. When
the engine warms up, secondary air from the air pump feeds into the air chamber separating the
beds. The air helps the oxidizing catalyst convert the HC and CO into carbon dioxide and water.
A similar action takes place in the three-way honeycomb catalytic converter.

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Figure 2-34 Two way catalytic convertor Figure 2-35 Three way catalytic converter
 C. Exhaust System Service

Exhaust system components are subject to physical and chemical damage. Any physical damage
to an exhaust system part that causes a partially restricted or blocked exhaust system usually
results in loss of power or backfire 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 in the exhaust system caused by either physical or chemical (rust) damage could result in
illness, asphyxiation, or even death.
a) Exhaust System Inspection
Most parts 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 asthe car moves. All inspections should include listening for abnormal noises. The
inspection should also include a careful look at the system while the vehicle is raised on a hoist.
Before beginning work on the system, be sure that it is cool to the touch. Some technicians
disconnect the battery ground to avoid short-circuiting the electrical system.
b) Exhaust Restriction
Test Often leaks and rattles are the only things 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 sound of the exhaust can indicate a restriction. Although this is not the most
effective way to determine if thereis a restriction, it is a good start.
Checking the pressure built up in the exhaust is the best way to determine if the system is
blocked. This is done by installing a pressure gauge in the O2S bore in the exhaust pipe. At idle,
the gauge should read less than 1.5 psi (10 kPa) and should be less than 2.5 psi (17 kPa) at 2,500
rpm. Some technicians check for a restricted exhaust with a vacuum gauge. With the gauge
connected to the intake manifold, the engine’s speed is raised and held. The vacuum reading
should rise and either hold there or increase slightly. If the vacuum decreases, there is an exhaust
restriction.
c) Exhaust Leaks
Exhaust leaks are often identified by sound, although very small leaks can be difficult to
locate. One of the most effective ways to identify the source of a leak in the system is the use of
a smokemachine. When smoke is introduced to the exhaust system, a trace of smoke will identify
the source of the leak.

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 d) Exhaust Manifold Servicing
an exhaust manifold will warp because of excess heat. A straightedge and feeler gauge can be
used tocheck 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 alarge puddle and cold water splashes on the manifold’s hot surface. If the
manifold is warped beyondmanufacturer’s specifications or is cracked, it must be replaced.
e) Replacing Leaking Gaskets and Seals
The most likely spot to find leaking gaskets and seals is between the exhaust manifold and the
exhaust pipe Most often exhaust bolts are quite rusted and can be difficult to loosen. This is why
it is wise to soak the bolts and nuts with penetrating fluid before attempting to disassemble the
system.. To replace an exhaust manifold gasket, follow the torque sequence in reverse to loosen
each bolt. Repeat the process to remove the bolts. Doing this minimizes the chance that
components will warp. Inspect the manifold for irregularities that might cause leaks, such as,
scratches, or cracks.
Replace it if it is cracked or badly warped. Then during Install the bolts or nuts finger-tight.
Tighten themin three steps—one-half, three-quarters, and full torque. Always follow the
specifications given for thatengine. Normally the nuts should be tightened in a particular
sequence. This sequence typically beginsat the center and continues outward in an X pattern.
f) Replacing Exhaust Pipes
In most cases, the exhaust system is replaced as a unit. Doing this ensures a proper fit and saves
much time. However, there are times when only a section or component needs to bereplaced.
When doing this take care not to damage any surrounding parts. To replace an exhaust
pipe,support the converter to keep it from falling and remove the O2S. Remove any hangers or
clamps holding the exhaust pipe to the frame. Unbolt the flange holding the exhaust pipe to the
exhaust manifold.
Disconnect the pipe from the converter and pull the front exhaust pipe loose and remove it. If the
pipe issealed with a gasket, replace it when installing the new pipe.
2.5.4 Fuel system
Automobile engines mostly use two types of fuels gasoline and diesel fuel. These fuels must
reach to the engine cylinders and be ignited. Three basic types of fuel systems are used in
automobile engines
1. Gasoline fuel systems (carburetor and gasoline fuel injection)
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 2. Diesel fuel system

A. Gasoline fuel systems

Gasoline is a hydrocarbon (abbreviated HC), made up largely of hydrogen and carbon

compounds. In +8-3 there is an explanation of what happens in the engine when gasoline is
burned.
In this system, the carburetor is replaced by a toe body whose only purpose is to control the
amount of air entering the intake manifold. Most fuel-injection systems include a fuel pump, fuel
lines, an electronic control unit, and one or more fuel-injection valves. The injection valve is a
nozzle with a small hole through which fuel is sprayed on a signal from the electronic control
unit.
1.1 Components
The carbureted fuel system consists of the fuel tank, fuel pump, fuel filter, carburetor, intake
manifold, and fuel lines. The fuel lines are tubes connecting the tank, fuel pump, and carburetor.
Most of these components are the same in both the carbureted and the fuel-injection systems.
Each component is described in following sections.
B. Fuel tank
The fuel tank is normally located at the rear of the vehicle. It is usually made of sheet metal or
plastic. It is attached to the frame or body. The filler opening of the tank 'is closed by a cap. The
fuel line is attached to a pickup tube which is usually part of the tank fuel-gauge assembly. In
most tanks, there is a strainer on the end of the fuel-pickup tube. Fuel tanks in older cars have a
vent pipe to allow air to escape when the tank is being filled.
Vaporized fuel (HC) escaping from the fuel tank through the
vent pipe contributes to air pollution. Therefore, cars
manufactured since 1970 have been equipped with an
evaporative emission control system. In this system, the fuel-
tank vent is connected to a charcoal canister. It holds the
vapor and prevents its escape into the air. Figure 2-36 Fuel tank

C. Fuel Filters And Screens

Fuel Systems have filters and screens to prevent dirt in the fuel
from entering the fuel pump or carburetor. Dirt could prevent
normal operation of these units and because poor engine

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 performance, filters may be a separate unit connected into the fuel line between the tank and the
fuel pump, or between the fuel pump and the carburetor, or in or on the carburetor itself.
Figure 2-37 Fuel Filters and Screens

D. Fuel gauge
There are two types of fuel gauges, magnetic and thermostatic. Each of these gauges has a tank
unit and an instrument panel unit.
iii. Magnetic: - The tank unit in this fuel gauge contains a sliding contact. The contact slides
back and forth on a resistor as the float moves up and down in the fuel tank. This change
the amount of electric resistance the tank unit offers. As the tank empties, the float drops
and the sliding contact moves to reduce the resistance. The instrument panel unit contains
two coils. When the ignition switch is turned on, current from the battery flows through
the two coils. This produces a magnetic field that acts on the armature, to which the
pointer is attached.
E. Thermostatic: - It has a fuel-tank unit much like the magnetic system. The tank unit
has a float and a sliding contact that moves on a resistor. Current flows from the
battery through the, resistance in the tank unit. When the fuel is low in the tank, most
of the resistance is in the circuit. Very little current can flow. When the tank is filled,
the float moves up, and the sliding contact cuts most of the resistance out of the
circuit. Now more current flows. As it flows through the heater coil in the fuel gauge,
the current heats the thermostat.
F. Fuel Lines and Hoses
Fuel lines and hoses carry fuel from the tank to the engine. The main fuel line allows the fuel
pump to draw fuel out of the tank. The fuel is pulled through this line to the pump and then to
the carburetor, or metering section of the injection system.
G. Air Cleaner
The fuel system mixes air and fuel to produce a combustible mixture. A large volume of air
passes through the carburetor or fuel injection system and engine. Air always contains a lot
of floating dust and grit. The dust and grit could cause serious damage if they entered the

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 engine. To prevent this, an air cleaner is mounted at the air entrance of the carburetor or fuel
injection system. The two types of cleaners currently used are the wet and dry types.

