A PROJECT REPORT ON

INDUSTRIAL TRAINNING

AT

Submitted to: -

Submitted by:-

Er. Deshpal Singh

H.O.D (M.E.)

Aditya Korla
Branch Mech.Engg.
Sem. 5th
Roll No. 6512303

MECHANICAL ENGINEERING
PANCHKULA ENGINEERING COLLEGE
MOULI, BARWALA, PKL

TO WHOM IT MAY CONCERN

This is certified that Mr. Aditya Korla

Son of Sh. Bal Mukund Korla has
completed 45 days training in this
Establishment form 24-07-2014 to 0309-2014 during the above period his
conduct found very good.

CONTENTS
Sr.No
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.

Topics
Acknowledgement
Introduction
Setting Up
Operation
Operational activities
Introduction about work shop
Safety Guidelines
Main Components of automobile
Clutch system
Parts of gear box
Differential
Alternator
Fuel Pump
Various working system in automobile
Calibration pump
Reason of troubles in various parts in vehicle
Inspection after every 72000 km
Brakes
Lathe
Bibliography
Conclusion

ACKNOWLEDGEMENT

This report is a result of my industrial training held

at H.R.T.C Workshop, Dharamshala . I thanks to
Vivek

Lakhanpal

work

manager

the

most

important factor for me to complete my report

successfully. I also thank to the whole working
staff of workshop specially Balbir Singh head
mechanic

who

gave

me

more

knowledge during the training period.

advanced

INDRODUCTION
As stated in our syllabus we have prepared our project on our industrial
training.
As being mechanical student in present contest we need to be acquainted with
practical exposure about auto components, industrial field procedure and
comprehensive approach regarding concepts in the classroom and their
application involving industrial/field task problem.

To have first hand knowledge industrial culture and to mentally prepare them
before joining world of work service. So for this very purpose I want H.R.T.C to
winterfeed with workers thought queries. On feedback we prepare following
report such as specification, various parts etc. Is about TATA and ASHOKA
LEYLAND.

On feedback we prepared following report. All data taken in this report such as
specifications, various parts etc.are about TATA LP/LPO 1512 TC vehicle by
TELCO where quality is the watchword.

SETTING UP
At the time of Independence, Himachal was formed as a C class state by
merger of 33 hilly states of North Western Himachalayas on 15 th April, 1948.
Passenger and goods services were nationalized in the Pradesh in
july,1949.During the year 1958, a Corporation, Mandi-Kullu Road Transport
Corporation was floated jointly by the govt. of Punjab,Himachal and Railways
under the Road Transport Corporation Act, 1950 Basically to operate on the
joint routes in the states of Punjab and Himachal.with the re-organization of
Punjab State in 1966, few hilly areas of Punjab were merged in Himachal and
operational areas of Mandi-Kullu Road Transport Corporation came entirely in
the expanded state of Himachal. On 02.10.1974,Himachal Govt. Transport was
merged with Mandi-Kullu Road Transport Corporation and was renamed what
even today is known as Himachal Road Transport Corporation.

GROWTH

After the formation of Himachal on 15 th July, 1948 the network at roads had
received top-most priority of the Government. At Present the road network is
widely spread in Himachal.In 1974 total routes operated by HRTC were 379
which have grown to 1967 in 2007-2008 and fleet strength has grown from 733
to 1881 in 2009-2010. Bus remains the sole mode of passenger transportation in
the state as railways have a negligible presence in the state. The narrow gauge
lines connecting Pathankot with Joginder Nagar and kalka with Shimla are so
slow moving that a very small percentage of traffic is carried by them at
present; Thereby leaving the onus of carrying the passenger traffic on to bus
transport. The growth of HRTC viz-a viz its formation is as under:-

OPERATION
Himachal is geographically so situated that it has got three different regions
viz. high hills in linner Himalayas, mid Himalayan ranges and foothill plains.
The linner Himalayan ranges have the least population density whereas it
increases as the height decreases being well populated in the foothill plains.
Thus, traffic density is accordingly dictated and so is the road network .The
operation of HRTC expanded as the road network expanded or enlarged in the
last 50 years leading to expansion in its fleet.

