CBLM Automotive PDF

Republic of the Philippines
Department of Education
PUBLIC TECHNICAL-VOCATIONAL
HIGH SCHOOLS
HIGH SCHOOLS
UNIT OF COMPETENCY:
 PERFORM DIESEL ENGINE TUNE UP
 PERFORM GAS ENGINE TUNE UP
 PERFORM UNDERCHASSIS PREVENTIVE MAINTENANCE
TABLE OF CONTENTS
Page
MODULE1 PERFORMING DIESEL ENGINE TUNE-UP
Introduction: Module 1-Performing Diesel Engine Tune-Up 1
Pre-Test (Module 1) 2
Technical Term 3
LO.1 Install Injection pump follow the correct timing 4
Operation sheet No.1 Installing Injection pump follow the correct timing 5
Operation sheet no.2 Install injection pump following the correct timing 8
Information sheet no.1 Install injection pump following the correct timing 10
Performance Assessment 18
Learning Outcome 2. Bleed Fuel-Injection System 19
Operation sheet no.5 Bleeding Fuel-Injection System 20
Operation sheet no.7 Bleed Injection Fuel System 22
Learning Outcome 3. Conduct Compression Testing 26
Operation sheet no.9 Conducting Compression Testing 27
MODULE 2 PERFORMING GAS ENGINE TUNE UP 33
Introduction: Module 2- Performing Gas Engine Tune Up 34
Technical Term 36
LO. 1 Check/adjust tappet valve clearance 37
Information sheet no.1 Engine classification by cycle 39
Self-Check No.1 42
Information sheet no.2 Engine test equipment 43
Self-Check No.2 50
Operation sheet no.1 Adjusting valve tappet clearance 51
LO. 2 Test spark plug 55
Operation sheet no.1 Test spark plug 56
Operation sheet no.2 Measuring gap of the spark plug 59
LO.3 Check/Replace fuel filter and air cleaner 62
Operation sheet no.1 Replacing fuel filter 63
Operation sheet no.2 Replace air filter 70
LO. 4 Inspect/Replace contact points/condernser 74
Operation sheet no.1 Inspection and replacing of contact point and condenser 75
LO. 5 Test/Adjust dwell angle and ignition setting 78
Information sheet no.1 Testing/Adjusting dwell angle and ignition setting 79
Operation sheet no.1 Testing/Adjusting for proper dwell angle 80
LO. 6 Adjust engine idle speed and mixture 83
Operation sheet no.1 Adjusting engine idle and mixture 84
LO. 7 Check advance mechanism and adjust ignition timing 87
Information sheet no.1 Ignition timing 88
Operation sheet no.1 Procedure in setting ignition timing (using timing light) 91
Self-Check No. 3 92
LO. 8 Perform compression test 94
Operation sheet no.1 Perform compression testing 95
Information sheet no.1 Interpreting and analyzing compression result 97
Self-Check No. 4 98
MODULE 3 PERFORMING UNDERCHASSIS PREVENTIVE MAINTENANCE 99
Introduction: Module 3- Performing Underchassis Preventive Maintenance 100
LO. 1 Check clutch fluid and lines 102
Information sheet no.1 Checking clutch fluid and lines 103
Information sheet no.2 Clutch operation 106
Operation sheet no.1 How to check the fluid for a hydraulic clutch of a car 109
Self-Check No. 1 112
LO. 2 Inspect brake system 114
Information sheet no.1 Inspecting brake system 115
Operation sheet no.1 Checking and adjusting brake pedal 129
Operation sheet no.2 Bleeding the brake system 131
Operation sheet no.3 Procedure for filling-up fluid in the master cylinder 133
Operation sheet no.4 Checking leaks in the brake system 134
LO. 3 Inspect and change power transmission and differential gear oil 137
Operation sheet no.1 Parts of the manual transmission 138
Information sheet no.1 Proper oil viscosity 142
Operation sheet no.2 Lubricant replacement 148
Operation sheet no.3 How to change the oil in the gearbox 150
LO. 4 Inspect and replace power steering fluid 155
Information sheet no.1 Power steering systems 156
Operation sheet no.1 How to check power steering fluid 161
LO. 5 Check and refill automatic transmission fluid 164
Information sheet no.1 Automatic Transmission fluid 165
Operation sheet no.1 Checking fluid level and adding fluid 168
LO. 6 Inspect and bleed air tank 171
Information sheet no.1 Description and operation of air brake system 172
LO. 7 Check tire and tire pressure 180
Information sheet no.1 Tires and tubes 183
Operation sheet no.1 Inspecting/Checking of wheels and tires 195
LO. 8 Check underchassis body bolts and nuts 197
Information sheet no.1 Automotive fasteners, bolts and nuts 198
Operation sheet no.1 Checking underchassis 202
ANSWER KEY 205
REFERENCES 211
ACKNOWLEDGEMENT 212
HIGH SCHOOLS
HIGH SCHOOLS
Unit of Competency: PERFORM DIESEL ENGINE TUNE UP
Module No.: 1 Module Title: Performing Diesel Engine Tune Up

Course Title : AUTOMOTIVE SERVICING
Unit of Competency : PERFORM DIESEL ENGINE TUNE-UP
Module Title : Performing Diesel Engine Tune-up
Introduction
This module consists of three learning outcomes with nine
important operation sheets that both teacher and students can use to show
actual applications of procedures:
 installing injection pump and timing gear case for Isuzu diesel engine
 installing the injection pump timing gear to the engine of the vintage
type vehicle
 setting fuel injection timing, procedures in proper usage of special
tools in setting injection timing
 bleeding the diesel fuel system when engine not functioning
 bleeding injection line during cranking the engine or even when the
engine is running
 bleeding the fuel system, essential steps in bleeding the fuel system
 compression testing and precaution.
PERFORM DIESEL ENGINE TUNE-UP 1

PRE-TEST
Choose the letter of the correct answer.
1. In a diesel engine the compressed air during the compression stroke

is ignited by_______.
a. spark plug b. piston c. heat of compression
2. The instrument used to check or test the compression inside the

diesel engine cylinder is____.
a. glow plug b. compression gauge c. feeler gauge
3. All of the following are components of a diesel engine except…
a. piston b. injection pump c. spark plug
4. A device used to remove air from a hydraulic system.
a. glow plug b. air bleeder c. spark plug
5. Parts of the diesel engine that delivers the fuel to the injector.
a. injection pump b. fuel filter c. fuel tank

DEFINITION OF TERMS
Air bleeder – a device used to removed air from a hydraulic

system. Types include the bleed plug or screw bolt, needle valve
and capillary tubing to the reservoir
Combustion – the act or process of burning, the fuel
Compression – the process by which a confined gas is reduced in

volume through the application of pressure
Compression check – a measurement of the compression

pressure of each cylinder at cranking speed or as recommended by
the manufacturer
Compression gauge – a test instrument used to test the cylinder

compression
Compression pressure – pressure in the combustion chamber at

the end of the compression stroke, but without any of the fuel
being burned
Compression ratio – the ratio between the total volume in the

cylinder when the piston is at BDC(Bottom Dead Center) and the
volume remaining when the piston is at TDC(Top Dead Center)
Injection period – it is a period of injecting fuel covering the daily

period, rapid combustion and at the end of combustion
Retard (Injection timing) – to set the timing so that injection

occurs later than TDC or fewer degrees before TDC
Stroboscope (Timing light) – an instrument used to observe the

periodic motion of injection visible only at certain points of its path
Timing gears – gears attached to the crankshaft, camshaft, idler

shaft, or injection pump to provide a means to drive the camshaft
and injection pump and to regulate the speed and performance of
the vehicle
Timing marks (injection) – the marks located on the vibration

damper or flywheel. Used to check injection timing

Program/Course: Automotive Servicing NC I
Unit of Competency: DIESEL ENGINE TUNE-UP

Perform Diesel Engine Tune-up
Module Title:
Learning Outcome 1. Install Injection Pump Following the Correct

Timing
ASSESSMENT CRITERIA
1. Injection timing is set as per engine specifications

2. Required injection pump installation process is set up based on the
standard operating procedures.
3. Mounting bolts are tightened as per specifications and torque
sequence
PERFORM DIESEL ENGINE TUNE-UP-Install injection pump following the correct timing 4
OPERATION SHEET NO.1
Installing Injection Pump Following the correct timing
Supplies and materials
 Bond paper
 Board marker
 White board
Tools
 A set of open wrench
 Set of special service tool
Equipment
 Engine
 Injection system mock-up
 TV monitor with VCD/LCD
 Vehicle
PROCEDURE
1. Prepare the supplies,

materials, tools and
equipment needed
2. Prepare the timing gear

case for installation
a. Position a piece of wood

under the timing gear case
and install the crankshaft
front oil seal using special
tool.
b. Fill the clearance between Fig. 1 shows timing gear case

lips of oil seal with grease assembly
(www. Forklift-china.cc)
| Perform
PERFORM DIESEL ENGINE TUNE-UP-Install injection Dieselthe
pump following Engine Tune-up
correct timing 5
c. Install the O rings to the
timing gear case.Make sure
O rings are, properly fitted
into position.Discard used
O rings and install new
one.
Fig. 2.the O ring

(4x4wire.com)
3. Installing the injection
pump by:
a. Aligning the marks X and

Y on the crankshaft gear,
idler gear and camshaft
gear.
b. Aligning the mark Z on the

injection pump gear with
the mark Z on the
camshaft gear.
c. Apply a thin coat of liquid

gasket to both faces of the
gasket.
4. Installing the timing gear

case by:
a. Installing the oil thrower

with its rear face turned to
the gear side on the front
part of the crankshaft gear.
b. Installing the timing gear

case and position the
injection pump
Fig.3. shows the timing mark

(amg link.com)
| Perform
correct timing 6
Interpretation of timing marks for diesel engine
Fig.4. shows the timing mark in letter

(4x4wire.com)
Fig.5 shows the timing mark in letters

and dot mark
(dieselpowermag.com)
| Perform
correct timing 7
Install the injection pump following the correct timing
 Bond paper
 Board marker
 White board
Tools
Equipment
 Engine
 Vehicle
Procedure
1. Prepare the supplies, materials, tools, and equipment needed;
2. Loosen the four nuts that attach the pump to the mounting
flange plate and align the center timing mark on the pump
flange with the pointer on the plate then tighten the four nuts.
3. Be sure that the O-ring is in place on the forward face of the

pump mounting flange.
4. Remove the threaded timing port plug in the governor housing

behind the control lever to expose the camshaft bushing timing
mark. Rotate the pump drive gear to align the timing mark on
the camshaft bushing with the pointer on the governor. The
guide plate notch will be approximately at 8 o'clock position as
viewed from the front. Be sure the engine is positioned as
described in step 10 of the removal procedure found in the next
page.
5. Insert the automatic timer into the timing gear case and with
the injection pump rotated against the crankshaft, rotate the
pump driver gear to mesh the drive and idler gears. Do not
force the pump into position.
6. Push the pump forward into the case. Rotate it away from the
crankcase to align the attachment holes.
7. Attach the pump to the timing gear case.
| Perform
correct timing 8
8. Rotate the engine crankshaft in the opposite direction of
normal operation until the crankshaft reaches the 18° before
top dead center mark on the crankshaft pulley. The governor
pointer and the injection pump camshaft bushing timing marks
should now be aligned. If they are not aligned, the pump was
installed incorrectly and must be removed and reinstalled.
9. Install the governor housing timing port plug and proceed with
the pump installation by reversing the remainder of the
removal procedure. Do not connect the no. 1 injecting pipe, fuel
control rod or the batteries.
10. Bleed the air from the fuel filter and the injection pump by
removing the air bleeder screws.
| Perform
correct timing 9
INFORMATION SHEET NO. 1
Engine Injection Fuel Pump
LO.1 INSTALL INJECTION PUMP FOLLOWING THE CORRECT

TIMING
A fuel injection pump is a device used to pump fuel into the cylinders
of a diesel or gasoline engine. The fuel injection pump uses pressure to
measure, either mechanically or electronically, the proper amount of fuel
delivered into the intake airflow or combustion chambers. Fuel injection
efficiently provides fuel combustion, thus improving fuel economy and
increasing the vehicle's engine performance while reducing pollution and
emissions.
The automotive diesel engines use two types of fuel injection pump.
One is an inline cam–operated pump. It has a plunger in each engine
cylinder. The other is rotary, distributor-type pump. One or two plungers
supply the fuel for all injection nozzles.
Inline-plunger Injection Pump
The inline–plunger pump has a barrel-and-plunger assembly for each

cylinder. An injection line or tube connects each barrel-and-plunger
assembly to an injection nozzle.
Low-pressure fuel from the fuel supply pump flows through the inlet
port into the space above the plunger. The plunger has a roller that rides on
a cam lobe in the camshaft. This is like roller tappets use in some engine
valve trains. When the cam lobe comes up under the plunger, the lobe raises
the plunger. This applies high pressure on the fuel trapped above the
plunger. The fuel is forced through the tube to the injection nozzle in the
cylinder where the piston is reaching TDC on the compression stroke. The
fuel sprays out and ignites from the heat compression.
| Perform
correct timing 10
Fig.6. In-line injection pump (what-when-how)
Rotary-distributor Injection Pump
The rotary-distributor pump has a rotor that sends fuel to the

injection nozzles in the engine cylinders. The pump is driven by a pair of
bevel gears at half crankshaft speed. The rollers roll on the inner surface of
the internal cam. They move in and out as they roll over the cam lobes.
When they move out, they cause the plunger to move out. This increases the
size of internal chamber. Then the rollers meet the cam lobes and push the
plunger in. This pressurizes the fuel, forcing it out through an opening in the
rotor.
Fig. 7. Rotary-injection pump (inetgaint.com)
| Perform
correct timing 11
Caution: Unless directed otherwise, the ignition and start switch must be in
the OFF or LOCK position, and all electrical loads must be OFF before
working any electrical component. Disconnect the negative battery cable to
prevent an electrical spark should a tool or equipment come in contact with
an exposed electrical terminal. Failure to follow may result in personal injury
and/or damage to the vehicle or its components.
| Perform
correct timing 12
Installing the injection pump following the correct procedure
 Bond paper
 Board marker
 White board
Tools
Equipment
 Engine
 Vehicle
PROCEDURE
1. Prepare the supplies, materials, tools, and equipment needed;
2. Disconnect the batteries and the fuel shut off rod at the stop lever.
3. Rotate the crankshaft in the direction of normal operation until no.