Figure 2-38 Dry type air cleaner H. Figure 2-39 Wet type air cleaner

Gasoline fuel pumps

Gasoline fuel pump is a device, which delivers fuel from the tank to the carburetor. Fuel
pumps are generally of two types: Mechanical and Electrical pumps.
A. Mechanical fuel pump
Four stroke spark ignition engines are in most
cases equipped with a mechanical diaphragm
type pump. The main distinction between the
various types of diaphragm pump is the drive
principle: they can be operated by a cam and
lever, by levers from pushrod or by a plunger.
The pump, figure 1 consists of a spring laded
flexible diaphragm, usually made from
laminated synthetic rubber and nylon fabric,
Figure 2-40 Mechanical fuel pump
sandwiched between an upper valve- chamber
housing and a lower pull-rod housing which is attached to the engine. Built into the upper
chamber there are pair of inlet and outlet valves.
B. Electrical fuel pumps
Electrical fuel pumps have certain advantages over
mechanical fuel pumps. Fuel is at the carburetor as soon as
the ignition switch is turned on. The pump can deliver
more fuel than the engine will require even under
maximum operating conditions. Thus, the engine will
never be fuel – starved. They are, therefore, used in many
high performance and heavy- duty application.
There are various types of electric fuel pumps. One of the
Figure 2-41 Electrical fuel pumps
latest types is mounted in the fuel tank. It contains an

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 impeller driven by an electric motor. This pushes fuel through the fuel line to the carburetor.
Other types are mounted in the engine compartment.
1.2 Carburetor terminologies
A. Carburetion
Carburetion is the mixing of the gasoline fuel with air to get a combustible mixture. The
function of the carburetor is to supply a combustible mixture of varying degrees of richness
to suit engine operating connections. The mixture must be rich (have a higher percentage of
fuel) for starting, acceleration, and high-speed operation. A less rich (leaner) mixture is
desirable at intermediate speed with a warm engine. The carburetor has several systems
through which .air-fuel mixture II flows during different operating conditions. These systems
produce the varying mixtures required for the different operating conditions.
B. Vaporization
When a liquid changes to a vapor, it is said to evaporate. Water placed in an open pan will
evaporate. The water changes from a liquid to a vapor, Wet clothes hung on a line dry: the
water in the clothes turns to vapor. When the clothes are spread out, they dry more rapidly
than when they are bunched together. This illustrates an important fact about evaporation.
The greater the surface exposed, the more rapidly evaporation takes place. Water in a tall
glass takes longer to evaporate than water in a shallow pan. Much more area is exposed in the
pan
C. Atomization
To produce very quick vaporization of the liquid gasoline, it is sprayed into the air passing
through the carburetor. Spraying the liquid turns into many fine droplets. This effect is called
atomization because the liquid is broken up into small droplets (but not actually into atoms,
as the name implies). Each droplet is exposed to air on all sides so that it vaporizes very
quickly. Therefore, during normal running of the engine, the fuel sprayed into the air passing
through the carburetor turns to vapor.
D. Venturi Effect
The engine is, in a sense, a vacuum pump. As the pistons move down on the intake strokes, a
partial vacuum is produced in the cylinders. A partial vacuum is any pressure less than
atmospheric pressure. Atmospheric pressure pushes air, or air-fuel mixture, into the cylinders
to fill the vacuum.
As the air flows toward the engine cylinders, it must first pass through the carburetor. A
venturi is located in the air passage through the carburetor. As the air flows through the

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 venturi, a partial vacuum is produced in it. The venturi restricts the flow of air so that the air
pressure in the venturi is reduced. The air particles before the venturi are at atmospheric
pressure (normal air pressure) But as they move through the venturi, they speed up and
spread out (pressure drops, or a partial vacuum develops).
The fuel nozzle is located in the venturi. Atmospheric pressure is pushing down on the fuel in
the float bowl. Since there is a partial vacuum around the venturi end of the fuel nozzle (the
pressure is lower), atmospheric pressure pushes fuel up through the nozzle and into the air
flowing through the venturi. The fuel sprays out, or atomizes, and quickly turns to vapor.

E. Throttle Valve action

The throttle valve is a round disk below the venturi and fuel nozzle in the carburetor. The air
horn is the round cylinder through which air flows on its way to the engine cylinders. The air
picks up a change of fuel vapor while passing through the venturi. The throttle valve can be
tilted more or less to allow more or less air-fuel mixture to flow through. More air flowing
through the venturi increases the venturi vacuum. This causes more fuel to flow from the
nozzle. If the throttle valve is tilted toward the closed position less air will flow. The vacuum
in. the venturi will be less. Therefore less fuel will discharge into the passing air.
F. Air-fuel-ratio requirements
The fuel system must vary the air-fuel ratio to suit different operating requirements. The
mixture must be rich (have a high proportion of fuel) for starting. It must be leaner (have a
lower proportion of fuel for part-throttle medium-speed operation. Ratios, and the speeds at
which they are obtained, vary with different cars. In the example shown in, a rich mixture of
about 9:1 '(9 pounds [4 kg] of air for each pound [0.45 kg] of fuel) is supplied for starting.
Then, during idle, the mixture leans out to about 12:1. At medium speeds, the mixture further
leans out to about 15:1 or leaner. Some engines run on mixtures as lean as 20:1. But at higher
speeds, with a wide-open throttle, the mixture is enriched to about 13:1. Opening the throttle
for acceleration at any speed causes a momentary enrichment of the mixture.
.The following sections describe the various systems in carburetors that supply the air-fuel
mixture required for different operating conditions.
In many late-model cars, the air-fuel 'ratio is controlled electronically. The electronic control
systems are explained in the chapter on emission controls.
1.3 Carburetor Systems
The systems (or circuits as they are sometimes called) in the carburetor are

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 1. The float system
This system maintains a steady working supply of
gasoline at a constant level in the carburetor. This
action is critical to the proper operation of the
carburetor. Since the carburetor uses differences in
pressure to force fuel into the air horn. The float
system keeps the fuel pump from forcing too much
gasoline into the carburetor bowl.
The basic parts of the float system are the fuel Figure 2-42Float system
bowl, the float, the needle valve, the needle seat, the bowl vent.
2. Idle system ( no load operation)
The throttle valve is closed during engine idling. Therefore, the vacuum in the intake manifold
(below the throttle valve) is high. The vacuum in the intake manifold decreases as the throttle
opens. The vacuum in the intake manifold draws the air-fuel mixture via the idle port.The
amount of air –fuel mixture is controlled by an idle-mixture screw.