The top priority that the state Govt. had, from one plan to another, was to
connect far flung areas of the Pradesh so that the road transport could become
basic infrastructure for development. The case in example is the expansion of
road network in the apple belt in Himachal; where large tracks of land came
under orchards and to unload to its produce in the market. As a result, a wide
network of road was built in the last 50 years which not only provided the
mode of transportation for the farm produce, but also the infrastructure for
essential services like education, health etc. The hardship that the HRTC
encountered was that its operation expanded more in the far flung areas and on
newly constructed roads which led to less utilization of stock, higher expenses
on operation and lass yield in revenues. Case in example, is the HRTC
operation in tribal areas of H.P. Viz. district of kinnaur, district of Lahaul & Spiti
and Pangi and Bharmour Sub-divisions of Chamba district. During early sixties,
disassembled jeeps were taken across Rohtang Pass (13,000 Feet height),
reassembled within the valley and then operated as buses. Inputs for operation
like fuel, spare-parts were carried on human backs to the valley. At present,

thought a road exists across the Rohtang Pass, which closes to traffic from
October to June whereas the valley remains open for operation till December
and reopens for operation in April.

Even today, the operations in the valley of Pangi are met with there mini buses
and jeeps. In the socio-economic situation that accrue in the state today, one
cannot think of economics of operations as the benefits that accrue to the people
by the bus services are of vital importance to the economy of these areas.

OPEARTIONAL JURISDICTION
The operation jurisdiction of the Corporation is divided into four Divisions
(Located at Shimla,Mandi, Dharamshala and Dharamshala) having 23 depots
(Located

at

Shimla

-1,

Shimla-2,

Shimla-3,

Rampur

Rohru,Recongpeo,Solan,Nahan,Bilaspur ,Una, Dehra, Nalagrah, Dharamshala,

Sunder

Nagar,

Sarkaghat,kullu,Mandi,

Dharamshala , Pathankot

Keylog,

Baijnath

Palampur,

and Chamba ) these depots are supervised and

controlled by the Regional Managers.

OPERATIONAL ACTIVITIES

Besides its operation in the entire Himachal Pradesh including tribal districts of
the state, HRTC operates its buses in neighboring states of Punjab,
Haryana,Rajasthan, Uttar Pradesh, Jammu & Kashmir ,Union Territories of
chandigrah and Delhi. Further, it has acquired distinction to ply its buses to the
highest village of the Asia and also its buses cross through the three worlds
highest passes namely; Bara-Lacha, Kunjam and Rohtang .HRTC is plying its
buses in remotest area of the Pradesh, which includes Kuchha and Dangerous
roads, where private operators hesitate to ply the buses.

INDRODUCTION TO WORKSHOP

Workshop is a place where various components are repaired and

manufactured. In the H.R.T.C workshop the various parts like engine, gear box,
wheel system, differential, battery etc. Are repaired or tested, for the good and
long running of the vechile.the testing of vehicle is also necessary for the safety
of the people. Therefore in every gap of one year the buses are pass here. It is
also a place where the skills of the out coming engineers and mechanics can be
developed. The efficient use of fuel and given resources is also taken in to
consideration. Hence workshop is of utmost importance keeping the safety of
the passengers and efficient management of H.R.T.C.

SAFETY GUIDELINES
To avoid accident and to keep them from happening following safety guidance
should be followed:-

1) Provide your attention at most to the Job and work quietly.

2) Keep the tools with in your convenient reach.
3) Be serous about your never including in horseplay or other foolish
activities to avoid injury to others.
4) Never put sharp objects like screw driver in your pocket otherwise you
will cut yourself.
5) Always wear suitable clothes and shoes while entering the workshop.
6) To provide good drip on the tools or parts always wipe excess oil and
grease up fly our hand tool.
7) To avoid one slipping and falling to the ground due to split of oil, grease
or any other liquid clean up immediately.
8) Compressed air should never be used to blow dust from your clothes.
Compressed hose should never be pointed to any person because flying
particles.