1 cylinder reaches top dead center of the compression stroke. This
is done by aligning the lines on the crankshaft pulley rear face
with the pointer on the bottom of the case.
4. Remove the forward oil filler cap on the rocker cover and check the
no. 1 cylinder valves for looseness. If they are loose, you are at
TDC.
5. Rotate the crankshaft in the normal direction of engine operation,

that is 13/4 turns.
6. Disconnect no. 1 injection pipe from the delivery valve holder.
7. Turn the crankshaft in the normal direction of engine operation in

small steps. Stop when fuel begins to flow from the delivery valve
holder. Injection begins at this point. The control lever must be in
the idle position.
8. Read the injection timing point from the scale at the back of the
crankshaft damper. If the timing is correct, the timing mark
should be at the value shown on the Vehicle Emission Control
Information label on the rocker cover +- 2 degrees.
9. If the timing point determined differs from the standard value,

loosen the four pump-to-flange plate nuts and rotate the pump
| Perform
correct timing 13
(toward the crankcase to advance the timing, away from the
crankcase to retard it) to correct the difference. Each mark on the
injection pump timing scale represents 6 degrees. Tighten the
flange plate nuts and repeat the timing procedure to be sure the
timing is correct.
Interpretation of timing marks.
a. Injection pump timing marks
Fig.8. shows aligning mark (Pbase .com)
b. Camshaft bushing timing mark
OPERATION SHEET NO.4 under LO1
Fig. 9. shows camshaft bushing timing mark

(pop.com)
| Perform
correct timing 14
Installing Injection Pump following the correct timing
 Bond paper
 Board marker
 White board
Tools
Equipment
 Engine
 Vehicle
PROCEDURE
1. Prepare the supplies, materials, tools and equipment needed;
2. Install the crankshaft gear

using special tool gear installer.
make sure its side with the
mark X is turned to the front of
the engine.
Fig.10. shows the installation

of crankshaft gear
(myural.com)
3. Install the gasket and front plate by aligning the holes with the
locating dowels on the cylinder body using 3 bolts. Apply a thin coat
of liquid gasket evenly to both faces of the gasket before installation.
| Perform
correct timing 15
4. Apply engine oil to the camshaft journals and cams, then install the
camshaft on the cylinder body. Then install the thrust plate bolts
and tighten securely by fitting tool into the hole in the camshaft
gears. When installing the camshaft, care must be given to avoid
scratching not the camshaft bearing.
5. Mount the idle gear, so that

the oil port in the idle gear
shaft is turned to the
crankshaft gear side and IDLE GEAR
bolt holes are aligned.
Fig.11 shows installation

of idle gear
(lowbrowcustom.com)
6. Apply engine oil to the idle gear

shaft and install the idle gear by
aligning the marks X and Y on the
gear with those on the crankshaft
gear andcamshaft gear. x
x x
Y Y
Y
Fig.12 shows the three

signifying letter as mark
(4x4wire.com)
7. Install the thrust cellar with it

chamfered side out using 2 bolts.
8. Install the plain washer with its chamfered side out,

then insert the bolt.
9. Torque the camshaft gear fixing bolts to specification(7m-kg) by

inserting a bar into position between the crankshaft and cylinder body
to prevent turning of the crankshaft.
| Perform
correct timing 16
10. Install the oil seal spaces and oil seal in
position from the rear side of the cylinder
body using special tool. Fill the clearance
between lips of the seal with grease
before installing the oil seal. If the oil
seal fitting face of the crankshaft is found
to be wornout, adjust the fitting of the oil
seal by installing the oil seal without
the spacer.
Fig. 13. shows the installation of

crankshaft rear oil seal
(detroitdieseltroubleshooting.com)
D. SAFETY MEASURES IN INSTALLING INJECTION PUMP TO

ENGINE
1. Do not over tighten pump drive gear nut. The replacement pump
shaft should be aligned in position to eliminate the need to set
pump-to-engine timing since this is not the final torque for the
drive gear.
2. Do not steam-clean the injection pump while the engine is
running. The temperature difference may cause serious damage to
the pump.
3. When using a timing pin, do not forget to remove it before turning
the engine over; otherwise, the injection pump will be damaged.
4. Be careful when mounting the injection pump on the engine.
Dropping it by accident would damage the body parts of the pump.
5. Do not apply heavy rotational force on pump after gear backlash is
removed as this may preload the pump and effect pump-to-engine
timing.
6. Be sure that the area is clean.
| Perform
correct timing 17
ASSESSMENT PERFORMANCE
LO 1.Installing the injection pump following the correct timing.
Workmanship/Performance
Points
A. set injections pump following the timing mark safely. 35
 Accurate timing - - - - - - - - - - - - - - - - - - - 35
 Minus or plus one tooth ahead or delay - - - 25
 Wrong timing - - - - - - - - - - - - - - - - - - - - - 15
B. Installed safely the injection pump to the engine .

35
 1st – 2nd attempts - - - - - - - - - - - - - - - - - - 35
 3rd – 5th attempts - - - - - - - - - - - - - - - - - 25
 More than 6 attempts - - - - - - - - - - - - - - - 15

C. Tightened bolts safely as per specification. 30
 All bolts are tightened according to specification

and sequence - - - - - - - - - - - - - - - - - - - - 30
 3 bolts are tightened specification and
Sequence - - - - - - - - - - - - - - - - - - - - - - - 20
 Less than 3 bolts tightened in specification and
sequence - - - - - - - - - - - - - - - - - - - - - - - 10
100
| Perform
correct timing 18

Module Title:
Learning Outcome 2. Bleed Fuel-Injection System

ASSESSEMENT CRITERIA
1. Fuel level, line leakage and fuel strainer and filter are checked
2. Air-lock free fuel system is determined, screw and primer pumps are
bleed
| Perform Diesel
PERFORM DIESEL ENGINE TUNE-UP-Bleed Engine Tune-up
fuel-injection system 19
OPERATION SHEET No. 5
Bleeding fuel-injection system

 Diesel fuel
 Rags
 Container
Tools
 One set of open wrench
 One set of box wrench
 One set of screw driver
Equipment
 Diesel engine mock-up
 Vehicle
PROCEDURE
1. Prepare the supplies, materials, tools, and equipment.
2. After the injection pump is timed to the engine and its

mounting bolts are torqued to specifications, connect the low-
pressure fuel line, the injection lines, the throttle, and the
shut- off control to the injection pump.
3. Bleed the air from the filters, fuel lines, and the injection pump
to prevent lack of lubrication to the pump elements and
possible damage to the closely fitted parts.
4. Check the level of the fuel tank to bleed the system,. If it is

below the injection pump, fill the tank.
5. Open the shut-off value, the primary filter, the secondary filter,
and the injection-pump vent screws. Allow fuel and air to flow
from the vents until the fuel is free of air bubbles. Then tighten
the vent screws in sequence, one after the other.
Fig. 14. shows the diesel fuel injection system

(denso.com.au)
| Perform Diesel
Bleeding Fuel-injection System

 Diesel fuel
 Rags
 Container
Tools
Equipment
 Vehicle
Procedure
1. Prepare the supplies, materials, tools and equipment
2. To vent the injection line, set the throttle to the full-fuel position.
3. Shut off lever or the switch in the “run”position.
4. Place the decompression lever in the “decompression” position.
5. Loosen all the injection-line fitting at the injectors.
Fig. 15 shows the injection lines and fittings.

(mercedessource.com)
6. Crank the engine until fuel squirts from the injection lines, and
then tighten the connection.
| Perform Diesel
fuel-injection system
21
Bleeding the Fuel-injection System shut off engine

 Diesel fuel
 Rags
 Container
Tools
Equipment
 Vehicle

Procedure
1. Prepare the supplies, materials, tools and equipment.

2. Loosen the fuel filter petcock or valve and operate the priming
pump on the feed pump. If the filter is filled with fuel, fuel
containing air bubbles will be discharged from the petcock or valve.
Continue pumping until the discharge fuel contains no more air
bubbles. Then tighten the fuel valve or petcock securely.
3. Loosen the air bleeder screw at the top of the injection pump and
operate the priming pump. Continue pumping until all air is bled
from the fuel in the pump reservoir. Then close air bleeder screw
securely.
Fig.16 shows the priming pump, line and fitting (justanswer.com)
| Perform Diesel
BLEEDING FUEL-INJECTION SYSTEM

 Diesel fuel
 Rags
 Container
Tools
Equipment
 Vehicle
Procedure
1. Prepare the supplies, materials, tools and equipment.

2. Make sure that fuel tank shut-off valve is in “on” position.
3. Bleed the air from fuel filter. Loosen the air bleed screw at the
top of the fuel filter to allow fuel to flow out.
4. Bleed the air from the fuel return line (installed on the fuel
injector), and bleed the air by operating the manual handle of
the lift pump. If there is more than one injector, bleed the one
at the end of the line.
5. Bleed the air from the fuel line – (line from the filter to the
injector pump). Loosen the air venting screw at the injection
pump and operate the manual handle of the lift pump until all
the air bubbles are out.
6. Bleed the air from the fuel injector. Loosen the nipple on the
fuel injector side, set the throttle to half and the decompression
lever to the decompression position and crank engine. When
no more bubbles appear in the fuel flowing from the end of the
injection pipe, re-tighten the nipple.
Fig. 17. shows the part and the fuel line connection
(autozone.com)
| Perform Diesel
B. SAFETY MEASURES IN BLEEDING
1. If you bleed the system by using the hand priming pump, do not
forget to lock it. If the pump is not locked, there will be no
transfer-pump pressure because fuel will circulate within the
transfer pump.
2. The presence of air in the fuel system anywhere between the fuel
tank and the injector will cause a no start or erratic running
condition.
3. Air trapped in the fuel system can cause inadequate fuel injection,
poor operation, and hard starting. Whenever the fuel system is
serviced, it should be bled of trapped air in the proper sequence.
4. Be sure that all fittings of the diesel fuel line are all air tight in
order to prevent atmospheric air pressure to enter the line loose
fittings.
5. Be sure that each fuel line is installed into the same pump outlet
port position from which it was removed.
| Perform Diesel
ASSESSMENT OF PERFORMANCE
Workmanship/Performance Points
A. Checked safely the fuel level, line leakage and fuel 35

strainer / filter safely.
 All parts are checked properly - - - - - - - - - 35
 Two parts are checked properly while the other

one does not - - - - - - - - - - - - - - - - - - - - - 25
 Only one part of the three is checked - - - - - 15
B. Determining the fuel system safely if it is free from air

lock. 35
 All lines are working - - - - - - - - - - - - - - - - 35
 Three lines are working except one which

failed - - - - - - - - - - - - - - - - - - - - - - - - - - 25
 Either any of them one or two one lines only are

working - - - - - - - - - - - - - - - - - - - - - - - - 15
C. Bleeding the bleeder screw by hand priming the 30
primer pump safely.
 One to two minutes - - - - - - - - - - - - - - - - 30
 Three to two minutes - - - - - - - - - - - - - - - 20
 6 minutes or more - - - - - - - - - - - - - - - - - 10
100
| Perform Diesel

Module Title:
Learning Outcome 3. Conduct Compression Testing

ASSESSMENT CRITERIA
1. Engine requirements in compression testing is determined
2. Specification compression test result is read and interpreted per

standard operating procedures.
3. Corresponding recommendation or prescription is given based on the

test result
| Perform Diesel
PERFORM DIESEL ENGINE TUNE-UP-Conduct Engine Tune-up
compression testing 26
CONDUCTING COMPRESSION TESTING

 Ball pen
 Bond paper
 watch
Tools
 Compression tester for diesel engine
 One set of open end wrench
 One set of combination wrench
 Adjustable wrench
Equipment
 Vehicle
PROCEDURE
1. Prepare the supplies, materials, tools, and equipment.
2. Remove the air cleaner and install a manifold cover.
3. Disconnect the wire from the fuel shut-off solenoid terminal of

the injector pump. This prevents delivery of fuel during the
test.
Fig. 18 shows the rotary type of injection pump

( dieselpowermag.com)
| Perform Diesel
4. Disconnect glow-plug wires and remove glow plugs.
5. Screw the compression-tester fitting into the glow-plug hole of

the cylinder to be checked.
Fig. 19 shows the checking and testing of compression pressure