Figure 2-43 Idle system

3. Off idle system (low speed operation)

The off idle, also known as the part throttle, feeds more fuel into the air horn when the throttle
plate is partially open. Air – fuel mixture is drawn from both the idle and low speed ports. It is
an extension of the idle system. It functions above approximately 800 rpm or 20 mph. Without
the off idle system, the fuel mixture would become too lean slightly above idle. The idle system
alone is not capable of supplying enough fuel to the air stream passing through the carburetor.

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 4. Acceleration system
The carburetor acceleration system, like the off idle
system, provides extra fuel when changing from the
idle system to the high-speed system.

The acceleration system squirts a stream of fuel into

the air horn when the fuel pedal is pressed and the
throttle plates swing open. Without the acceleration
system, too much air would rush into the engine, as
the throttle quickly opened.
Figure 2-44 Acceleration system

The mixture would become too lean for combustion and the engine would stall or hesitate. The
acceleration system prevents a lean air-fuel mixture from upsetting a smooth increase in engine
speed.

5. High-Speed System (Main metering system)

The, high-speed system, also called the main
metering system, supplies the engine air-fuel
mixture at normal cruising speeds. As the
throttle valve opens further, the vacuum near
the throttle valve decreases, and the flow from
the idle and low speed ports stop.

The fuel is now supplied from the main

nozzle. As the throttle valve opens
wider, air flow, venture throat vacuum,
fuel flow. Figure 2-45 High-Speed System

6. Full-Power System
The full-power system provides a
means of enriching the fuel mixture for
high-speed, high-power conditions.

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 This system operates, for example, when the driver presses the fuel pedal to pass another vehicle
or to climb a steep hill.

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

7. Choke System
With the carburetor and engine cold, only part of the fuel evaporates. Same fuel condenses on the
cold intake manifold walls Extra fuel is needed so enough will vaporize to produce a
Figure 2-46 Full-Power System
combustible mixture.

To start a cold engine, the carburetor

must deliver a very rich mixture. The
choke valve produces the required fuel
enrichment during engine cold start.

1.4 Carburetor accessories

There are several devices used on
carburetors to improve drivability and
economy. These devices are as follows:
the fast idle solenoid, the throttle return
dashpot, the hot idle compensator, and the
altitude compensator. Their applications
vary from vehicle to vehicle.

 Fast Idle Solenoid Figure 2-47 Choke system

A fast idle solenoid, also known as an anti-dieseling solenoid, opens the carburetor throttle plates
during engine operation but allows the throttle plates to close as soon as the engine is turned off.
In this way, a faster idle speed can be used while still avoiding dieseling (engine keeps running
even though the ignition key is turned off). This is a particular problem with newer emission
controlled vehicles due to higher operating temperatures, higher idle speeds, leaner fuel
mixtures, and lower octane fuel.

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Figure 2-48 Anti dieseling solenoid operation
 Figure 2-49 Throttle return dashpot

Throttle Return Dashpot

The throttle return dashpot, also known as an anti-stall dashpot, acts as a damper to keep the
throttle from closing too quickly when the accelerator pedal is suddenly released. It is commonly
used on carburetors for automatic transmission equipped vehicles. Without the throttle return
dashpot, the engine could stall when the engine quickly returned to idle. The drag of the
automatic 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 into the diaphragm housing to prevent rapid movement of the dashpot plunger and
diaphragm. Air must bleed out of the hole slowly.

When the vehicle is traveling down the road (throttle plates open), the spring pushes the dashpot
plunger forward. When the engine returns to idle, the throttle lever strikes the extended dashpot
plunger, and air leaks out of the throttle return dashpot, returning the engine slowly to curb idle.
This action gives the automatic transmission enough time to disconnect (torque converter
releases) from the engine without the engine stalling.

Hot Idle Compensator

A hot idle compensator (figure 3.38) is a thermostatically controlled device that prevents engine
stalling or a rough idle under high engine temperatures. The temperature sensitive valve admits
extra air into the engine to increase idle speed and smoothness.

At normal engine temperatures, the hot-idle compensator valve

remains closed, and the engine idles normally. When temperatures
are high (prolonged idling periods, for example), fuel vapors can
enter the air horn and enrich the air-fuel mixture. The hot idle
compensator opens to allow extra air to enter the intake manifold.
This action compensates for the extra fuel vapors and corrects the
air-fuel mixture. Figure 2-50 Hot Idle Compensator

Altitude Compensator

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 An altitude compensator is used to change the air-fuel mixture in the carburetor with changes in
the vehicle height above sea level. Normally the compensator is an aneroid device (bellows
device that expands and contracts with changes in atmospheric pressure).

As a vehicle is driven up a mountain, the density of the air decreases. This condition 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.

B. Diesel-Engine Fuel Systems

The automotive diesel-engine fuel system uses injection nozzles or injectors similar to the fuel
injectors in gasoline fuel-injection systems. The gasoline injectors are solenoid operated. When
high pressure is applied, they open and spray fuel. The diesel fuel system must:

1. Deliver the right amount of fuel to meet the operating requirements.

2. Time the opening of the injection nozzles so the fuel enters the engine cylinders at the proper
instant. As engine speed increases, fuel injection must start earlier. This gives the fuel enough
time to burn and produce pressure on the pistons. Without the advance, the pistons would be
over TDC and moving down before the fuel fully ignites. This wastes fuel and power.
3. Deliver the fuel to the cylinders under high pressure. Injection pressure must be high enough
to overcome the high compression pressure in the diesel engine. At the end of the
compression stroke, compression pressure may be 500 psi [3447 kPa] or higher.
i. Constructions and operation
The fuel delivery system has the important role of delivering fuel to the fuel injection system. The
fuel must also be delivered in the right quantities and at the right pressure. The fuel must also be
clean when it is delivered.

A typical fuel delivery system includes a fuel tank, fuel lines, fuel filters, and a pump. The system
works by using a pump to draw fuel from the fuel tank and passing it under pressure through fuel
lines and filters to the fuel injection system. The filter removes dirt and other harmful impurities
from the fuel. A fuel line pressure regulator maintains a constant high fuel pressure. This pressure
generates the spraying force needed to inject the fuel. Excess fuel not required by the engine
returns to the fuel tank through a fuel return line.

 Fuel tank

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 The fuel tank on commercial vehicles is often made of aluminum or plastic for reasons of weight.
It must be corrosion resistant and remain tight at double its operating pressure (legally specified
minimum value = 0.3 bar overpressure). Larger tanks often incorporate baffle plates to prevent
the fuel from being displaced excessively when cornering, braking and moving away. The drain
plug is positioned at the lowest point in the tank.