MAIN COMPONENT OF AN AUTOMOBILE ENGINE

Sr.No Mech.
Components
1) Cylinder

Fuel
system
Fuel Tank

Lubricating
system
Oil Pan

Cooling
System
Radiator
Rubber hose
connectors
Water Pump

Exhaust
System
Exhaust
Manifold
Exhaust
Pipe
Muffler

Fan

Tail Pipe

2)

Valve

Fuel Gauge

Oil Pump

3)

Flywheel

Fuel pump

Oil filter

4)

Oil Pan

Fuel Pipe

5)

Intake Manifold

Air Cleaner

6)

Exhaust Manifold

7)

Crank Shaft

High
Pressure
Pump
Injector

Oil Press
Gauge
Oil release
Valve
Oil Gallery

8)

Connecting Rod

9)

Piston

10) Piston Pin

11) Timing gear
12) Camshaft
13) Valve Lifter
Tappets
14) Valves

Thermostatic
Valve
Temp. Gauge

Water Jackets

COMPONENTS OF SUSPENSION SYSTEM

Spring

Spring Shackle

Axle

Wheel

Shock
Absorber

Stabilizer

Leaf Spg.

U-type Jed

Live

Artillery

Single
Acting

Alloy steel
Bar

Coil Spg.

Y-type
Suspension
Rear
Link type

Dead
or
Front
Stub
Axle

Wire
Spoked

Double
Acting

Steel Disc
wheel

Mech.

Solid type
Pneumatic
type

Hydraulic
type Rotary
type

Helper spg.
Torsion unit
a) Rubber
b) Torsion
Unit

OTHER COMPONENTS
1. Turbocharger
2. Cover Over which (TVs , boh)
3. Fuel Injector
4. Thermostatic valve
5. Oil Pump
6. Starting Motor are self
7. Fuel injection pump
8. Feed pump

9. Dawn plug (lubrication oil out )

10. Thrust bleeding

UPPER PART
1. Valve mechanism
2. Spring shut
3. Springs
4. Valve Spring
5. Valve shut
6. Push Rod
7. Tapper
8. SIDE PART
9. Charger
10. Turbo
11. Water pipe

MIDDLE HOUSING
1. York Thrust reverses bearing
2. Reverse plate and clutch

CLUTCH SYSTEM
Clutch is the mechanism interposed between engine and the gear box which
enables power as torque of the transmitted at the WILL to the gear box through
friction drive. When clutch pedal is depressed the clutch is disengaging and
motion and power flow from engine to gear box and hence to road wheels is
disconnected.

IMPORTANT FUNCTION OF CLUTCH WITHIN THE POWER TRAIN

MOVING THE VEHICLE FORM REST

Engine gives sufficient power required for moving the vehicle from rest only at
higher rpm.
Therefore it is necessary to run the engine on no load up to such rpm and then
connect to gear box .This is achieved by disengaging the clutch upon which
engine is separated from gear box.

SHIFTING IN THE GEAR

While changing gear it is necessary that the gear5 in the box should not be
under the load of transmitted power there for during each up or down gear

shift it is necessary to interrupt power flow from engine to the gear box this is
achieved by disengaging clutch before shifting in to gear.

PROTECTION WITH IN THE POWER TRAIN

Clutch is the only flexible link between the engine and the power train as the
poor transmission is only through is only through the friction drive. There is no
grid connection between driving and driven members which provides safety
within the power train against the load or transmission.

PARTS OF GEARBOX
MAIN SHAFT
It is directly connected to engine gears are mounted over it.
1st speed gear
2nd speed gear
3rd speed gear
4th speed gear

Deferential part of gear box. Function of each parts with material and location

GEAR BOX

Material

Cast iron

Function

Housing and support for the gear act as reservoir of oil

PRIMARY SHAFT

It is the shaft which is directly connected to the engine and gears are mounted
on it.

SECONDARY SHAFT

This shaft lies just below the primary shaft and this shaft is responsible for the
changing of gears which transmits the power at different speeds.

SYNCHRONIZED TRANSMISSION

Top and side view of a typical manual transmission, in this case a Ford used in
cars with external floor shifters.