(ehow.com)
6. Then, crank the engine for at least 12 crankshaft revolutions

(six “puffs”).
7. Check all cylinders in the same way. Get the reading of every cylinder.
Clean the injector bore or sleeve with the recommended tool, but make
certain that no carbon remains in the combustion space. Be sure that the
crankcase is at the proper level, the battery is properly charged and with a
good effective starter that produces high efficiency in cranking the engine.
Fig. 20 shows the compression tester using a hose type

(justanswer.com)
INTERPRETATION OF RESULTS FROM COMPRESSION TESTING

PERFORM DIESEL ENGINE TUNE-UP-Conduct compression testing
| Perform Diesel Engine Tune-up 28
The lowest compression pressure reading should less than 70
percent from the highest compression pressure reading. If the
difference is not less than 70 percent, the engine condition is normal.
If in case there will be leakage past the piston rings, the compression
pressure will become low during the first strokes but will tend to build
up toward normal state with later strokes. However, if it does not
reach the normal since one of the piston cylinders is lower than
minimum standard and the pressure is rapidly lost, the compression
pressure is low.
.70% = 275 PSI

275 ÷ .7 = 393
392 – 275 = 118
118 ÷ .3 = 393
EXAMPLES
A. 126 ÷ .7 = 180
180 – 126 = 54
54 ÷ .3 = 180
180 x 1.0 =
B. 275 ÷ .7 = 393
393 – 275 = 118
118 ÷ .3 = 393
393 x 1.0 = 393
C. 140 ÷ .75 = 187
187 – 140 = 47
47 ÷ .25 = 187
1.0 x 140 = 140
D. 105 ÷ .75 = 140
140 – 105 = 35
35 ÷ .25 = 140
1.0 x 140 = 140
Some manufacturers like Ford, specified that the indicated

compression pressures are considered normal if the lowest reading
cylinder is within 75% of the highest. Refer to the following example
and chart. Seventy-five percent of 140, the highest cylinder reading is
105. Therefore, if cylinder no.1 being less than 75% of cylinder no.4
in firing orders 1-3-4-2, this indicates an improperly seated valve or
worn-out or broken piston rings.
If one or more cylinders read low, squirts approximately one (1)
table spoon of engine oil on top of the piston in the low reading
cylinder. Repeat compression pressure check on these cylinders.
Then, observed the reading compared previous reading pressured
test:
1. If compression improves considerably, the piston rings are at

fault.
2. If compression does not improve, valves are sticking or

seating poorly.
| Perform Diesel
3. If two other cylinder indicate low compression pressure and
squirting oil on the piston does not increase the compression,
the cause maybe a cylinder head gasket leak between the
cylinders. Engine oil and/or coolant in the cylinders could
result from this problem. An engine compression test is easy
to do but, if the result needs to be tempered with the
knowledge of testing conditions that reduce the accuracy of
your test. As the battery gets hotter and the engine cools
down, your results from any one cylinder will change. It is
important to do the test as quickly as possible, with as little
cranking as needed to complete the test. Circumstances
arise where a more accurate leak down test should be utilized
before you start tearing the engine down. Reading that are at
the extremes of the chart. (Meaning over-all very high or very
low readings), may indicate conditions inside the cylinders
that a compression test won’t depict properly.
1. RECOMMENDATIONS ARE GIVEN BASED ON THE RESULTS

INTERPRETED
The following chart reference will be used by the mechanic when

checking cylinder compression pressures (to avoid mathematical
errors) the chart (below has been calculated so that the lowest reading
number is 75% of the highest reading. The “actual” compression
readings are important. Keep in mind that few engines will run with a
compression under 100 PSI. However, there are some engines that
will test with readings in the 90 PSI range at a regular basis.
| Perform Diesel
CHART OF COMPRESSION PRESSURES THAT RANGES MINIMUM AND
MAXIMUM WILL BE THE BASES OF TECHNICIAN RECOMMENDATION.
Maximum
Minimum PSI Maximum PSI Minimum PSI
PSI
135 . . . . . . . . . .101 192 . . . . . . . . . .144
136 . . . . . . . . . .102 193 . . . . . . . . . .145
139 . . . . . . . . . .104 196 . . . . . . . . . .147
140 . . . . . . . . . .105 197 . . . . . . . . . .148
143 . . . . . . . .. . 107 200. . . . . . . . . . 150
144 . . . . . . . . . .108 201 . . . . . . . . . .151
147 . . . . . . . . . .110 204 . . . . . . . . . .153
148 . . . . . . . . . .111 205. . . . . . . . . . 154
151 . . . . . . . . . .113 208 . . . . . . . . . 156
152 . . . . . . . . . .114 209. . . . . . . . . . 157
153 . . . . . . . . . .115 211 . . . . . . . . . 158
156 . . . . . . . . . .117 213 . . . . . . . . . .160
157 . . . . . . . . . .118 216. . . . . . . . . . 162
160 . . . . . . . . . .120 217 . . . . . . . . . .163
161 . . . . . . . . . .121 220 . . . . . . . . . .165
164 . . . . . . . . . .123 221 . . . . . . . . . .166
165 . . . . . . . . . .124 224 . . . . . . . . . .168
168 . . . . . . . . . .126 225 . . . . . . . . . .169
169 . . . . . . . . . .127 228. . . . . . . . . . .171
172 . . . . . . . . . .129 229 . . . . . . . . . .172
175 . . . . . . . . . .131 232 . . . . . . . . . .174
176 . . . . . . . . . .132 233. . . . . . . . . . 175
177 . . . . . . . . . .133 236. . . . . . . . . . 177
180 . . . . . . . . . .135 237. . . . . . . . . . 178
181 . . . . . . . . . .136 240 . . . . . . . . . .180
184 . . . . . . . . . .138 241 . . . . . . . . . .181
187 . . . . . . . . . .140 244. . . . . . . . . . 183
188 . . . . . . . . . .141 245. . . . . . . . . . 184
189 . . . . . . .. . .142 248 . . . . . . . . . .186
249 . . . . . . . . . .187
It is therefore recommend that if the reading is below the minimum

specified compression pressure, the engine will be subjected to general
engine overhaul. No top overhaul will be allowed by the car manufacturer.
| Perform Diesel
LO 3. Conduct Compression Testing
Workmanship of Performance Points
A. Tested the compression pressure of four cylinders 35

diesel engine safely within the time frame required.
 25 to 40 minutes - - - - - - - - - - - - - - - - - - 35
 41 to 59 minutes - - - - - - - - - - - - - - - - - - 25
 1 hour – up - - - - - - - - - - - - - - - - - - - - - - 15
B. Computed the test result of compression pressure of

every cylinder (4 cylinders) 35
 All cylinders computed correctly - - - - - - - - 35
 Three cylinders computed correctly - - - - - 30
 Two cylinders computed correctly - - - - - - - 25
 One cylinder computed correctly - - - - - - - 20
 None - - - - - - - - - - - - - - - - - - - - - - - - - - 15
C. Recommending solution to specific trouble per result 30

of the cylinder.
 All cylinders recommended correctly - - - - 30
 Three cylinders recommended correctly- - - 25
 Two cylinders recommended correctly- - - - 20
 One cylinder recommended correctly - - - - 15
 None - - - - - - - - - - - - - - - - - - - - - - - - - - 10
100
| Perform Diesel
HIGH SCHOOLS
HIGH SCHOOLS
Unit of Competency: Perform Gas Engine Tune Up
Module No.: 2 Module Title: Performing Gas Engine Tune Up
| Perform Diesel Engine Tune-up 33

Program/Course AUTOMOTIVE SERVICING
Unit of Competency Perform Gas Engine Tune Up

Performing Gas Engine Tune Up
Module
INTRODUCTION:
This module contains information and suggested learning activities on

performing gas engine tune up. It also includes instructions and procedures on
gas engine tune-up
This module consists of eight learning outcomes. Each learning outcome

contains learning activities supported by information sheets. Before you perform the
instructions, read the information sheets and answer the self-check and activities
provided to ascertain that you have acquired the knowledge necessary to perform the
skill portion of the particular learning outcome.
.
SUMMARY OF LEARNING OUTCOMES:
Upon completion of the module, you should be able to:
LO1. check and adjust valve clearance,

LO2. inspect and test spark plug,
LO3. check and replace fuel filter and air cleaner,
LO4. inspect and replace contact points and condenser,
LO5. adjust engine idle speed and mixture,
LO6. test and adjust dwell angle and ignition setting,
LO7. check advance mechanism and adjust ignition timing, and
LO8 .conduct compression test.
| Performing
PERFORM GASGasENGINE
EngineTUNE-UP
Tune Up 34
PRE-TEST
Choose the letter of the correct answer.
1. The distance traveled by the piston as it moves from BDC to TDC or vice versa.
a. stroke b. cycle c. displacement d. valve
2. The highest point that the piston could reached.
a. BDC b. TDC c. RDC d. OHV
3. A series of events that repeat themselves inside the piston cylinder.
a. BDC b. cycle c. stroke d. all of these
4. The piston position during power stroke.
a. top b. bottom c. middle
5. When connected to the engine, the tachometer measures

a. engine torque
b. engine rpm
c. engine compression
d. engine vacuum
6. When the engine is at normal operating temperature, the first step in using the
compression tester is to:
a. disconnect the battery
b. adjust engine idle speed
c. remove the spark plug
d. shift the transmission into low gear
7. The cylinder leakage tester applies air pressure to the cylinder when the
piston position is at
a. TDC with both valves closed

b. BDC with both valves closed
c. the starting of compression stroke
d. TDC with both valves open
8. Measures how long the contact point remains closed during ignition.
a. cylinder compression tester b. tachometer
c. dwell meter d. exhaust gas analyzer
9. A service-bay diagnostic computer may do the following, except

a. automatically perform tests
b. interpret the results
c. show how to correct faults
d. grade the technician’s work
10. All of the following are components of the ignition system, except.
a. ignition coil b. condenser c. distributor d. nozzle
| Performing
PERFORM GASGasENGINE
EngineTUNE-UP
Tune Up 35
Definition of Terms
Accumulator A gas filled pressure Electrical load The working device of the
chamber that provides hydraulic circuit.
pressure for ABS(Anti-lock Braking Electromagnetism A form of magnetism
System) operation. that occurs when current flows
Ammeter A test meter used to measure through a conductor.
current draw. Field current draw test Diagnostic test
Analog A voltage signal that is infinitely that determines if there is a current
variable or can be changed within a available to the field windings.
given range. Floor jack A portable hydraulic tool used
Battery terminal test Checks for poor to raise and lower a vehicle.
electrical connections between the Fuse A replaceable circuit protection
battery cables and terminals. A device that will melt should the
voltmeter is used to measure voltage current passing through it exceeds its
drop across the cables and terminals. rating.
Bench test A term used to indicate that Fusible link A wire made of meltable
the unit is to be removed from the material with a special heat-resistant
vehicle and tested. insulation. When there is an overload
Brushes Electrically conductive sliding in the circuit, the link melts and opens
contacts, usually made of copper and the circuit.
carbon. Ground The common negative connection
Circuit The path of electron flow of the electrical system that is the
consisting of the voltage source, point of the lowest voltage.
conductors, load component, and Grounded circuit An electrical defect
return path to the voltage source. that allows current to return to ground
Commutator A series of conducting before it has reached the intended load
segments located around one end of component.
the armature. Ground side The portion of the circuit
Conductor A substance that is capable that is from the load component to
of supporting the flow of electricity the negative side of the source.
through it. Growler Test equipment used to test
Continuity Refers to the circuit being starter armatures for shorts and
continuous with no opens. grounds. It produces a very strong
Current The aggregate flow of electrons magnetic field that is capable of
through a wire. One ampere inducing a current flow and
represents the movement of 6.25 magnetism in a conductor.
billion electrons (or one coulomb) past Hydrometer A test instrument used to
one point in a conductor in one check the specific gravity of the
second. electrolyte to determine the battery's
Current draw test - Diagnostic test used state of charge.
to measure the amount of current Insulator A substance that is not
that the starter draws when actuated. capable of supporting the flow of
It determines the electrical and electricity.
mechanical condition of the starting Jack stands Support devices used to
system. hold the vehicle off the floor after it
has been raised by the floor jack.
| Definition
PERFORM GAS of Terms
ENGINE TUNE-UP 36
Magnetism An energy form resulting Lamp A device that produces light as a
from atoms aligning within certain result of current flow through a
materials, giving the materials the filament. The filament is enclosed
ability to attract other metals. within a glass envelope and is a type of
resistance wire that is generally made
Ohm Unit of measure for resistance.
from tungsten.
One ohm is the resistance of the
conductor such that a constant Series-parallel circuit A circuit that
current of one ampere in it produces have some loads in series and some in
a voltage of one volt between its ends. parallel.
Ohmmeter A test meter used to Short An electrical fault that allows for
measure resistance and continuity in electrical current to bypass its normal
a circuit. path.
Ohm's law Defines the relationship Solenoid An electromagnetic device that
between current, voltage and uses movement of a plunger to exert a
resistance. pulling or holding force.
Open circuit A term used to indicate Splice The joining of single wire ends or
that current flow is stopped. By the joining of two or more electrical
opening the circuit, the path for conductors at a single point.
electron flow is broken. State of charge The condition of a
Overload Excess current flow in a battery's electrolyte and plate
circuit. materials at any given time.
Parallel circuit A circuit that provides Valve clearance The measured gap
two or more paths for electricity to between the end of the valve stem and
flow. the rocker arm, cam lobe or follower
that activates the valve.
Relay A device that uses low current to
control a high current circuit. Low Voltage The difference or potential that
current is used to energize the indicates an excess of electrons at the
electromagnetic coil, while high end of the circuit the farthest from the
current is able to pass over the relay electromotive force. It is the electrical
contacts. pressure that causes electrons to move
through a circuit. One volt is the
Resistance Opposition to current flow.
amount of pressure required to move
one amp of current through one ohm
of resistance.
| Definition of Terms 37
Program/Course : Automotive Servicing PERFORM
NC I GAS ENGINE TUNE-UP
Unit of Competency : Perform Gas Engine Tune Up
Module title : Performing Gas Engine Tune Up
Learning outcome 1 : Check and adjust tappet valve clearance
ASSESSMENT CRITERIA:
1. Valve tappet clearance is set.