 Fuel lines
Steel pipes or plastic fuel lines are used on the diesel engines of commercial vehicles.

 Fuel supply pump

The fuel supply pump transfers the
fuel from the tank to the injection pump.
On the inline injection pumps often used
on commercial vehicles, the fuel supply
pump is a piston-type pump. It is flanged
onto the injection pump and usually
equipped with a hand-operated pump for
venting the fuel system. Its task is to
deliver the fuel to the injection pump at a
Figure 2-51 Supply pump
pressure of approx. 1 - 2.5 bar. The
supply pump is driven by a cam located on the injection pumps camshaft. The higher the pressure
in the supply line, the less fuel is pumped. This is known as flexible delivery. Distributor pumps
have integral supply pumps which take the form of vane pumps or separate diaphragm pumps.

 Fuel filter
For optimum operation and service life of the
diesel fuel injection system, it is essential that
the diesel fuel be carefully filtered. The
components of the injection pump and the
injectors themselves are manufactured to a
precision of a few thousandths of a millimeter.
Fuel filters must filter out impurities of even this
small size if the efficiency of the fuel injection

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Figure 2-52 Fuel filter Version -1
Author/Copyright Assemblies September, 2022
 system is not to be impaired. The consequences of poorer fuel quality as a result of contaminated
filters are:

 Poorer combustion,
 Poor starting behavior,
 Low engine output,
 Lumpy idling,
 High fuel consumption.
The filter element must be changed at the specified interval (approx. 30,000 km).

 Fuel injection system

Depending on the diesel combustion method used, the fuel must be injected into the combustion
chamber at a pressure of between 350 and 1600 bar. The fuel must in addition be metered with
extreme accuracy.

The principal defining characteristics of a modern commercial-vehicle diesel engine are its fuel
consumption, pollutant emissions and noise emissions. For these parameters to be ideally
matched, the start of delivery has to take place with an accuracy of approx. +-1 °CS. Important
criteria for the fuel injection processes are:

 Timing and duration of fuel injection,

 Fuel distribution in the combustion chamber,
 Timing of start of combustion,
 Amount of fuel metered per °CS,
 Overall amount of fuel metered.
 Inline injection pumps

Inline injection pumps have a separate camshaft and one pump element per engine cylinder. The
stroke of the pistons always remains the
same. The pump rate is regulated via
metering ramps. The fuel is pumped
through a separate high-pressure line to
the corresponding injector for each

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Figure 2-53 Operating principle of the lifting-slide inline injection 2022
September,
pump & mechanical in line pump
 cylinder of the engine. The injection pumps camshaft, driven by the engine, controls the injection
processes in the individual injectors.

A mechanical injection timing device adjusts the start of delivery according to engine speed, as
necessary. It rotates the camshaft in relation to the engine crankshaft, thus displacing the start of
delivery. The inline injection pump is connected up to the engine oil circuit for lubrication of the
moving pump components.

 Distributor-type pumps
Unlike the inline injection pump, the distributor-type pump has only one pump element with one
piston for all cylinders. The piston operates as many strokes as there are cylinders for every
revolution of the crankshaft. The simultaneous movement of the piston during the stroke
distributes the fuel to the various inlets and pumps it to the corresponding injectors.

A mechanical speed governor and a hydraulic injection timing device are integrated into the
distributor pumps housing. Distributor-type pumps are used on high speed passenger-car and
commercial vehicle diesel engines with an output per cylinder of up to 25 kW. The injection
pressure is approximately 700 bars. Distributor type pumps with electronic control are capable of
injection pressures as high as 1400 bar.

Fuel injectors:
Fuel injectors should be removed and taken to a qualified diesel engine repair center to be tested
for leakage and spray pattern, if poor engine performance such as loss of power, rough or uneven
running, sudden notice of dark exhaust, or engine becomes hard to start.

Removing injectors:
1. Clean the area around the injectors before
removing.
2. Loosen nuts holding fuel lines to injector pump
and injector nozzle and remove fuel lines.
3. Loosen nuts on return line adapters and remove
adapters.
4. Loosen injectors and remove injectors.
Replacing injectors:

1. Check to be sure contacts surfaces and area

around injectors is clean.

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Figure 2-54 Sectional view of injector
 2. Replace injectors in the same cylinder from which they were removed.
3. Torque required to properly seat the injectors will be between 43 and 58 ft./lbs.
4. Replace fuel return lines and secure nuts.
5. Replace all fuel lines and secure all nuts.
6. After all injectors, fuel lines and hoses have been replaced and are secured, the fuel system
will have to be bled.
The fuel injection pump has been set at the factory and should need no adjustment. Any apparent
problem with the pump should be referred to a qualified diesel mechanic or to a Universal Diesel
dealer as advised.

Bleeding Diesel fuel system

It will be necessary to bleed the fuel system to achieve a steady air free flow of fuel if any of
the following have occurred.
1. Running out of fuel.
2. If fuel shut off valve is left closed and engine runs out of fuel.
3. Replacing fuel filter.
4. Fuel injector nozzle or injector pump repair.
5. After repairing or replacing any fuel line.
6. Before putting engine back into service in the spring, if fuel system has been drained.
7. Replacement of electric or mechanical fuel pump.
8. Any time air is permitted to enter the fuel system.
Bleeding procedure:

Be sure to have some means available to catch or absorb any fuel escaping during the bleeding
process so that it will not accumulate in the engine compartment or bilge.

1. be sure there is a sufficient supply of fuel in the fuel tank.

2. Open the fuel shut-off valve at the tank.

3. Start the electric fuel pump by turning the ignition key to the "ON" position on models 18,
20, 25, 30, 50, all models after 1986.

4. Model 15 has a mechanical fuel pump. Therefore with decompression on, turn engine over
with starter. Crank at 10 second intervals while doing steps #5 and 7.

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 5. Slowly loosen the air bleed plug on the fuel filter, letting air escape until an air free flow of
fuel is evident. (1986 models see item 7).

6. At this time, tighten the air bleed plug on the filter.

7. Slowly loosen the air bleed plug on the injector pump, letting air escape until an air free flow
of fuel is evident. Units with a self-bleed return valve open for a short period then start engine, as
soon as engine runs smooth close valve. Model-12 has continuous fuel bleeding.

8. At this time, tighten the air bleed plug or knurled knob on the injector pump.

9. The fuel system should now be properly bled and ready for operation. Refer to starting
instructions before attempting to start the engine after bleeding the fuel system.

CAUTION: Excessive cranking with seal cock valve open can cause water accumulation in
the muffler and possibly back up into the engine. Drain muffler as needed.