INTRODUCATION

Modern gear boxes are constant mesh, i.e. all input and drive gears are always
in mesh. Only one of these meshed pairs of gears is locked to the shaft on which
it is mounted at any one time, while the others are allowed to rotate freely. This
greatly reduces the skill required to shift gears.
Most modern cars are fitted with a synchronized gear box, although it is
entirely possible to construct a constant mesh gearbox without synchromesh, as
found in a motorcycle, for example. In a constant mesh gearbox, the
transmission gears are always in mesh and rotating, but the gears are not
rigidly connected to the shafts on which they rotate. Instead, the gears can
freely rotate or be locked to the shaft on which they are carried. The locking
mechanism for any individual gear consists of a collar (or Dog Collar) on the
shaft which is able to slide sideways so that teeth circumference: one attached
to the gear, one to the shaft (one collar typically serves for two gears; sliding in
one direction selects one transmission speed, in the other direction selects the
other). When the rings are bridged by the collar that particular gear is
rotationally locked to the shaft and determines the output speed of the
transmission. The modern cone system was developed by Porsche and
introduced in the 1952 Porsche 356; cone synchronize were called Porsche
type for many years after this. In the early 1950s only the second-third shift
was synchromesh in most cars, requiring only a single synchro and a simple
linkage; drivers manuals in cars suggested that if the driver needed to shift

from second to first, it was best to come to a complete stop then shift into first
and start up again. With continuing sophistication of mechanical development,
however fully synchromesh transmission with three speeds, then four speeds
and then five speeds, became universal by the 1980s. Many modern manual
transmission cars, especially sports cars, now offer six speeds.

SYNCHROMESH GEAR BOX

If the teeth, the so-called dog teeth, make contact with the gear, but the two
parts are spinning at different speeds, the teeth will fail to engage and a loud
grinding sound will be heard as they clatter together. For this reason, a modern
dog clutch in an automobile has a synchronizer mechanism or synchromesh,
which consists of a cone clutch and blocking ring. Before the teeth can engage,
the cone clutch engages first which brings the selector and gear to the same
speed using friction. Moreover, until synchronization occurs the teeth are
prevented from making contact, because further motion of the selector is
prevented by a blocker (or Baulk) ring. When synchronization occurs, friction
on the blocker ring is relieved and it twists slightly, bringing into alignment
certain grooves and notches that allow further passage of the selector which
brings the teeth together. Of course the exact design of the synchronizer varies
from manufacturer to manufacturer. The synchronizer has to change the
momentum of the entire input shaft and clutch disk. Additionally it can be
abused by exposure to the momentum and power of the engine itself, which is
what happens when attempts are made to select a gear without fully
disengaging the clutch. This cause extra wears on the rings and sleeves
reducing their service life.

DIFFERENTIAL

When the bus is taking the turn the outer wheel will travel greater distance as
compared to inner wheel in the same time if there fore the bus has a solid rare
axel only and no other device there will tendency of the wheel to skit. Hence of
the wheel skidding is to be avoided some mechanism must be incorporated in
the rear axel which should reduce the speed of the inner wheel and increase the
speed of the all wheels when going straight a head such advice is known as
differential.

MAIN PARTS OF DIFFERENTIAL

1. Crown wheel
2. Sun gears
3. Star Gears
4. Axel Shafts
5. Casing of differential

ALTERNATOR

Diagram showing alternator used in the TATA buses

This 3 HA 15 alternator is a 12 pole 3 phase machine of revolving field with

stationary armature type. The machine which is ventilated design is cooled by
means of a fan mounted on the rotor shaft at the end.

TECHNICAL SPECIFICATION

Rated Voltage system

12 Volts

Maximum Output

40 Amps

Maximum operating speed

11500 rpm

Cut in Speed

1000 rpm

Stator Connection

Star

Direction of rotation

Clock (viewed pulley end)

Weight

5.3

FUEL PUMP
PARTS OF FUEL PUMP
1. Delivery valve, Holder inside big Spring
2. Spring , upper plate, sleeve
3. Pump housing
4. Governor Housing
5. Governor
6. Cam Shaft
7. Bearing and bearing number 62203 and 62204.
8. Control rack
9. Stop Lever
10. Fulcrum lever
11. Guide bush
12. Cycle
13. Tapped roller assembly
14. Spring
15. Delivery valve holder element

16. Delivery valve (a) Upper Plate

(b) Lower plate
17. In line pump more than one cycle or two cycles
18. Pneumatic governor
19. Mechanical Governor (RSV, RQ, RQV Governor).