2. Checking and adjustment is performed.
PERFORM GAS ENGINE TUNE-UP-Check/adjust |tappet

Definition of Terms
valve clearance 38
INFORMATION SHEET No. 1
PRINCIPLE OF ENGINE OPERATION
TOPIC 1. ENGINE CLASSIFICATION BY CYCLES
Piston engine operates on either the two-stroke cycle or the four stroke cycle.
Automotive engines are four-stroke cycle engine. Every fourth piston stroke is a
power stroke, there is power in every two full crankshaft revolution (720 degrees).
A two-stroke-cycle engine produces twice as much power at the same

crankshaft speed (RPM) as the four-stroke-cycle engine. However, this does not
make the two-stroke-cycle engine twice as powerful. In two-stroke-cycle, there is
power in every one full crankshaft revolution of 360 degrees.
A. ENGINE OPERATION
The action in the spark-ignition engine can be divided into four parts. Each
part consists of a piston stroke. Piston stroke is the movement of the piston from
BDC to TDC to BDC.
Top Dead Center (TDC) – the highest point reached by the piston head.
Bottom Dead Center (BDC) – the lowest point reached by the piston head.
Fig 1 Shows the piston stroke. (www.google.com.ph.)
The complete cycle of events in the cylinder requires four piston strokes.
These are intake, compression, power, and exhaust.
PERFORM GAS ENGINE TUNE-UP-Check/adjust|tappet

Definition of Terms
valve clearance 39
CYCLE – means a series of events that repeat themselves.
Fig. 2 Shows the four (4) stroke cycle engine operation. (photo courtesy of
http://www.google.com.ph.)
PISTON PISTON VALVE POSITION DEGREES

STROKE MOVEMENT
INTAKE EXHAUST
Intake Downward Open Closed 180
Compression Upward Closed Closed 180
Power Downward Closed Closed 180
Exhaust Upward Closed Open 180
Fig. 3 Table showing the piston movement and valve position
 INTAKE STROKE . Intake valve is open, air-fuel mixture flows through the port
and into the cylinder while exhaust valve is closed.
 COMPRESSION STROKE. Both valve are closed, the upward moving piston
compresses the air-fuel mixture into a smaller space, between the top of the
piston and cylinder head. This space is called the combustion chamber.
 POWER-STROKE. As the piston nears TDC the end of the compression stroke,
an electric spark jumps the gap at the spark plug. The heat from the spark
ignites the compressed air-fuel mixture, the air-fuel mixture then burns rapidly,
producing high temperature of up to 6000F(3316C).This high temperatures
cause very high pressure which pushes down the top of the piston.
 EXHAUST STROKE as the piston approaches BDC on the power-stroke, the

exhaust valve opens. After passing through BDC, the pistons moves up again.

Definition of Terms
valve clearance 40
The burned gases escape through the open exhaust port while the intake valve
remains closed.
B. VALVE ACTION
In many engines, each cylinder has two valves. One intake valve, the other
is an exhaust valve. Some engines have more than two valves; these are multi-valve
engines. They have three, four, five, or six valves for cylinder.
Fig. 4 Valve train and related parts. ( www.google.com.ph.)
Fig. 5 Valve train DOHC ( www.google.com.ph.)

Definition of Terms
valve clearance 41
Valve train is the series of parts that open and close the valves. The action
starts at the camshaft. The crankshaft drives the camshaft through gears,
sprockets and chain or sprockets and a toothed timing belt. Most camshafts have a
cam for each valve in the engine. Each cam is a round collar with a highest spot or
lobe. When the rotating cam brings the cam lobe down against the top of the
bucket tappet, the lobe pushes the tappet down and this compresses the spring
and pushes the value down off its seat. The valve opens as the cam continues to
rotate while the lobe moves away from the tappet. The spring pushes the tappet
until the valve seats.
SELF-CHECK No. 1
Fill in the blanks with the appropriate answer.Write your answer in your test
notebook.
1. The highest point reached by the piston head is __________________________.

2. The lowest point reached by the piston head is _________________________.
3. A series of events that repeat themselves is ___________________.
4. During intake stroke the piston movement is ____________________ and the
intake valve action is _________________________.
5. During exhaust stroke the piston movement is ______________________ and
the exhaust valve action is _______________________.
PERFORM GAS ENGINE TUNE-UP-Check/adjust | Definition

tappet of Terms
valve clearance 42
INFORMATION SHEET 2
Engine Test Equipment
Quick and accurate diagnosis and service of the engine require the use of
various test instruments and gauges. These will show if the battery, starting,
charging, fuel, and emissions systems are operating properly. They would also
indicate the mechanical condition of the engine.
1. Tachometer. Electric or optical tachometers are used in the shop. The

electric tachometer is connected to the engine primary circuit. The
tachometer counts the number of times per second the primary circuit opens
and closes. The optical tachometer has a light beam focused on a rotating
part such as the engine crankshaft pulley. The tach instrument counts how
many times per second a mark on the pulley passes by.
Fig. 6 Instrument panel tachomater ( www.google.com.ph
2. Dwellmeter. The dwellmeter electrically measures how long the contact

point remains closed during each ignition cycle of a contact-point ignition
system. The average for all cylinders is then displayed in degrees of
distributor-cam rotation. The technician can also use the dwell meter to set
contact-point gap and check for unwanted dwell variation as engine speed
increases. Excessive variation indicates mechanical trouble in the
distributor.

Definition
valve of Terms
clearance 43
Fig. 7 A typical shop dwell-tachometer (http://www.google.com.ph
In electronic ignition systems, the ECM controls dwell. It is not

adjustable. The dwell meter is used to check the duty cycle of the mixture-
control solenoid in a feedback carburetor.
A dwell-tachometer is a single meter that serves both a dwell meter
and a tachometer. This is possible because both meters have two leads and
require the same connections..
Fig. 8 Showing the connection of dwell-tachmeter.
( http://www.google.com.ph

Definition of Terms
valve clearance 44
3. Cylinder Compression Tester. The cylinder compression tester measures
the ability of the cylinders to hold compression while the starting motor
cranks the engine. The compression tester is a pressure gauge that
measures the amount of pressure or compression, built-up in the cylinder
during the compression stroke. How well a cylinder holds compression is an
indication of the condition of the piston, piston rings, cylinder wall, valves
and head gasket.
Fig. 9 Compression tester. ( http://www.google.com.ph)
4. Cylinder Leakage Tester The cylinder leakage tester checks compression

but in a different way. It applies air pressure to the cylinder with the piston
at TDC on the compression stroke. In this position, the engine valves are
closed. Very little air escapes from the cylinder if the engine is in good
condition.
Fig. 10 Cylinder leakage tester. (http://www.google.com.ph)

tappet of Terms
valve clearance 45
5. Engine Vacuum Gauge. The engine vacuum gauge measures intake-manifold
vacuum. The intake-manifold vacuum changes with the load on engine defects.
The way the vacuum varies from its normal level indicates what could be wrong
inside the engine. Before making the test, check if all vacuum hoses are
properly connected and are not leaking. Make a backpressure test if a restricted
exhaust system is indicated.
Fig. 11 Two types of engine vacuum gauge. (http://www.google.com.ph)
Connect the vacuum gauge to the intake manifold. Start the engine and let it
run until it reaches normal operating temperature. Then note the vacuum
reading at idle and other speed. Figure 8 shows the meaning of various vacuum-
gauge readings. Common vacuum-gauge readings
6. Exhaust Gas Analyzer The exhaust gas analyzer measures the amount of
various gases in the exhaust. There are two main types:
a. Two-gas analyzer that measures hydrocarbon (HC) and carbon monoxide
(CO).
b. Four-gas analyzer that measures hydrocarbon (HC), carbon monoxide (CO),
Oxygen and Carbon Dioxide (CO2)
Fig. 12 Two gas exhaust analyzer. (http://www.google.com.ph)

tappet of Terms
valve clearance 46
Fig. 13 Four-gas exhaust analyzer. ( http://www.google.com.ph)
An exhaust gas analyzer can also be used to check for exhaust-gas leakage into
the cooling system. Figure 11 shows the exhaust-gas analyzer being used to
locate fuel or fuel-vapor leaks.
7. Four-Gas Analysis. Combustion at the stoichiometric ratio of 14.7:1 provides

maximum conversion efficiency. This results in minimum tail pipe emissions of
HC and CO.
Fig. 14 Exhaust gas analysis chart. (http://www.google.com.ph)
8. Cylinder-Balance Test. The cylinder balance test determines if each cylinder

in a running engine produces the same amount of power. Disabling a cylinder
should cause a change in engine speed. The change should be about the same
for all cylinders.
Connect a tachometer to the engine. Then disable the cylinder. This is done
by shorting the spark plug or disconnecting each fuel injector in a port-injected
engine. Note the tach reading. Repeat the test on each cylinder. All cylinders are
contributing the same amount of power if the rpm drops are the same. Weaker
cylinders show less of rpm change. Shorting or disabling a dead cylinder causes
no change in rpm.

Definition of Terms
valve clearance 47
Fig. 15 Cylinder balance tester. ( http://www.google.com.ph)
9. Engine Analyzer. An engine analyzer combines several testers, meters and

gauges into a single piece of portable shop equipment. When connected to the
vehicle, the analyzer provides quick and accurate testing and diagnosis of
various engine and vehicle systems. Most shop engine analyzers include an
oscilloscope. It displays voltage patterns of the ignition system and electronic
fuel injectors. Some computerized analyzers include a second screen. This
displays information needed by the technician, such as steps in a test
procedure or the test results. The analyzer may have a printer to provide a
written report.
Fig. 16 Snap-on engine analyzer. ( http://www.google.com.ph)
10. Service-Bay Diagnostic Computer. Some new car dealers have a service-bay
diagnostic computer. This is a computerized engine-and-exhaust gas analyzer
with additional capabilities. Ideally, the system enables the vehicle to tell the
PERFORM GAS ENGINE TUNE-UP-Check/adjust|tappet valve clearance
Definition of Terms 48
computer what is wrong. Then the system instructs the technician on how to
make the needed repairs. Many of these computers have a touch-sensitive
screen. The technician first enters the vehicle identification number then the
technician answers a series of yes-no questions about how the vehicle is
equipped. The technician connects the computer to the diagnostic connector on
the vehicle.
Fig. 17 Service bay. Mercedes Co. (photo courtesy of

http://www.google.com.ph)
11. Dynamometer. The chassis dynamometer measures engine power and vehicle
speed under various operating conditions. The vehicle is driven onto two rollers
so the drive wheels can spin the rollers. The rollers drive a power absorber
which is usually under the floor. The vehicle remains stationary, but the engine
and other components operate the same as on a road test. Meters on a console
report wheel speed and torque or power.
Fig. 18 A car being tested in a dynamometer. Mercedes Co. (photo courtesy of

http://www.google.com.ph)

Definition of Terms
valve clearance 49
SELF-CHECK No. 2
Select the correct answer to each question.
1. When connected to the engine, the tachometer measures.
a. engine torque
b. engine rpm
c. engine compression
d. engine vacuum
2. After the engine is at normal operating temperature, the first step in using
the compression tester is to
a. disconnect the battery
b. adjust engine idle speed
c. remove the spark plug
d. shift the transmission into low gear
3. The cylinder leakage tester applies air pressure to the cylinder when the
piston position is at
a. TDC with both valves closed

b. BDC with both valves closed
c. the starting of compression stroke
d. TDC with both valves open
4. Measures how long the contact point remains closed during ignition.
a. cylinder compression tester
b. tachometer
c. dwell meter
d. exhaust gas analyzer
5. A service-bay diagnostic computer may do the following except…

a. automatically perform tests
b. interpret the results
c. show how to correct faults
d. grade the technician’s work

Definition of Terms
valve clearance 50
OPERATION SHEET No.1
ADJUSTING VALVE TAPPET CLEARANCE
Adjust tappet clearance according to specifications. Correct clearance

contributes to quiet engine operation and long valve seat wear. Insufficient
clearance causes the valve to ride open, resulting in lost compression and burning.
Too much clearance retards timing and shortens valve life above the seat
preventing maximum intake and exhaust. Check tappet guide clearance. Sloppy fit
permits tappet to strike valve stem off-center causing side thrust on valve stem
with excessive wear and bad seating.
The valve tappets are removable.