Injection timing
a) Timing device
1. A large percentage of fuel injection pumps have timing devices incorporated in them.
Varying the time when fuel injection begins will improve diesel engine performance and
fuel economy, for the same reason that varying spark timing will improve the performance
of a gasoline engine.
2. The timing device usually consists of an aluminum casting with mounting flanges at both
ends. A bore in the housing guides and supports the spider assembly. A timing opening,
with a cover, is located in the top of the housing and is used to observe the position of the
timing pointer in relation to the timing mark on the timing device hub during injection
pump timing procedures.
3. The timing device hub, with external left-hand helical splines for engaging the internal
helical splines of the sliding gear, has a tapered bore and keyway. The hub is secured to
the camshaft extension by a woodruff key, nut, and setscrew. The hub is usually counter
bored to receive the timing device springs. The springs oppose the fly weight forces of the
weight and spider assembly.
4. The weight and spider assembly has external right-hand helical splines which mesh with
the internal helical splines of the sliding gear. The splined end is machined to receive the
end play spacer. Three flyweights are pinned to a flange adjacent to the splines. The

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 weight and spider thrust plate, located between the flange and the timing device housing,
carries the back thrust of the flyweights and prevents housing wear.
5. The sliding gear has internal left-hand helical splines at one end and internal right hand
helical splines at the other, and meshes with the external splines of both the weight and
spider assembly and the timing device hub. Correct assembly of the spline train is ensured
by a wide land on both the hub and weight and the spider assembly. The sliding gear has a
missing tooth on each set of internal splines to receive the wide lands.

Operation:
1. As the engine rotates the weight and spider assembly, centrifugal force opens the
flyweights from their collapsed position against the force of the three timing device
springs.
2. As the flyweights swing out, the sliding gear is forced toward the timing device hub.
3. The longitudinal movement of the sliding gear on its helical spline causes a slight change in
the rotational relationship of the injection pump to the engine, causing injection to begin
slightly earlier in the power stroke.
Procedure:
1. Remove fuel lines from injector pump fittings on injector pump (Tool).
2. Pull the decompression lever so that it will remain in the decompression position.
3. Open throttle fully.
4. Energize the electric fuel pump and turn engine over with starter to ensure that fuel is
coming out of each injector pump opening. Have clean rags around opening to soak up
fuel.
5. Wipe off any fuel on injector pump body and the top of each injector opening.
6. Turn crankshaft over by hand, being careful not to damage spline on end of crankshaft.
Engine rotation will be clockwise. STOP IMMEDIATELY at the first sign of fuel
movement in the injector pump fuel fitting, for whichever injector pump is being checked.
(No. 1 injector pump is the closest to the V-belt end of the engine).
7. Remove the cover from flywheel timing mark inspection hold located inside of left engine
mount

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 8. Check alignment of mark on flywheel with the timing pointer on the wall of the inspection
hole. The 1-Fl mark on the flywheel represents fuel injection of No. 1 cylinder. 2-Fl
represents No. 2 cylinder, etc.
9. If timing pointer and the flywheel marking 1-Fl is aligned then No. 1 cylinder is properly
timed for fuel injection and should require no adjustment. The same will be true for No. 2,
No. 3 and No. 4 cylinders if the above steps are followed.
10. In order to determine if timing is off, or if the injection pump is faulty, it is necessary to
recheck the timing for each cylinder two or three times. If there are variations in
repeatability in the alignment of pointer and timing mark, a faulty fuel injector pump may
be suspected.
11. If timing marks repeat to same location but are off 3/16" or more above or below the
pointer, this indicates that the engine must be retimed.
12. If alignment of the timing mark is not within 3/16" above or below the pointer, the above
steps must be taken to time the engine. If the timing is found to be satisfactory, then
reconnect all fuel lines and fittings and tighten.

Self-check 2

1) If the cylinder head is defective, which of the following will leak into the cooling system?
A. air-fuel mixture B. fuel C. combustion gases D. exhaust
2) 2) Leakage of gases into the cooling system may form
A. oil sludge B. carbon deposits C. strong acids D. scales
3) The acids that form in the cooling system may corrode the
A. radiator B. temperature gauge C. thermostat D. water pumping
4) Combustion leaks in the valve areas can cause cracks in the
A. cylinder and piston B. valve seats and cylinder heads
C. crank shaft and camshaft D. oil pan and timing cover
5) Combustion leak in the valve area can be stopped by
A. replacing cylinder head gasket B. grinding the valve face and valve seat
C. replacing the piston ring D. none of the above
6) Which of the flowing oil contains that is located at the bottom of the engine.
A) Oil pan B) Oil c) Dip stick D) all
7) Which of the Metal mesh located at the oil inlet to remove large dust particles.
A) Sump B) Oil c) Oil strainer D) All
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 8) Pumps oil that has accumulated in the oil pan to the various areas of the engine.
A) Oil filter B) Oil pressure switch c) Dip stick (Level gauge) D) Oil pump
9) ___________, located between the catalytic converter and the resonator or tail pipe, contains
perforated pipes, baffles, and resonance chambers.
A) Muffler B) Exhaust manifold C) catalytic converter
10)______________is a long pipe leading from the exhaust manifold to the muffler.
A) Muffler B) Exhaust pipe c) Tail pipe D) All

Operation sheet-1
Title:Removing and Disassemble Cooling system
Objectives: Given an engine, ultraviolet light, special dye, paper and pencil and clean rags, you
will perform leak test, record, analyze results and prescribe action.

Instructions:

1. Prepare tools/equipment needed.

2. Wear protective clothing and goggles.

3. Add the specified amount of special dye to the coolant.

4. With the heater on, run the engine until the upper radiator tank hose is warm.

5. Aim the ultraviolet light at the suspected heating area. (Note: the dye in the coolant will cause
any leaking coolant to glow bright green)

6. Identify and record the part of the engine where the leakage occurs.

7. Analyze if the leakage is caused by worn-out gaskets, broken parts, loose fasteners, etc.

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 8. Indicate preferred corrective actions. (Note: For the data in numbers 4,5 and 6, use the
attached worksheet

Operation sheet-2
Title:Removing and Disassemble Lubrication system
Objectives: Given an engine, ultraviolet light, special dye, paper and pencil and clean rags, you
will perform leak test, record, analyze results and prescribe action.

Instructions:

1. Start engine in a well-ventilated area and allow it to reach normal operating temperature. Shut
off the engine.

2. Safely raise vehicle on a hoist or support vehicle on jack stands.

SAFETY CAUTION: When hot, exhaust system parts, can cause severe burns. Avoid touching
exhaust system parts. In addition, drain plugs and oil are hot enough to cause pain and minor
burns. Use a shop towel to hold the drain plug as it is unscrewed, and avoid getting oil on
yourself during draining.

3. Loosen drain plug with a wrench. Do not unscrew plug.

4. Position an oil catch pan under oil pan drain pug.

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 5. Unscrew and remove drain plug by hand. Allow hot oil to drain into the catch pan for at least
five minutes.

6. Clean drain plug and mounting hole with a shop towel. Thread plug in by hand, and then
tighten as recommended by vehicle manufacturer.

7. Position oil catch pan under oil filter.

8. Loosen oil filter with an oil filter wrench. Unscrew filter by hand and place in catch pan to
drain. Clean oil filter mounting surface with a shop towel.