ROBERT BOSCH TYPE VE DIESEL INJECTION PUMP

For many home mechanics the diesel injection pump is a bit of a mystery.
The Bentley and Haynes repair manuals doesnt describe its internals, because
its not serviceable except by a few diesel specialists learning some basics of
how it works and what its internals are could be of interest to the diesel owner,
and the knowledge certainly cant hurt when troubleshooting fuel injection
problems, even if one isnt about to take the pump apart.

The purpose of the fuel injection pump is to deliver an exact metered amount of
fuel, under high pressure at the right time to the injector. The injector, unlike in
a gasoline engine, injects the fuel directly into the cylinder or a prechamber
connected to the cylinder.

The Bosch VE has comparatively few moving parts, but what does move does
so in a complex way. The figure to the left is from a Yanmar pump, which works
and looks the same as the Bosch. On the leftmost end in the picture is the fuel
feed pump. This is a vane pump, just like the vacuum pump on the VW diesel
engine. Its purpose is to suck fuel from the tank and deliver it to the metering
pump. All the things shown on the right in the figure have to do with the
metering, timing and distribution of fuel delivery. The figure below shows this
part in detail.

The plunger (right middle in the figure) in the VE pump both rotates along its
axis and performs a reciprocating translation in and out. It is the translation
that performs the high pressure pumping, while the rotation is responsible for
metering and sending the fuel to the correct cylinder.

The cam disk is rigidly attached to the plunger. The drive shaft rotates the cam
disk. The cam disk rides on four rollers (only one shown in this picture), and
has four lobes. Thus for each revolution the plunger will pump four times. Note
that with this arrangement the plunger stroke is constant. The metering
(regulation of how much fuel is delivered) is done not by changing the
mechanical stroke, but by spilling some of the fuel through spill ports, and thus
changing the effective stroke . This is done by uncovering a spill port under the
control sleeve at a particular angle of rotation. The other purpose of the rotation
is to deliver the fuel to the correct cylinder. This is done by having four four
delivery valves (only one shown in the figure), one for every 90 degrees of
rotation. During a full revolution the plunger makes four strokes, one at 0, 90,
180 and 270 degrees.

During each stroke the delivery port in the middle of the plunger is connected
to a particular delivery valve.
To understand the function in some detail lets consider one stroke. During the
backward motion of the plunger, the rotation uncovers a fill port (to the right in
the figure, just below the magnet valve (solenoid)), and the plunger barrel is
loaded with fuel. At bottom dead center the fill port is closed. On the forward
pressure stroke fuel is pressurized (to over 120 bar). At this time the Plunger
barrel is connected to a particular delivery valve through the channel in the
center of the plunger, and a port in the side. When pressure builds up to the
delivery valve opening pressure, the valve will open and deliver high pressure
fuel to the injector.
When the desired amount of fuel has been injected the spill port opens (located
under the control sleeve in the figure), and the pressure quickly drops. This
causes the delivery valve to close. During the rest of the stroke fuel is "spilled"
through the spill port instead of being injected into the cylinder.
The position of the control sleeve controls at what angle the spill port opens,
and thus determines the amount of fuel injected, in other words it controls the
metering. The control sleeve is moved in response to a combination of
accelerator position and engine speed. The latter is determined by a mechanical
governor.

OTHER FUNCTIONS
Some other functions of the fuel injection pump are:

Timing The timing is adjusted in response to engine RPM. At higher

RPM s, the fuel pressure from the vane transfer pump is higher. Pressure
changes effects a spring loaded plunger, and the resulting movement will
move the cam rollers to either advance or retard the timing. There is also
a cold start device which advances the idle timing manually.