These large, barrel shaped, pressure
lubricated tappets are so designed that
by removing the adjusting screw, the
main body can be lifted out and replaced
from above through the valve chamber.
This eliminates the costly service
operation of dropping the oil pan and
pulling the camshaft. Locking of the
adjustment is both simple and effective.
Accurate valve tappet settings materially
prolong engine life and aid performance.
In addition to impairing performance,
excessive clearances are harmful to cams
and tappets as well as to the rest of the
valve mechanism. When clearances are
too low, the possibility of burned valves
increases.
Figure19. Removable Valve Tappet
Check and adjust intake and exhaust

valve tappet clearance according to
specifications.
Fig. 20 Shows the types of valve tappet

Definition of Terms
valve clearance 51
Procedure in adjusting valve tappet
clearance:
1. Disconnect and ground the high

tension coil wire to prevent
accidentally starting the engine.
Fig. 21 Disconnecting high tension coil wire.

2. Remove the valve tappet cover from
the left side of the crankcase for L-
head engine. If the engine is I-head or
OHC-overhead camshaft, remove the
valve tappet cover from the top of the
cylinder head.
Fig.22 Removing valve tappet cover.
3. Remove the spark plug from number

one cylinder. For in line type engine,
begin at front side with the number
one spark plug.
4. Place thumb over the spark plug

opening and slowly crank the engine
until an outward pressure can be felt.
Pressure indicates number one piston
is moving toward Top Dead Center of
the compression stroke. Continue
cranking until the timing mark on
the flywheel is at the center of the Fig.23 shows how to remove #1 spark plug.
flywheel housing timing hole. Both
valves are then closed on the
compression stroke of number one
cylinder. Be careful with your
thumbs. Inspect first the spark plug
hole for unnecessary dirt and other
foreign objects.

Definition of Terms
valve clearance 52
5. Use two thin wrenches when
adjusting valve clearance. Use the
lower wrench to hold the tappet and
the upper wrench to raise or lower
the tappet adjusting screw. When the
valve lash is properly adjusted, the
appropriate feeler gauge should pass
between the tappet and its
corresponding valve stem with a
slight drag. Refer also to
manufacturer’s specification manual
Fig.24 Adjusting valve tappet clearance
6. Crank the engine one-half revolution

at a time and check the clearance of
each valve; adjust if necessary. Do
this on each set of cylinder valves in
succession according to the firing
order of the engine, which is 1-3-4-2.
Fig.25 Checking the valve clearances.

7. Install new gasket and install valve
tappet cover. Be sure the valve cover
has an oil tight seal with the
crankcase. Use the appropriate
sealant and gasket, and ensure the
correct bolt tight
Fig.26 New gaskets.
8. Replace the spark plug, spark plug wire, and coil wire.

Definition of Terms
valve clearance 53
Check and Adjust valve clearance
Assessment Criteria Score
30% Setting valve tappet
 Valve tappet is set with 95-100% 30
 Valve tappet is not set 75% accurately 20
 Valve tappet is not set 10
50% Checking and adjusting valve clearance
 All valve clearances are checked and

Adjusted with 95-100% accurately 50
 Valve clearances are checked and adjusted

within tolerance level 40
 Valve clearances are checked with only

50% accuracy 30
20% Apply safety
 No accident 15-20
 Minor accident 10-15
 Major accident 5
100% Total

tappet of Terms
valve clearance 54
QUALIFICATION : Automotive Servicing NC I
UNIT OF COMPETENCY : Perform Gas Engine Tune Up
MODULE TITLE : Performing Gas Engine Tune Up
LEARNING OUTCOME 2 : Test spark plug
1. Spark plug clearance is adjusted.

2. Spark plug is tested.
3. Spark plug test result is analyzed and appropriate recommendations are
prescribed
| Definitionspark
PERFORM GAS ENGINE TUNE-UP-Test of Terms
plug 55
TEST SPARK PLUG
 Sand paper
 Rag
 New set of spark plug
Tools, Equipment and Materials:
 Engine in running condition

 Vehicle service or repair manual
 Spark plug socket wrench (magnetic) and handle
 Wire gauge, ramp gauge or feeler gauge
 Ignition spark tester
 Spark plug tester
Removing the Old Spark Plugs
Procedures
1. Pull the hood release lever located under the dashboard.
2. Walk to the front of the car, reach under the hood, look for the latch and squeeze it.
Open the hood.
3. Find the spark plugs, located in a row
along one side of the engine (on an in-
line four-cylinder engine) and attach to
thick wires, called spark plug wires.
Cars with V-shaped engines (which can
have four, six or eight cylinders) have
spark plugs and spark plug wires on
both sides of the engine.
4. Change one spark plug at a time, always

putting the plug wire back on before
changing the next spark plug.
Fig. 27 shows the location of spark plug
| Definitionspark
plug 56
Warning:
Replace spark plug at a time to prevent

misfiring due to incorrect firing order. If
necessary, label all the high tension
cable.
Fig. 28 shows the proper ways of

removing the spark plug wires
6. Blow or wipe away any dirt or debris

around the spark plug. Do not allow any
dirt or dust to fall inside the combustion
chamber.
7. With the spark plug socket and a

ratchet, remove the spark plug by
turning it in a counterclockwise
direction. An extension handle is needed
if the spark plugs are deep-set or not
directly accessible. Ratchets with
flexible heads are especially helpful for
hard-to-reach spark plugs. Fig. 29 shows the removal of spark plug
8. Check the spark plug to make sure it needs replacing. A good spark plug should be
lightly coated with grayish brown deposits. If heavy deposits are present, or if the
spark plug is black or if the electrode or core nose is damaged, the plug needs to be
replaced with the right type.
Installing spark plugs
Torque is one of the most critical aspects of spark plug installation. Torque
directly affects the spark plugs' ability to transfer heat out of the combustion
chamber. A spark plug that is under-torque will not be fully seated on the cylinder
head; hence heat transfer will be slow. This will elevate combustion chamber
temperatures to unsafe levels, and pre-ignition and detonation will usually follow.
Serious engine damage is expected.
An over-torque spark plug can suffer from severe stress to the metal shell
which in turn can distort the spark plug's inner gas seals or even cause a hairline
fracture to the spark plug's insulator. In either case, heat transfer can again be
slow and the above mentioned conditions can occur or it might lose either the
outside and inside thread of the plug hole.
| Definitionspark
plug 57
The spark plug holes must always be cleaned prior to installation, otherwise
you may be torquing against dirt or debris and the spark plug may actually end up
under-torque, even though your torque wrench says otherwise. You should only
install spark plugs when the engine is cool because metal expands when it’s hot
and installation may prove difficult. Proper torque specs for both aluminum and
cast iron cylinder heads are listed in the following chart.
Cast Iron Aluminum

Spark Plug Type Thread Diameter Cylinder Head Cylinder Head
(lb-ft.) (lb-ft.)
Flat seat type (with

18 ø mm 25.3~32.5 25.3~32.5
gasket)

14 ø mm 18.0~25.3 18.0~21.6
gasket)

12 ø mm 10.8~18.0 10.8~14.5
gasket)

10 ø mm 7.2~10.8 7.2~8.7
gasket)

8 ø mm -- 5.8~7.2
gasket)
Conical seat type

18 ø mm 14.5~21.6 14.5~21.6
(without gasket)
Conical seat type

14 ø mm 10.8~18.0 7.2~14.5
(without gasket)
Fig. 30 Chart showing proper torque of the cylinder head
Steps in installing spark plugs:
1. install spark plugs with your bare hands. If you feel any resistance, stop and
start over to prevent cross-threading.
2. Tighten the plugs with a socket wrench until snug. Do not over tighten.
3. Replace the spark plug wires. Usually, you will hear a soft pop when the plug
wire snaps onto the plug.
4. Start the engine. Listen. In case the engine runs roughly or doesn't start at all,
check if the wires are pushed all the way onto the new plugs.
| Definitionspark
plug 58
Measuring Gap of the Spark Plug
Procedure:
1. Find the chart listing the proper "gap" for your plugs in your car's repair
manual. The spark plug gap may also be on the sticker inside the car's hood.
The parts store can also provide you with this specification as well, or you may
read the basics below.
2. Insert the spark plug gapping tool

in the gap between the metal center
electrode and the metal side
electrode of the plug's tip.
3. Look at the tool's ruled edge and

find the gap's measurement. If it is
too big, bend the spark plug's end
with the tool to widen the gap. To
make the gap smaller, push the
side electrode (the metal part at the
very top) against a hard surface.
4. After adjusting, measure again.

Repeat this procedure until the gap
matches the specification listed in
your car's manual. Fig. 31 shows the gapping of spark plug
5. Repeat the forgoing step with each plug.
Note: Spark plug gap specifications are listed in inches and or millimeters. The
gapper will have inches on one side and millimeters on the other. This is shown in
every blade of the feller gauge.
Spark Plug Gapping Basics
Since the gap size has a direct effect on the spark plug's tip temperature
and on the voltage necessary to ionize (light) the air and fuel mixture, careful
attention is required. While it is a popular misconception that plugs are pre-gapped
from the factory, the fact remains that the gap must be adjusted for the vehicle that
the spark plug is intended for. Those with modified engines must remember that a
modified engine with higher compression or forced induction will typically require a
smaller gap setting (to ensure ignitability in these denser air/fuel mixtures). As a
rule, the more power you are making, the smaller the gap you will need.
A spark plug's voltage requirement is directly proportionate to the gap size. The
larger the gap, the more voltage is needed to bridge the gap. Most experienced
tuners know that opening gaps up to a larger spark maximizes burn efficiency. It is
| Definitionspark
plug 59
for this reason that most racers add high power ignition systems. The added power
allows the opening of the gap, yet still provide a strong spark.
 Proper gapping of the spark plug is necessary to get maximum spark energy,
lowest RFI release as well as what is best for the longevity of the secondary
ignition components (coil, cap, rotor, wires, plugs).
 When checking plug gaps, the correct way is to use ONLY wire gauges, though
many use the slider style gapping tools. These flat or feeler gauge style gauges
do not accurately measure the true width of spark plug gap.
 When increasing the gap size for high performance applications utilizing
advanced ignition systems such as Mallory, Accel, Jacobs, Crane and Holley, it
is important never to go more than plus or minus .008". This is to maintain
parallel surfaces between ground and the center electrodes.
 Many people do not know that with higher compression ratios and
superchargers as well as nitrous, smaller spark plug gaps must be used as well
as the use of a much hotter ignition system. These higher cylinder pressures
require more energy to jump the spark plug gap.
 The rule of thumb on plug gaps is to open them up by .002" increments at a
time. When the car (race vehicle) begins to lose power or slow down, then go
back .001-.002" and, this in most cases, is the optimum gap.
Remember that the ignition unit, plug brand as well as heat range, cap and/or
rotor styles and in many cases fuel type or brand will change the optimum spark
plug gap settings.
Lastly, NEVER use the porcelain insulator as a fulcrum point when setting these
gaps. This can cause damage to the spark plug.
| Definitionspark
plug 60
INSPECT/TEST SPARK PLUG
40 % Adjusting spark plug clearance to specification
 4 spark plugs are adjusted to specification 31-40
 3 Spark plugs are adjusted to specification 20-30
 2-1 Spark plugs are adjusted to specification 10
40 % Testing Spark Plug
 4 Spark plugs are tested 31-40
 3 Spark plugs are tested 20-30
 2-1 Spark plugs are tested 10
20% Apply Safely
 No accident 15-20
 Minor accident 10-15
 Major accident 5
100% Total
| Definitionspark
plug 61
Program/Course : Automotive Servicing NC I
LEARNING OUTCOME 3 : Check and replace fuel filter and air cleaner
1. Fuel filter and air cleaner are replaced.
2. Fuel filter is free of sediments and impurities.
| Definition
PERFORM GAS ENGINE TUNE-UP-Check /replace fuel filter and airofcleaner
Terms 62
Replacing Fuel Filter
Supplies and Materials
 new fuel filter

 new air filter element
 rag
Tools
 Screw driver flat and Phillips

 1 set combination wrench
Equipment
 Vehicle in running condition or engine mock up
Procedure
1. Rest the vehicle for 24 hours to allow any remaining fuel pressure bleed off.
Checking valves in the fuel lines are meant to maintain pressure to prevent
vapor lock.
2. Locate the fuel filter. The fuel

filter is located on the right side of
the engine bay just in front of the
power steering fluid reservoir. To
provide room to work it is highly
recommended to remove the entire
air cleaner housing. The location of
fuel filter depends on the model of
the engine
Fig. 32 shows the location of fuel filter
| Definition
PERFORM GAS ENGINE TUNE-UP-Check /replace fuel ofcleaner
filter and air Terms 63
3. Remove the "snorkel tube" in front
of the air cleaner housing. This is a
friction fit and if you squeeze the
sides you should be able to easily
pop it out. Undo the two clips
holding the air cleaner housing
cover and remove the cover and air
filter inside the housing.
Fig. 33 shows the fuel filter clip and

snorkel tube
| Definition
4. Use the 3/8" ratchet and 10mm
socket. Remove the support bolt on
the left half of the air cleaner
housing. Remove the temperature
sensor connector by pushing and
holding down the metal clip and
gently pulling the connector off the
back of the air cleaner housing.
Fig. 34 shows air-cleaner bolt support
Fig.35 shows the connector clip