10. Rub a few drops of new engine oil onto rubber gasket of oil filter.

11. Screw filter on by hand. After rubber gasket contacts mounting surface, turn filter an
additional ¾ to 1 full turn by hand.

12. Lower vehicle and add correct amount of new engine oil. Start engine and watch oil
pressure warning light or gauge until normal pressure is indicated. Check for leaks around filter
and drain plug. Shut off engine.

13. Wait five minutes, then check engine oil dipstick for proper oil level.

Operation sheet-3
Title:Bleeding the Fuel System
Objectives: Given an engine, ultraviolet light, special dye, paper and pencil and clean rags, you
will perform leak test, record, analyze results and prescribe action.
Instructions
It will be necessary to bleed the fuel system to achieve a steady air free flow of fuel if any of the
following have occurred.
1. Running out of fuel.
2. If fuel shut off valve is left closed and engine runs out of fuel.
3. Replacing fuel filter.
4. Fuel injector nozzle or injector pump repair.
5. After repairing or replacing any fuel line.
6. Before putting engine back into service in the spring, if fuel system has been drained.
7. Replacement of electric or mechanical fuel pump.
8. Any time air is permitted to enter the fuel system.
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 9) Be sure there is a sufficient supply of fuel in the fuel tank.
10. Open the fuel shut-off valve at the tank.
11. Start the electric fuel pump by turning the ignition key to the "ON"
12. Model 15 has a mechanical fuel pump. Therefore with decompression on, turn engine over
with starter. Crank at 10 second intervals while doing steps #5 and 7.
13. Slowly loosen the air bleed plug on the fuel filter, letting air escape until an air free flow of
fuel is evident.
14. At this time, tighten the air bleed plug on the filter.
15. Slowly loosen the air bleed plug on the injector pump, letting air escape until an air free flow
of fuel is evident. Units with a self-bleed return valve, open for a short period then start engine,
as soon as engine runs smooth close valve. Model-12 has continuous fuel bleeding.
16. At this time, tighten the air bleed plug or knurled knob on the injector pump.
17. The fuel system should now be properly bled and ready for operation.
Refer to starting instructions before attempting to start the engine after bleeding the fuel system

Operation sheet-4
Title:Bleeding the Fuel System

Objectives: Given an engine, ultraviolet light, special dye, paper and pencil and clean rags, you
will perform leak test, record, analyze results and prescribe action.

Instructions

It will be necessary to bleed the fuel system to achieve a steady air free flow of
fuel if any of the following have occurred.

Testing Injector Nozzle

Before disassembling an injector an important step is to test it. The injector is
connected to the pressure line of the injector tester, and
tightened after the air is removed.
Perform the testes in the Following order:-
a. Opening pressure test
b. Leakage or valve-seat test
c. Back leakage test

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 d. Spray pattern test
Adjusting injection nozzle Opening Pressure
Testing Procedure:
a. Open the pressure gauge isolator after bleeding the system.
b. Operate the lever of the tester slowly until injection occurs.
c. Observe the pressure gauge and note highest reading just before injection pressure begins
to drop.
d. Compare the recorded opening pressure reading with manufacturer's specification. If the
actual pressure varies from the standard, the pre-tension of the pressure spring has to be
adjusted. This is done by the adjustment screw provided, or by adjusting shims of various
sizes. Adjusting Shims are usually available in sizes from 1.0 - 3.0mm thickness and in
steps of 0.05mm.
Checking injection nozzle back Leakage Test
After the leakage or valve-seat test, some manufacturers recommend to perform a back leakage
test.
Testing Procedure:
a. Open the pressure gauge isolator on the tester.
b. Slowly depress the operating lever until stated pressure is shown on gauge.
c. Release the operating lever and note the time taken for pressure to fall.
The time for the pressure drop can be influenced by: -
1. The fuel temperature
2. The viscosity of the test fluid used
3. The length of the pressure line used.
Results
Generally, a pressure drop from 150 to 100 bar (P  50 bar) within a time not less than 6
seconds (T6 second), using shelf fluid “C” and maintaining a test temperature approximately
100 up to 200c indicates a satisfactory injector.
A higher pressure drops than specified can be caused by: -
a. Loose fuel pipe connections
b. High temperatures, causing thinning of the test oil
c. Loose nozzle cap or nozzle holder retaining nut.
d. Dirty or damaged sealing surfaces of nozzle and/or nozzle holder, which allows fuel to
escape.
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 Checking injection nozzle Leakage or Valve-Seat
Testing Procedure:
a. Open the pressure gauge isolator and wipe injector tip dry.
b. Depress the operating level of the tester slowly until the
gauge indicates a pressure of about 10 to 20 bar below the
before- measured opening pressure.
c. Maintain this pressure for 10 seconds and observe the injector
tip.
Results
If no fuel drop occurs during this time, the needle-valve seat is in good condition. If there is any
evidence of fuel at the tip, the needle-valve seat is defective. The nozzle assembly should be
replaced or overhauled.
Checking injection nozzle Spray Pattern
Testing Procedure:
a. Close the pressure gauge isolator on the tester.
b. Move the opening lever at about 1 strokes/second and observe the spray jet. A nozzle in
good condition shows a thin and even cone-shaped jet of spray without distortion and fine
atomized fuel.
c. After this, gradually increase the lever movement to about 2 strokes per second.

Results
Now a characteristic "chattering or humming" sound should be noticed indicating a properly
working injector. This depends also very much on the test fluid used. If the injector does not
atomize the fuel completely, incomplete combustion, causing black smoke, a loss in engine
power and poor fuel economy, will result, Increased diesel knock, due to the longer delay period
that follows poor atomization, will also be evident.

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 LAP- Test

Instructions:
1. You are required to perform any of the following:
• how to identifying the cooling system components
• Performing diesel fuel system bleeding
• Check timing of diesel engine
• Find the suitable oil for refilling the fresh oil and

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 2. Unit Three: Replace/Reassemble System Assemblies

This unit to provide you the necessary information regarding the following content coverage and
topics:
 Carryout minor adjustments

 Assembling system components

 Conducting post-service/pre-delivery check

This guide will also assist you to attain the learning outcomes stated in the cover page.
Specifically, upon completion of this learning guide, you will be able to:
 Carry out minor adjustments

 Assemble system components

 Conduct post-service/pre-delivery check

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 2.1 Carrying out minor adjustments

Whenever you change an engine’s oil, you should also do a visual inspection of the different
systems under the hood, including the cooling system. Inspect all cooling system hoses for signs
of leakage and/or damage. Replace all hoses that are swollen, cracked, or show signs of leakage.
The radiator should also be checked for signs of leaks; if any are evident the radiator should be
repaired or replaced. Also, check the front of the radiator for any build-up of dirt and bugs. This
can restrict airflow through the radiator and should be removed by thorough cleaning.