Governor A mechanical governor limits the maximum speed of the

engine to 4800 rpm in the bus/vanagon application and 5350 rpm in
newer passenger cars. It can be seen just above the cam disk in the middle
figure.

Stop A magnet valve or solenoid (shown in the figures) opens and shuts
off the fuel channel between the feed pump and the metering pump.

Aneroid An air inlet pressure sensor is used to determine maximum

amount of fuel delivered on injection pumps for turbo engines. On newer
('89 and later) naturally aspirated engines a similar arrangement is used
for altitude compensation.

CRANKSHAFT

CAMSHAFT

VARIOUS WORKING SYSTEMS IN AUTOMOBILE

IGNITION SYSTEM
This system is responsible for the ignition of the engine As we know that
engine require ignition for the star. Alex is used in buses

FUEL INJECTION
Injectors are used to inject the fuel into the engine cylinder.

TRANSMISSION SYSTEM
Various transmission systems are clutch, gear box, propeller shaft, and
differential.

LUBRICATION SYSTEM
Lubrication system is employed for lubrication process.
It reduces the frictional losses.

COOLING SYSTEM
Radiator is used to cool engine and a fan is used just back of radiator.
Cooling is necessary for engine as it goes on heating and this heating can cause
damage to the engine.

EXHAUST SYSTEM
This system removes the gases from cylinder due to which the process
continues.
Silencer and turbo are used in diesel engine for the removal of exhaust.

SUSPENSION SYSTEM
Suspension system is responsible for the smooth drive of vehicle on road.
These are vob. Dampers, leaf springs, and air suspension etc.

POWER STEERING
There are a couple of key components in power steering in addition to the rackand-pinion or recalculating-ball mechanism.

PUMP
The hydraulic power for the steering is provided by a rotary-vane pump (see
diagram below). This pump is driven by the car's engine via a belt and pulley. It
contains a set of retractable vanes that spin inside an oval chamber.
As the vanes spin, they pull hydraulic fluid from the return line at low pressure
and force it into the outlet at high pressure.

The amount of flow provided by the pump depends on the car's engine speed.
The pump must be designed to provide adequate flow when the engine is
idling. As a result, the pump moves much more fluid than necessary when the
engine is running at faster speeds.
The pump contains a pressure-relief valve to make sure that the pressure does
not get too high, especially at high engine speeds when so much fluid is being
pumped.

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

As the bar twists, it rotates the inside of the spool valve relative to the outside.
Since the inner part of the spool valve is also connected to the steering shaft
(and therefore to the steering wheel), the amount of rotation between the inner
and outer parts of the spool valve depends on how much torque the driver
applies to the steering wheel.
When the steering wheel is not being turned, both hydraulic lines provide the
same amount of pressure to the steering gear. But if the spool valve is turned
one way or the other, ports open up to provide high-pressure fluid to the
appropriate line.
It turns out that this type of power-steering system is pretty inefficient. Let's
take a look at some advances we'll see in coming years that will help improve
efficiency.

RECIRCULATING-BALL STEERING

Recalculating-ball steering is used on many trucks and SUVs today. The

linkage that turns the wheels is slightly different than on a rack-and-pinion
system.

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

Instead of the bolt directly engaging the threads in the block, all of the threads
are filled with ball bearings that recalculate through the gear as it turns. The
balls actually serve two purposes: First, they reduce friction and wear in the
gear; second, they reduce slop in the gear. Slop would be felt when you change
the direction of the steering wheel -- without the balls in the steering gear, the
teeth would come out of contact with each other for a moment, making the
steering wheel feel loose.
Power steering in a recalculating-ball system works similarly to a rack-andpinion system. Assist is provided by supplying higher-pressure fluid to one
side of the block.

Now let's take a look at the other components that make up a power-steering
system.

BIBLIOGRAPHY

www.google.com
www.hrtc.gov.in
HRTC workshop manuals
http://coysdenver.com/service/powersteer
ing.shtml

Conclusion

At last we are very thankful to work

manager Vivek Lakhanpal for his
great effort and working staff
specially to Mr. Balbir Singh.