5. The mass air flow sensor has to be
rotated forward towards the front
of the car to unlock the bayonet
lock that holds the air cleaner
housing and mass air flow sensor
together.
Fig. 36 shows the hose clamp
| Definition
6. Disconnect the electrical connector
to the mass air flow sensor by
turning the plastic locking ring
and then gently pulling the
connector off of the mass air flow
sensor.
Fig. 37 shows the electrical connector of

the mass air sensor
7. The mass air flow sensor can now
be rotated forward towards the
front of the car to unlock the
bayonet lock between it and the air
cleaner housing. Rotate the mass
air flow sensor forward about 1
inch to completely disengage the
lock.
Fig. 38 shows the bayonet lock

8. The air cleaner housing sits on two
rubber mounts. The housing can
now be lifted up about 3/4" to
clear these mounts and then it can
be separated from the mass air
flow sensor.
Fig. 39 shows the hose clamp screw
| Definition
9. Now that the air cleaner housing is
out of the way, there is plenty of
room in which to work. You'll need
a good supply of rags and a small
can to catch the gas that will
inevitably come out of the filter.
Remove the connection near the
rear of the car first. Use a 19mm
open wrench on the filter side nut
to hold the filter steady and a
19mm flare wrench on the fuel line
nut to break the connection.
Fig. 40 shows the air cleaner housing and

fuel filter converter
10. First, loosen the fuel filter hose clamp. Then put the 17mm flare wrench on and
brace it against the side of the engine bay to hold the fuel line steady. Finally,
use the 7/8" open wrench on the nut shaped portion of the fuel filter (side
facing the rear of the car) where the first connection was already undone. This
allows much better leverage angle on the 7/8" wrench or fuel filter.
11. The fuel line support bracket is

freed by loosening well a 10mm
bolt in the right rear wheel that
screws to the six-sided plastic
nut on the support bracket. Be
careful in taking out the air
cleaner units once equipped with
air flow sensor.
Fig. 41 shows the fuel line support bracket
| Definition
Terms 67
Steps in replacing fuel filter.
1. Reattach the fuel line support .
2. Insert new fuel filter and attach to the forward 17mm fuel line nut. Be careful to
get the filter oriented to the proper direction. There should be an arrow on the
fuel filter itself (should point to the rear of the car) and the nut arrangement
between the fuel lines and filter are in one direction.
3. Attach the other fuel line to19mm nut.
4. Secure the fuel filter hose clamp. Mark the mileage and date on the filter for
future reference.
5. Attach the rubber hose to the lower left corner of the air cleaner housing.
6. Set the air cleaner housing to the two lower rubber support mounts and put the
mass air flow sensor into the back of the air cleaner housing being cognizant of
the sealing gasket.
7. Rotate the mass air flow sensor to the rear of the car to reengage the bayonet
lock between the air flow sensor and the air cleaner housing.
8. Secure the 10mm support bolt on the upper left half of the air cleaner housing.
9. Tighten the mass air flow sensor hose clamp with the 8" #2 Phillips
screwdrivers. Use your right hand to hold the clamp in place, while using a
screwdriver in your left hand to tighten the hose clamp.
10. Reattach the mass air flow sensor connector and the air cleaner housing
temperature sensor connector.
11. Replace the air filter, the air cleaner housing cover and the "snorkel tube."Avoid
possible causes of sparks before you start the engine.
12. Finally, start the car and check for leaks. It will probably take a couple of
tries before the car will start up.
| Definition
CHECK AND REPLACE FUEL FILTER AND AIR CLEANER
Replacing fuel filter 100%
 fuel filter is replaced without damaged and leaks in the

fittings and mountings. 90-100
 fuel filter is replaced with small leaks on fittings
80-89
 fuel filter is replaced with multiple leaks on fittings

70-79
100% Total
| Definition
REPLACING AIR FILTER
 new air filter element

 rag
Tools
 Screwdriver flat and Philip

 Wrenches

Equipment
 Air compressor
 Running condition vehicle or engine mock up
Procedure:
Changing the air filter should be part of any major tune-up. If driving along
dirt roads or in other dusty conditions, replace it more frequently. In most cars, this is
a fairly simple procedure. You should change your car's air filter every 15,000 miles.
1. Open the hood.
2. Locate the air filter, usually found on

top of the engine. In cars with
carburetors it is in a round piece of
metal about the size of a medium pizza.
Fuel-injected cars have square or
rectangular air filter housings that may
be at the side of the engine.
Fig. 42 shows air filter location
| Definition
3. Unscrew or unclamp the top of air filter
housing.
Fig.43 removing the filter housing using

screw and clamp
4. Lift out the air filter. It should be a

round or rectangular filter made of
paper or plastic, with a rubber rim.
Fig. 44 shows the removal of air filter

element
5. Clean the area with a vacuum cleaner or seal the top of the carburetor. This will
keep debris out of the carburetor as you continue cleaning the housing.
6. Clean any dirt or bugs inside the air

filter housing with a rag.
7. Replace the filter with a new filter.

Consult your manual to determine the
proper filter for your car. Check your old
filter element for dirt, oil or moisture,
cracks and proper sealing at the gasket.
Avoid using the wrong size of air filter.
Your engine will run less efficiently.
Fig. 45 shows the replenishment of new
filter element
| filter
PERFORM GAS ENGINE TUNE-UP-Check /replace fuel Definition
and airof Terms
cleaner 71
8. Replace the cover and close the
hood. Reusable air filters cost more than
disposable filters, but if cared for correctly,
they can last for over 50,000 miles.
Another good way to make your air filter last is to actually clean it using a
vacuum cleaner. Simply take the filter out and with the small attachments of the
vacuum, suck out the dust and dirt. The filter will be good as new and it will make
your filter last a little longer.
PERFORM GAS ENGINE TUNE-UP-Check /replace fuel filter and air

| Definition ofcleaner
Terms 72
CHECK AND REPLACE FUEL FILTER AND AIR CLEANER
Replacing fuel filter and air cleaner 100%
 fuel filter and air cleaner are properly replaced and cleaned
with 95%-100% efficiency 90-100
 fuel filter and air cleaner are properly replaced and cleaned
with 75% efficiency 90-80
 fuel filter and air cleaner are replaced or cleaned with 50%
efficiency. 79-70
100% Total
| Definition
Terms 73
LEARNING OUTCOME 4 : Inspect and replace contact points and condenser
1. Ignition breaker is tested and replaced.
2. Condenser is tested and replaced
| Definition
PERFORM GAS ENGINE TUNE-UP-Check /replace contact of Terms
points/condenser 74
Inspection and Replacing of Contact Point and Condenser
MATERIALS
 New set of breaker points

 New condenser
 Grease
 Chalk
TOOLS
 Screwdrivers
 Dwell-tach meter
 Timing light
 Wrench 10mm
 Feeler gauge
 Vehicle service manual
EQUIPMENT
 Vehicle in running condition
Procedure
Contact points should be replaced every 10,000 miles. It's a good practice to
replace the condenser at the same time. When you replace the points, you then
must check and, if necessary, reset the timing to specification.
1. Remove the distributor cap. You

will find that there are two spring
clips which hold it.
2. Insert a screwdriver between each

clip and the distributor case, and
pry them off the cap. The cap then
simply lifts off. Do not remove the
spark plug wires from the
distributor cap.
3. Remove the rotor by pulling it

straight up off the distributor
Fig. 46 shows the removal of distributor
shaft.
cap
| Definition
points/condenser 75
4. Remove the plastic dust cover by
lifting it off the distributor.
5. Remove the old contact points.

You will see that there is a screw
that holds the points unit to a
plate inside the distributor.
6. Loosen and remove this screw.

Unplug the wire from the points
from the black plastic plug that it
is connected to. Just pull it
straight off.
Fig.47 shows the location of contact point
7. Now, withdraw the points and if
they are pitted or excessively worn
out, replace them. But if they are
still in good condition, keep them
as your spare for an emergency.
Fig. 48 shows the dwell angle.

8. Remove the condenser. The
condenser is that little metal can
inside or outside of the
distributor. There is one screw
that holds the condenser, and
there is another which holds the
black plastic plug to the
distributor body. Both of these
screws are readily accessible, so
remove them and the little metal
plug clip. Then remove the
condenser and plug from the
distributor.
Fig. 49 Condenser.
Note: Condenser or capacitor is applied to

a certain model prior to the requirement
needed in terms of specified micro-farad
required in manual specification of the
engine
| Definition
points/condenser 76
INSPECT AND REPLACE CONTACT POINT AND CONDENSER
Checking/Testing or Replacing Contact Point/Condenser 100%
 Contact point/condenser is properly checked/tested and

replaced 90-100
 Contact point/condenser is not properly checked/tested or
replaced 89-80
 Contact point/condenser is not checked/tested or replaced
79-70
100% Total
| Definition
points/condenser 77
LEARNING OUTCOME 5 : Test and adjust dwell angle and ignition setting
1. Ignition distributor is checked
2. Ignition distributor setting is adjusted
| Definition
PERFORM GAS ENGINE TUNE-UP-Test/adjust dwell angle ofsetting
and ignition Terms 78
INFORMATION SHEET No.1
Testing and adjusting Dwell Angle and Ignition Setting
Dwell or dwell angle is the number of

degrees the distributor shaft rotates
measured from the point where the
ignition contacts close to the point
where they open again.
Dwell angle is inversely proportional to

point gap, that is, increasing the gap
decreases the dwell and vice versa.
Insufficient dwell may cause ignition
failure at high speed, while too much
dwell increases the total average
current which the points must handle,
particularly at low speed. This usually
leads to very short point life.
After a distributor is initially timed for

a given engine, any change in dwell will
result in a change in timing. This
requires retiming of the distributor
since the rubbing block of the moving
arm will contact the cam in a different
place.
Set the point dwell to the lower limit

for new points to allow for rubbing-
block wear.
Use caliper to check the worn-out cam Fig. 50. Parts of a distributor assembly
lobe for dwell angle correction to avoid
overlapping of dwell angle.
| Definition
TESTING AND ADJUSTING FOR PROPER DWELL ANGLE
MATERIALS
 New set of breaker points

 New condenser
 Grease
 chalk
TOOLS
 Screwdrivers
 Dwell-tach meter
 Strobe timing light
 Wrench 10mm
 Feeler gauge
EQUIPMENT
 Vehicle in running condition
Procedure
1. Connect the dwell meter as per manufacturer's instructions: Generally one of

two leads is connected to the positive terminal of the battery and the other lead
to the negative terminal of the coil.
2. Start the engine and read the dwell

angle. make sure the meter is set
on 4 cylinder.
3. If dwell angle is too high (points

closed for too many degree of
rotation), you will have to carefully
reset your points to a slightly larger
gap. If the dwell angle is too low,
the points will need to be set
slightly closer. Adjust the gap .002"
or .003".
4. Restart the engine and measure

again the dwell angle. Repeat 1to 3 Fig. 51 Showing the Top view of
until dwell angle is correct. distributor (cap removed) showing contact
breaker points.
| Definition
SETTING IGNITION TIMING
1. Set the timing by connecting the light (inductive or direct) and then mark the
correct timing position on the crank pulley or damper. Connect the power lead
to the + terminal of the battery or the + side of the coil and the other wire to
ground.
2. Follow your engine manual and make a readable mark with a white paint or
chalk.
3. Disconnect the vacuum line from the distributor and stick a pencil or nail into it
to prevent a vacuum leak.
4. Start the engine and get it running about 500-600 rpm to prevent any action
from the centrifugal advance mechanism (if there is one). Then slowly rotate the
distributor until the timing marks are aligned.
5. Tighten the hold-down on the distributor.
6. Check the timing again and then put the light away.
| Definition
Test and adjust Dwell Angle and Ignition Setting
Adjust Dwell Angle 50%
 Dwell angle is properly adjusted 50
 Dwell angle is not properly adjusted 40
 Dwell angle is not adjusted 30
Setting Ignition Timing Safely 50%
 Ignition timing is properly set and practice safely 50
 Ignition timing is not properly set and practiced safely 40
 Ignition timing is not set 30
Total 100%
| Definition
LEARNING OUTCOME 6: Adjust engine idle speed and mixture
1. Fuel mixture and idle speed (rpm) is adjusted

2. Advanced timing is checked
PERFORM GAS ENGINE TUNE-UP-Adjust engine | Definition

idle speed andofmixture
Terms 83
ADJUSTING ENGINE IDLE AND MIXTURE
MATERIALS
 Gasoline
TOOLS

 Screwdrivers flat and Philip
 Carburetor synchronizer
 Wrench 10mm
EQUIPMENT
 Running condition vehicle
Procedure
An improper air-to-fuel mixture results in bad engine performance and

higher gas consumption. Here are the steps in adjusting engine idle speed:
1. Determine if your car has a carburetor by checking the owner’s

manual. Try looking below the air filter to find the carburetor.
2. Be sure the engine is shut off, then open the hood.
3. Remove the air filter by

first unscrewing the wing
nut on top. No need to
disconnect any hose
connected to the air filter
- just carefully set it
aside.
Fig. 52 shows the removal of air filter

Terms 84
4. The carburetor is the part
that the air filter is
screwed into. The air and
fuel mixture is adjusted
by two screws. Typically,
these screws can be
found on the lower-front
section of the carburetor.
5. Using a flat-head
screwdriver, turn both
screws to the right until it
tighten. Do not
overtighten because this
could damage the needle Fig. 53 shows the idle screws of carburetor
points.