The level and condition of the engine’s coolant should also be checked. Check the coolant’s level
at the coolant recovery tank. It should be between the “low” and “full” lines. If the level is too
low, more coolant should be added through the cap of the tank, not the radiator. Bring the level up
to the “full” line. Always use the correct type of coolant when topping off or replacing it. Look at
the color of the coolant when checking the level. It should be green, or perhaps orange, but it
should not look rusty or cloudy. If the coolant looks contaminated, the cooling system should be
flushed and new coolant put into the system.

3.1.1 Coolant Condition

A 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

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 coolant. When the squeeze bulb is squeezed 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 the
float indicates the freezing point of the coolant on a scale located on the reservoir housing.

3.1.2 Drive Belts

Drive belts have been used for many years. V-belts and V-ribbed (serpentine) belts are used to
drive water pumps, power steering pumps, air-conditioning compressors, generators, and
emission control pumps. Heat has adverse effects on drive belts and they tend to over cure due to
excessive heat. This causes the rubber to harden and crack. Excessive heat normally comes from
slippage. Slippage can be caused by improper belt tension or oily conditions. When there is
slippage, heat also travels through the drive pulley and down the shaft to the support bearing of
the component it is driving. These bearings may be damaged if the slippage is allowed to
continue.

V-belts ride in a matching groove in the engine’s pulleys. The angled sides of the belt contact the
inside of the pulleys’ grooves. This point of contact is where motion is transferred. As a V-belt
wears, it begins to ride deeper in the groove. This reduces its tension and promotes slippage.
Because this is a normal occurrence, periodic adjustment of belt tension is necessary.

Drive belts can be used to drive a single part or a combination of parts. An engine can have three
or more V-belts. 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.

A. Inspection Even the best drive belts last only an average of 4 years. That time can be
shortened by several things; most of these can be found by inspecting the belts. Check
the condition of all of the drive belts on the engine. Carefully look to see if they have
worn or glazed edges, tears, splits, and signs of oil soaking. If these conditions exist,
the belt should be replaced. Also inspect the grooves of the drive pulleys for rust, oil,
wear, and other damage. If a pulley is damaged, it should be replaced. Rust, dirt, and
oil should be cleaned off the pulley before installing a new belt.
Misalignment of the pulleys reduces the belt’s service life and brings about rapid
pulley wear, which causes thrown belts and noise. Undesirable 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.

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 B. Belt TensionA quick check of a belt’s tension can be made by locating the longest
span of the belt between two pulleys. With the engine off, press on the belt midway
through that distance. If the belt moves more than ½ inch per foot of free span, the belt
should be adjusted. Keep in mind that different belts require different tensions. The
belt’s tension should be checked with a belt tension gauge.

The tension should meet the manufacturer’s specifications. Many engines are now equipped with
a ribbed v-belt, which has an automatic tensioning pulley; therefore, a tension adjustment is not
required.

Using service information proper belt tightening procedures and specifications are given in the
specification section of most service manuals.

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Figure 3-55 checking Belt
 2.2 Assembling system components
Connect the injector nozzle leak off pipe assembly
Connect the cooling system
Connect the exhaust pipe
Connect the injector nozzle leak off pipe assembly
Connect the fuel pipes from the fuel injection pump outlet and inlet to filter
Connect fuel pipe from fuel lift pump outlet to fuel filter. Remove fuel filter
Connect high pressure fuel pipes and nozzles
Connect fuel pipe and electrical lead at the thermostat.
Connect air filter and / or connecting hose
Connect induction and exhaust manifold
Connect the cooling system
Connect fuel pipe and electrical lead at the thermostat.
Remove air filter and / or connecting hose
Remove induction and exhaust manifolds

2.3 Conducting post-service/pre-delivery check

3.3.1 Document result with evidence

Documentation provides valuable descriptions of an organization’s development, acquisition, and

operating environments and significantly enhances an organization’s ability to administer,
operate, and maintain technology systems. Primary advantages for technicians’ involve having
access to operation manuals and on-line application help features. Documentation enhances
administrators’ and technicians’ ability to maintain and update systems efficiently and to identify
and correct programming defects.
Developing and maintaining current, accurate documentation can be complicated, time
consuming, and expensive. However, standardized documentation procedures and the use of
automated documentation software can facilitate an organization’s ability to maintain accurate
documentation.

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 3.3.2 Final Inspection
Consumers’ expectations are that they will receive their vehicle back in a serviceable condition
and in a better operational condition than when it was delivered to the workshop. This expectation
requires two (2) critical components:

 A final inspection must be completed by the service technician to ensure that all of the
protective features for the braking system have been refitted is replaced to the required
specifications; and
 A final inspection must be completed by the service technician to ensure that all of the
work that was commenced on the system was completed to workplace, customer and
manufacturers expectations.

3.3.3 Service provision

There are some tasks that a technician will not carry out frequently. It would be unrealistic for a
technician to have a detailed knowledge of seldom-performed procedures. In these circumstances,
job cards or checklists are very useful as they give a step-by-step guide to follow whenever the
rarely-used procedure needs to be performed. The required knowledge is often kept in manuals
which may not be easily accessible. However, going through a large manual, possibly in front of a
customer, does nothing for time effectiveness or professional image.

A job card is also used as the basis of a recording process for the organization. In addition to
refreshing the process for the technician it will be a list of the workplace expectations as well. It is
suggested that the final task on a job card will be to ensure that the equipment is cleaned for use
or storage.

3.3.4 Noting and documenting observations during the service

The most precise way to document instruction is to create a Running Record, or virtual transcript,
noting what was observed every two minutes.

Direct observation of behaviors is important for many reasons. It is a means of generating

hypotheses and new ideas or a means of answering specific questions. Observations also enable
us to answer questions about what happens during repairing. For the purpose of these
observations, time sampling is used to record engine parts repairing.

An observer should attend to all contextual details on the parts of engine repair. Observers do not
make any assumptions at any time. They do not assume that any event is instructionally relevant

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 or irrelevant. Observers should avoid biases based on personal preferences or practice. That is,
when assigned to observe a particular instructional program, observers do not judge the engine
parts or specific activities during repairing.

Observers must record what kind of an engine part is repaired without making ongoing judgments
about the quality of engine part repairing or the effective use of a particular technique. The
observer’s job is to capture what happened, not his or her opinion of what happened. After noting
and documenting the observation during the repair every technician should complete work shop
practice schedule documentation.

Follow these three general principles to develop records and documents:

1. Keep it short and simple. Use bullet points and flow diagrams instead of long sentences
and lengthy paragraphs.
2. Clarity is important. Step-by-step instructions are easily understood.
3. Use a standardized, consistent format. Although different programs may need different
documents and records, using a similar approach will help staff learn quickly.
3.3.5 Completing and delivering report to appropriate person
Delivery is the process of transporting something/ like reports/ from a source location to a
predefined destination after the work is done. The technician should be prepare a report and
deliver to appropriate person. The reporting procedures are as follows
 Record the work to be done
 Inspect/test the repaired engine accordance with manufacturer procedure
 Record/ capture the problem with the necessary information
 Order the recorded problems /work done in accordance with their damaging area
 Preparing reports have no error/discrepancy
 Deliver reports to appropriate person.