idle speed andof Terms
mixture 85
Adjust engine idle speed and mixture
70% Adjusting Engine Idle Speed (RPM)
 Idle speed is adjusted according to specification 70
 Idle speed is adjusted with a difference of 50 RPM more than

or less than specification 60
 Idle speed is not adjusted properly 50
30% Adjusting air and fuel mixtures
 Air and fuel mixtures is adjusted according to specification

30
 Adjusted air and fuel mixtures is lean or rich mixtures
20
 Air and fuel mixtures is not adjusted properly 10
100% Total

Terms 86
QUALIFICATION : AUTOMOTIVE SERVICING NC1
UNIT OF COMPETENCY : PERFORM GAS ENGINE TUNE-UP
MODULE TITLE : PERFORMING GAS ENGINE TUNE-UP
LEARNING OUTCOME 7 : Check advance mechanism and adjust
ignition timing.
1. Ignition timing procedure is applied per engine requirement.
2. Ignition timing is checked per ignition specifications.
3. Safety measures are applied.
PERFORM GAS ENGINE TUNE-UP-Check advance mechanism and| adjust

Definition of timing
ignition Terms 87
CHECK ADVANCE MECHANISM AND ADJUST IGNITION TIMING
IGNITION TIMING
Ignition timing also called spark timing, refers to how early or late the spark
plug fires in relation to position of the engine pistons. Ignition timing must vary
with engine speed, load, and temperature.
There are two types of timing advance and retard:
1. TIMING ADVANCE
It occurs when the spark plugs fired sooner on the engine’s compression
stokes. The timing is set several degrees before TDC. More timing advance is
needed at higher engine speeds to give combustion enough time to develop
pressure on the power stroke.
2. TIMING RETARD
It occurs when the spark plugs fire later on the compression strokes. It is
the opposite of timing advance. Spark retard is needed at lower engine speeds and
under high load conditions. Timing retard prevents the fuel from burning too
much on the compression stroke, causing a spark knock or plug.
Basic methods used to control Ignition System Spark Timing:
Distributor Centrifugal Advance – is controlled by engine speed. The

distributor centrifugal makes the ignition coil and spark plugs fire sooner as engine
speed increases. It uses spring-loaded weights, centrifugal force, and lever action
to rotate the distributor cam or trigger wheel against distributor shaft rotation. In
this case, spark timing is advanced.
Centrifugal Advance Operation
At low engine speeds, small springs hold the advance weights inward. If there is
not enough centrifugal force to push the weights outward, the timing stays as its
normal initial setting as long as vacuum advance is not functioning. As engine
speed increases, centrifugal force overcomes spring tension the weights are thrown
outward. The edges of the weights act on the cam or trigger wheel lever. The lever
is rotated on the distributor shaft. As engine speed keeps increasing, the weights
fly out more and timing is advanced a greater amount, at preset engine RPM, the
lever strikes a stop and centrifugal advance reaches maximum.
PERFORM GAS ENGINE TUNE-UP-Check advance mechanism and|adjust

Definition oftiming
ignition Terms 88
Distributor Vacuum Advance – controlled by engine intake manifold
vacuum and engine load. The distributor vacuum advance provides additional
spark advance when engine load is low at part (medium) throttle position. It is a
method of matching ignition timing with engine load. The vacuum advance
mechanism increases fuel economy because it helps maintain ideal spark advance
at all times. It consists of a vacuum diaphragm, link, movable distributor plate,
and a vacuum supply hose.
Dual Advance Operation – when idle, the vacuum port at the distributor
advance is covered. During acceleration and full throttle, engine vacuum drops-
tons, vacuum is not applied to the distributor diaphragm and the vacuum advance
does not operate.
Dual-Diaphragm Distributor – a dual-diaphragm vacuum advance

mechanism, used in some distributors, and contains two separate vacuum
chambers: An advance chamber and a retard chamber. Sometimes, a control
switch is used in the distributor vacuum line to alter vacuum diaphragm action.
Vacuum Delay Valve – a vacuum delay valve restricts the flow of air to
slow down the vacuum action in a vacuum device. Note how the delay valve has a
small orifice (opening) for vacuum. It also has a check valve that allows flow in
only one direction. The vacuum delay valve keeps the vacuum advance from
working too quickly, preventing possible knock or ping. The check valve allows free
release of vacuum from the diaphragm when returning to the retard position.
Electronic Spark Advance - controlled by various engine sensors, engine RPM,

temperature, intake manifold vacuum, throttle position. An electronic spark
advance system, uses engine sensors and a computer to control ignition timing. A
distributor may be used but it does contain centrifugal or vacuum advance
mechanisms. The engine sensors check various operating condition and send
electrical data to the computer. The computer then changes ignition timing for
maximum engine efficiency.
Ignition system engine sensors typically include:
1. Engine Speed Sensor -reports engine RPM to computer.
2. Crankshaft Position Sensor -reports piston position
3. Intake Vacuum Sensor -measures engine vacuum, an indicator of load.
4. Inlet Air Temperature Sensor - checks temperature of air entering engine.
5. Engine Coolant Temperature Sensor - measures operating temperature of

engine.

ignition Terms 89
6. Detonation Sensor - allows computer to retard timing when engine pings or
knocks.
7. Throttle Position Switch - notes position of throttle.
The spark control computer receives input signals (different current or voltage
levels) from these sensors. It is programmed to adjust ignition timing to meet
different conditions. The computer may be mounted on the air cleaner, fender
inner panel, under the car dash or under a seat.
Electronic Spark Advance Operation
An example of electronic spark advance: is imagine a car traveling down the

highway at 55 mph (88 km/hr). The speed sensor would detect moderate engine
RPM. The throttle position sensor would report Norman operating temperatures.
The intake and coolant temperature sensors would report normal operating
temperatures. The intake manifold pressure sensor would send high vacuum
signals to the computer. The computer could then calculate that the engine would
need maximum spark advance. The timing would occur several degrees before TDC
on the compression stroke. This would assure that the engine attained high fuel
economy on the highway. Since computer system varies, refer to a service manual
for more information. The manual will detail the operation of the specific system.
Base Timing
To make the engine run on base timing, you might have to disconnect a wire
near the distributor or use a scanner to trigger computer retard.
Setting Ignition Timing
The engine requires two types of ignition timing: one is the basic or initial
timing for starting and idling. This timing is determined by the relationship
between piston position and the opening of the primary circuit.
The other timing is spark advance. It advances and retards the spark from the
base-timing setting, primarily as engine speed and load change. In the same
distributors, it is mechanically controlled by centrifugal and vacuum advance
mechanism. Contact point distributors should have the timing checked
periodically. As the contact points and rubbing block wear, ignition timing and
dwell change. Be sure to tighten properly the distributor adjusting bolt to avoid
damages and sudden changes in your ignition setting.
PERFORM GAS ENGINE TUNE-UP-Check advance mechanism and| adjust

ignition Terms 90
PROCEDURE IN SETTING IGNITION TIMING (USING TIMING LIGHT)
Check the timing with the engine at normal operating temperature and
idling at the specified speed. In setting ignition timing, follow the procedures.
Supplies and Materials:
 Gasoline
Tools:
 Timing light
 Wrench No. 12mm
Equipment:
 good condition vehicle or engine mock up
Procedure:
1. Connect the red cable (positive) to positive terminal of the battery.
2. Connect the black cable (negative) to negative terminal of the battery.
3. The last cable (usually it is smaller than the two cables) is connected to
spark plug No.1.
4. Start the engine at normal operating temperature and idling at specified

speed.
5. Aim the timing light at the timing marks.
6. To adjust timing, slightly loosen the distributor, hold down clamp bolt,
7. Turn the distributor in its mounting, the rotating timing mark will move
ahead or back, rotating the distributor in the direction opposite to shaft
rotation.
8. Tighten the distributor clamp bolt.
9. To recheck the timing, timing light should be pointed to timing marks, to

ensure it did not change as the clamp was tightened.
10. Turn off the engine, and
11. Remove the cable from spark plug No.1. Disconnect the negative cable
and the positive cable,
NOTE:
Keep your hands and the timing-light leads away from the fan and drive belts.
Never stand in line with the fan. A blade might fly off and strike you.

Definition oftiming
ignition Terms 91
Self-Check No. 3
Give the correct answers to the following questions
1. Another term given to ignition timing. ______________________.
2. A type of engine’s ignition timing in which the spark plugs fire sooner on the
compression stroke._______________________.
3. When the spark plugs fire later on the compression stroke, this type of ignition
timing is called________________________.
4. What will you do if the ignition timing is more advanced ? _________________

ignition Terms 92
CHECK ADVANCE MECHANISM ADJUST IGNITION TIMING
70% Adjusting Ignition Timing
 Ignition timing is adjusted according to specification

70
 Ignition timing is adjusted 5 degrees more than or less
than specification 60
 Ignition timing is not adjusted properly 50
30% Checking advance mechanism
Advance mechanism is checked properly 30
Advance mechanism is not checked properly 20
Advance mechanism is not checked 10
100% Total

ignition Terms 93
LEARNING OUTCOME 8 : Perform compression test
1. Compression test is performed

2. Compression test result is interpreted and recommendations are
prescribed.
| Definition
PERFORM GAS ENGINE TUNE-UP-Perform of Terms
compression test 94
PERFORM COMPRESSION TESTING
Materials:
 Gasoline
Tools

 Basic hand tool set
 Compression gauge
 Safety gauge
Equipment
 Vehicle running condition
Procedure:
The compression test is pretty much the same whether the press-in or
screw-in tester is used (see pictures below). Differences will be noted. The
compression test should be done with the engine cold.
Fig.54 Screw-In Tester Fig. 55 Press-In Tester
| Definition
compression test 95
1. Carefully disconnect all of the spark plug wires from all four spark plugs.
Number the spark plug wires to aid in proper reinstallation. A handy trick is
to wrap thin strands of copper wire around both ends of the spark plug
wires--one loop for Cylinder #1, two loops for Cylinder #2, and so on. This
way there is no question about which wire goes where. Refer to firing order.
To prevent damage to the spark plug wires, be sure to disconnect the wires
by first twisting then pulling on the wire's boot, not on the wire itself.
2. Inspect the wires and the rubber seals on both ends. If they are worn out or
defective, replace them.
3. With the spark plug socket on the 3/8" ratchet, loosen all four plugs until
they can be unscrewed by hand. Use the extension and socket to remove the
plug from the last few threads by hand.
4. Lay the spark plugs out in a pattern to match the way they came out of the
engine. You will carefully inspect and gap the plugs in the next step.
5. Disable the ignition system by removing the high tension coil from the
distributor cap and connecting it to a known good ground to prevent spark
discharge.
6. Screw the tester hose into the spark plug hole (hand tight only), or tightly
hold the rubber end of the tester in the spark plug hole. If you are using the
press-in type of tester, you will need an assistant to turn the engine over.
With the screw-in type, you can screw the tester into each spark plug holder
successively and turn the engine over yourself. If you're using the screw-in
tester, do not use the long-reach adapter on short-reach holes (1/2" long
spark plug threads). If the long-reach adapter is used in short-reach holes, it
may hit the top of the piston and damage the engine.
7. Turn the engine over six to eight times (same for each cylinder) and record
the compression for each cylinder. The test results should be over 100
pounds and within about five pounds of each other. Low readings indicate
need for an engine overhaul.
8. Try doing the test again on any cylinder that were low and note the pressure
carefully.
| Definition
compression test 96
Interpreting and Analyzing compression result
 On a normal cylinder, compression should increase quickly and uniformly
during each compression stroke of the engine until a top (or peak) reading is
reached.
 If compression is low in the first stroke, builds up in the following strokes,

but does not reach normal value, the piston rings may be worn out or
leaking.
 If compression is low on the first stroke and does not increase on following
strokes, leaking valves may be at fault.
 If the compression value is higher than the manufacturer's specifications,

carbon build-up may be present in the cylinder or in the piston.
 If compression readings on two adjacent cylinders are 20 pounds or more

lower than the other cylinders, the cylinder head bolts may be loose (cylinder
heads leaking).
 Recheck cylinders with low compression readings by injecting approximately

10cc of engine oil into each cylinder through the spark plug hole and retest.
If the compression reading increases a little, the problem is probably worn
out, broken, or poorly seated piston rings. If the compression reading
remains the same, leaking or damaged valves may be at fault. The point of
this test is to seal the rings momentarily to increase the compression. The oil
helps seal worn rings a little, but it does NOT help burned or tight valves or
leaking heads - so this simple test can sometimes tell you where the problem
lies. What actually happens is that the rings wear on the outside part where
they scrape the cylinder, so they get thinner, creating a larger gap at the
back of the ring-groove in the cylinder, plus the gap in the rings grows wider.
The oil won't do much with the actual gap in the rings, but it helps fill in the
extra space behind the rings in the ring grooves, and seals the contact
between the rings and the groove itself -- the bottom of the groove and
bottom of the ring particularly as the piston moves up for the compression
test.
| Definition
compression test 97
Self-Check No. 4
Directions: Fill in the blanks with the correct answers.
1. Compression test should be done when the engine is __________________.