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 Self-check 3

Short answer

1. How do we check the Coolant Condition?

2. During the final Inspection what requirescritical components?
3. What are the general principles to develop records and documents?
4. List the procedures of reporting

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 This unit is developed to provide you the necessary information regarding the following content
coverage and topics:

 Waste and scrap materials

 Hazardous goods and substances
 Tools equipment
 Workplace documentation and reporting
This unit will also assist you to attain the learning outcomes stated in the cover page. Specifically,
upon completion of this learning guide, you will be able to:
 Reusing waste and scrap materials
 Safe handling and storage of hazardous goods and substances
 Inspecting and maintain tools equipment
 Workplace documentation and reporting

3. Unit Four: Cleanup work area and maintain equipment

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 4.1 Cleaning and making ready workplace for next work
Cleaning is not just a measure of respect for the workspace, it also removes hazards. Plan to easily
and regularly remove trash and debris. Enforce a strict clean up policy throughout the workspace.
Keep work areas tidy as well by minimizing the number of wires running around. Extension cords
quickly become tripping hazards, and power strips also cause trouble on the ground or as they
tumble erratically on a desktop. We suggest you provide access to grounded outlets all along the
perimeter of the room and/or dropped from the ceiling for each workbench.

4.1.1 Kinds of Cleaning Solvents

Solutions are homogeneous mixture of two or more components. They can be gaseous, liquid or
solid. When we speak of a solution, we usually think of a solid dissolved in water. While water is
the most common solvent, other liquids are frequently employed as solvents for certain
substances for example wax maybe dissolved in gasoline. The dissolved material in a solution is
termed as solute (e.g. Wax) while the dissolving medium is called solvent (e.g. Gasoline).
However, the term can be interchanged depending on which substance is of greater amount.
Solvent is a component of a solution that dissolves solute and is usually present in large
proportion or amount. It can be classified as polar or non-polar. Polar solvents are solvents which
dissolve/are soluble in water; while non-polar solvents are solvents which do not dissolve/are
insoluble in water.

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 Solvents usually used for cleaning in automotive shops are: water, gasoline, kerosene, thinner and
detergent soap.
The table below shows the kinds of cleaning solvents based on their solubility in water.

Cleaning Solvents Solubility in Water Polar Nonpolar

a. Water Soluble X
b. Gasoline Insoluble X
c. Kerosene Insoluble X
d. Thinner Insoluble X
e. Detergent soap Soluble X

4.1.2 Properties of Cleaning Solvents

A useful generalization much quoted is that “Like dissolves like”. More specifically, high
solubility occurs when the molecules of the solute are similar in structure and electrical
properties to the molecules of the solvent.
When there is a similarity of electrical properties; e.g. High dipole element between solute and
solvent, the solute-solvent attractions are particularly strong. When there is dissimilarity, solute-
solvent attractions are weak. For this reason, a polar substance such as H2O usually is a good
solvent for a polar substance such as detergent soap but a poor solvent for a non-polar substance
such as gasoline.

Uses of Cleaning Solvents

Cleaning Solvents Uses

1. Gasoline It is used to wash oil/greasy tools/equipment.
2. Diesel It is used to wash oil engine, transmission and other parts of the vehicle.
3. Kerosene It is used to remove dust, grease oil, paint, etc.
4. Thinner It is used to remove spilled paint on the floor, walls and tools.
5. Soap and water It is used to wash/clean upholstered furniture such as seats, tables, cabinets,
etc.

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 4.1.3 Occupational Health and Safety Practices in Handling Cleaning Solvents

A great percentage of eye injury and cuts results from a disregard for the simplest of rules in
handling cleaning solvents. You should never use compressed air to clean your clothes, hands or
body. The pressure could cause the cleaning solvents and dirt particles to penetrate your skin,
resulting in infection and /or blood poisoning. Do not use compressed air to clean an object
immediately after it has been removed from a hot cleaning tank. First, rinse the cleaning solvents
away with water. Do not use carbon tetrachloride as a cleaning solution. The fumes, when inhaled
can cause serious internal injury and possibly result in death. When steam-cleaning, place the
object to be cleaned on a pallet and wear a face shield and rubber gloves for protection against
loose debris.
If a job or cleaning task requires the use of gloves, use the appropriate gloves. Do not for instance
use welding gloves when removing an object from a hot tank, or rubber gloves when welding. If
you have cut, nicked, or burned yourself, or something has got into your eyes, report immediately
to the first-aid person.
Keep all inflammable cleaning solvents in closed tin containers and whenever possible, store them
in a separate area.
Cleaning procedures
 Clean up every time whenever you leave an area, including sweeping the floor.
 Clean and return all tools to where you got them.
 Use compressed air sparingly; never aim it at another person or use it to clean hair or
clothes.
 Shut off and unplug machines when cleaning, repairing, or oiling.
 Never use a rag near moving machinery.
 Use a brush, hook, or a special tool to remove chips, shavings, etc. From the work area.
Never use the hands.
 Keep fingers clear of the point of operation of machines by using special tools or devices,
such as, push sticks, hooks, pliers, etc.
 Keep the floor around machines clean, dry, and free from trip hazards. Do not allow chips
to accumulate.
 Mop up spills immediately and put a chair or cone over them if they are wet enough to
cause someone to slip.

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 Self-check 4
Direction : Discuss the following questions briefly
1) What are the kinds of Cleaning Solvents?
2) When are the similarity of electrical properties?
3) How do we Uses of Cleaning Solvents?
4) What are the OHS practices in Cleaning Solvents
5) What are the cleaning procedures?

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 Reference

 Automotive technology a system approach 5th edition (Jack Erjavec)

 Toyota 2L-T, 3L engine repair manual
 Auto mechanics books
 Toyota service manual (engine mechanical)
 http://www.austerclub.org/wp-content/uploads/Section-4-6.pdf
 The Goodheart- Wilcox Co., Inc.
 Heavy goods vehicle (HGV)inspection manual2018 Edition
 Fundamentals of commercial vehicle technology
 Automotive Mechanics 10th edition
 Automotive Mechanics 9th edition
 http://www.e34.de/tips_tricks/haynes/02b.pdf

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Page 79 of 81 Ministry of Labor and Skills Service Engine and associated System Version -1
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 Participants of thisModule (training material) preparation

No Name Qualification (Level) Field of Study Organization Mobile number E-mail

/ Institution
1. Abdu Fenta MSc. Automotive W/r Shieen 0949-844862 abduf401@gmail.com
Technology PTC
A-Level
2. Amanuel Abdeta MSc. Automotive Ambo PTC 0911-799468 amanuelloko@gmail.com
Technology
A-Level
3. Biruk Tilahun BSc. Automotive Wingate PTC 0913-789176 biruktilahun1@gmail.com
Technology
B-Level
4. Echu Mekonen MSc. Automotive Burie PTC 0912-809056 echuhaset1@gmail.com
Technology
A-Level