2. The first step in compression testing is the removal of ______________.
3. Low compression readings indicate that an engine needs_____________.
4. _____________measures the ability of the cylinders to hold compression.
| Definition
compression test 98
HIGH SCHOOLS
HIGH SCHOOLS
Unit of Competency: Perform Underchassis Preventive Maintenance
Module Title: Performing Underchassis Preventive

Module No.: 3
Maintenance
| Definition
PERFORM UNDERCHASSIS PREVENTIVE of Terms
MAINTENANCE 99
QUALIFICATION : AUTOMOTIVE SERVICING NC I
UNIT OF COMPETENCY : PERFORM UNDERCHASSIS PREVENTIVE
MAINTENANCE
MODULE TITLE : PERFORMING UNDERCHASSIS PREVENTIVE
MAINTENANCE
INTRODUCTION:
This module contains information and practices in performing under

chassis Preventive Maintenance. It includes instructions on how to check clutch,
brake fluid and lines, inspect and change power transmission and different gear
oil, inspect replace power steering fluid, check and refill automatic transmission
fluid, inspect fluid air tank, check tire and tire pressure and check under chassis
body bolts and nuts. This module also consists of learning outcomes which
contains learning activities for both knowledge and skills, supported with
information sheets, self-check, and job and operation sheets, gathered from
different sources.
LEARNING OUTCOMES:
1. Check clutch and brake fluid and lines

2. Inspect brake system
3. Inspect and change transmission and differential gear oil
4. Inspect and replace power steering fluid
5. Check and refill automatic transmission fluid
6. Inspect and bleed air brake
7. Check tire and tire pressure
8. Check underchassis body parts, bolts and nuts
| Definition
MAINTENANCE 100
PRE-TEST (Module 3)
1. All of these are components of the chassis except.

a. wheels b. brakes c. body panel d. engine
2. This connects and disconnects the power from the engine to the
transmission.
a. brake b. clutch c. suspension d. spring
3. Technician A says the lower the aspect ratio, the wider the tire appears.
Technician B says aspect ratio is the ratio of the tires section height to section
width. Who is right?
a. A only
b. B only
c. both A and B
d. neither A nor B
4. All the following are true about radial tires except-
a. all plies run parallel to each other

b. there is less squirm than with bias-ply tires
c. a belt steel mesh or other material is applied over the plies
d. a radial tire has greater rolling resistance than bias plies
5. Recommended inflation pressures for the front and rear tires of a car are
listed in the-
a. VECI label
b. tire information label
c. VIN number
d. sidewall markings
6. If two radials and two non-radials are on the vehicle, the radials should be-
a. on the front c. removed from the vehicle

b. on the rear d. inflated to a higher pressure
7. When rotating tires, all the following are true except-
a. do not rotate tire if the front and rear tires are of different sizes.
b. directional tires must remain on the same side of the car.
c. check tire pressure after rotating tires.
d. always perform a five tire rotation.
| Definition
MAINTENANCE 101
Qualification Automotive Servicing NCI
Module Title Performing Underchassis Preventive Maintenance
Learning Outcome 1 Check clutch fluid and lines
Assessment Criteria: 1. Clutch fluid level and line checked

2. Clutch line checked for cracks, twists, bends, loose and
restricted lines.
3. Low levels of fluid in master cylinder refilled to maximum
level.
| Check clutchclutch
PERFORM UNDERCHASSIS PREVENTIVE MAINTENANCE-Check fluid and
fluid andlines
lines 102
Checking Clutch Fluid and Lines
AUTOMOTIVE CLUTCH
The clutch is located between the engine and the transmission. It is used to
engage and disengage the power transmission from the engine by pedal operation
during gear shifting. The clutch gradually transmit power from the engine to the
drive wheels in order to start the automobile smoothly, and smoothly change the
transmission gears under the condition in which the vehicle is traveling.
PURPOSE OF THE CLUTCH
1. It must engage the transmission and the engine smoothly.

2. Once it engages the transmission, it must transmit power entirely without
slipping.
3. It must disengage the transmission accurately and quickly.
A. PARTS OF THE CLUTCH
Automotive clutch consists of 3 major parts. These are the flywheel, clutch
disc and pressure plate assembly.
FLYWHEEL
In a vehicle with manual transmission, it is a heavy metal wheel attached to

the engine crankshaft which rotates with it; helps smooth out the power surges
from the power strokes and serves as part of the clutch. The flywheel and pressure
plate are the drive or driving members. They attach to and rotate with the engine
crankshaft.
face
Ring gear
Fig. 1 Parts of engine flywheel (chicaneculture.com)
| Check clutch
PERFORM UNDERCHASSIS PREVENTIVE MAINTENANCE-Check fluid
clutch and
fluid and lines
lines 103
CLUTCH DISC
It is necessary that the clutch disc transmit power smoothly and once it is
engaged, it transmit power continuously without slipping. The clutch disc must be
built in such a way that, when the power is disconnected, this can be done
accurately as well as quickly.
The clutch disc consists of the facing, which is a friction material (usually it
is made of asbestos) riveted onto both side of the disc circumference and a hub in
the center, which receives the input shaft of the transmission.
Fig. 2 shows the friction disc (vickauto.com)
CLUTCH COVER ASSEMBLY OR PRESSURE PLATE ASSEMBLY
Since the clutch cover assembly is fitted to the flywheel of the engine and
rotates integrally with the engine, it must be well-balanced for good rotation. In
addition, it must have good capacity to radiate heat from the engaged clutch.
Clutch covers are divided in two types depending on the type of springs
used for pushing the pressure plates against the clutch disc: those having a
diaphragm and those with coil springs.
While the diaphragm spring type clutch cover is used frequently today, the
coil spring type clutch cover is also used in some heavy duty commercial vehicles.
| Check clutch
clutch fluidand
and lines
lines 104
Fig. 3 shows the pressure plate assembly (renaultforums.com.uk)
B. TYPES OF CLUTCH
There are two types of CLUTCH, distinguished by the way they are
operated: the hydraulically operated clutch and the mechanically operated clutch
using a cable linkage.
1. MECHANICAL TYPE CLUTCH
The movement of the clutch pedal of this type is conveyed to the clutch
body directly by a cable.
Fig. 4 shows the clutch cable type (tpub.com)
| Check clutch
clutch and
fluid andlines
lines 105
2.HYDRAULIC OPERATED CLUTCH
In this type of clutch, the movement of the clutch pedal is converted by the master
cylinder into a hydraulic pressure which is then transmitted to the clutch release
fork via the release cylinder. In this type of clutch, the driver is bothered less by
noise vibration from the engine and the clutch itself is easier to operate.
Fig. 5 shows the hydraulic clutch type (2carpros.com)
| Check clutch
clutch and
fluid and lines
lines 106
CHECK CLUTCH FLUID AND LINES
Title: CLUTCH OPERATION
Disengaging the clutch (pushing down the clutch pedal) moves the pressure
plate away from the friction disc. Releasing the clutch pedal engages the clutch.
Spring force clamps the friction disc between the pressure plate and the flywheel.
Then the friction disc and transmission input shaft turn with the flywheel.
When the driver depresses the clutch pedal, linkage to the clutch fork
causes it to pivot. The fork pushes against the release bearing or throw out
bearing. This forces the release bearing inward against release fingers or lever in
the pressure plate assembly. This pivot pushes the pressure plate away from the
friction
PEDAL DOWN, CLUTCH DISENGAGED
When the clutch pedal is pushed down, the clutch disengages so no power
flows through to the transmission.
Fig. 6 shows the clutch disengage (motoIQ.com)
| Check clutch
clutch and
fluid andlines
lines 107
PEDAL UP, CLUTCH ENGAGED
When the clutch pedal is released, the clutch engages, transmitting power
from the crankshaft flywheel to the transmission.
Fig. 7 shows the clutch engage (thecartech.com)
MASTER CYLINDER
This liquid filled cylinder is the hydraulic brake system or clutch

where hydraulic pressure is developed when the driver depresses a foot pedal.
Fig. 8 shows the parts and the cutaway view of master cylinder (justjap.com)
| Check clutch
clutch and
fluid andlines
lines 108
How to Check the Fluid for a Hydraulic Clutch of a Car
Conditions:
 Brake fluid
 Rags
Procedure:
Cars with manual transmissions (stick shift) use either hydraulics (which
uses fluid) or a cable to connect your clutch pedal to the transmission. If your
car has a hydraulic clutch, the fluid must be checked monthly to ensure that it's
full and there aren't any leaks.
1. Determine whether your car has a hydraulic clutch.
2. Turn the engine off and open the hood.
4. Look for a small plastic container about 1 inch in diameter located close to
the back of the engine, usually near the brake fluid reservoir. It looks a lot like
the brake fluid reservoir but it's smaller. Imagine that the clutch pedal went
straight through into the engine compartment: this is where you'll find the clutch
master cylinder and clutch reservoir.
PERFORM| UNDERCHASSIS
How to Check the Fluid
PREVENTIVE for a Hydraulicclutch
MAINTENANCE-Check Clutch of alines
fluid and Car 109
Fig. 9 shows the location of master cylinder (photo courtesy of jaw.iinet.net.au)
4. Check the fluid level. The reservoir is usually clear with a small round
rubber cap on the top; it should be filled to the top.
Fig. 10 shows the level of fluid (photo courtesy of new.volvocars.com)
5. Add brake fluid if it’s low.
6. Replace the cap.
| How
PERFORM to Check
UNDERCHASSIS the Fluid
MAINTENANCE-Check Clutch
fluidof
andalines
Car 110
Fig.11 shows the refilling of brake fluid (photo courtesy of allinoneparts.com)
Tips and Warnings

 The hydraulic clutch uses brake fluid. There's no such thing as "clutch
fluid." You'll get laughed at if you go to an auto parts shop asking for it.
 Cars with a clutch cable do not use any fluid.
 A leak can often be seen at the reservoir or clutch master cylinder, at the
other end of the clutch hydraulic line at the clutch slave cylinder, or inside
the car behind the clutch pedal.
 Take care not to spill brake fluid on yourself or the car's paint. It is highly
corrosive. Wash your hands and wipe any spills with a rag.
 If the clutch reservoir is consistently low, probably it has a leak. The

reservoir is very small so even a little leak can empty it out quickly.
Without fluid, your clutch pedal is useless so you won't be able to shift, or
to drive. See your mechanic if you suspect a leak.
| UNDERCHASSIS
PERFORM How to Check the Fluid
fluid of
andalines
Car 111
SELF-CHECK No.1
Check your knowledge in fluids by completing this self-check.
1. A chemically-inert hydraulic fluid used to transmit force and motion is called

______________.
2. What are the three types of fluids?
3. Types of fluid which are developed for disc-brake system and developed for
higher temperatures are called ________________.
4. A silicon-based fluid that can take even higher temperatures is called

________________.
5. What are the types of fluids that have a clear to amber color and are
hygroscopic? _____________________ .
6. During braking operation, what causes fluid to overheat and cause the
moisture?
7. In the master cylinder, the primary piston is the piston that is . . .

a. directly operated by the pushrod
b. nearest the front-end of the car
c. hydraulically operated by the secondary piston
d. needed only on vehicles with drum brakes
8. What do you call a sensor that turns on a warning light in the instrument
panel when brake fluid is low? ______________________ .
9. Parts of master cylinder that force the piston to return to its released position
faster than fluid can flow back to the master cylinder is called
______________________..
10. What are the component parts of a master cylinder?
| How
PERFORM to Check
fluidof
andalines
Car 112
CHECKLIST LO1
(Disassemble)
OK
(Replace)
(Tighten)
(Repair)
(Adjust)
Specify
(Clean)
R
R
A
T
Check
1. Clutch line for

leakage
2. Clutch line for
cracks
3. Clutch line for
twists
4. Clutch line for
bends
5. Clutch line for
loose
connections
6. Clutch line for
restriction
| How
PERFORM to Check
fluidof
andalines
Car 113
Program/Course: Automotive Servicing
Unit of Competency: PERFORM UNDERCHASSIS PREVENTIVE

MAINTENANCE
Performing Underchassis Preventing Maintenance
Module Title:
Learning Outcome 2. Inspect Brake System
1. Brake fluid level is checked and maintained between the minimum and
maximum
2. Brake lines or hoses are checked and freed from twist and bends
3. Brake pedal free play is specified
4. Brake operation is checked and tested as per SOP.
5. Hydraulic fluid is used and changed without spillage and at the specified
level
6. Brake pedal height free-play is checked and adjusted
7. Hydraulic brake system is bled in accordance with brake standards
8. Emergency brake function is checked
9. Points for adjustment of emergency brake are identified.
| Performing
PERFORM UNDERCHASSISUnderchassis Preventing Maintenance
PREVENTIVE MAINTENANCE-Inspect brake system 114
Inspecting Brake System
AUTOMOTIVE BRAKES
TYPES OF BRAKES
In automobile it has two types of brakes. The service brakes and the
parking brakes.
Fig. 12 PARTS OF BRAKE SYSTEM ON A VEHICLE (diffata.com)
SERVICE BRAKES
This type of brakes usually operated by a foot pedal, which slow or stop the
moving vehicle. Most automotive service brakes are hydraulically brakes. They
operate hydraulically by pressure applied through a liquid. The service or
foundation brakes on many medium and heavy-duty trucks and buses are
operated by air pressure. These are called air brakes.
| Performing
FRICTION IN VEHICLE BRAKES
When the brakes are applied by pushing down on the brake pedal, a fluid
flows through tubes or brake lines to the brake mechanisms at the wheels. The
brake mechanisms apply force on rotating parts so the wheels are slowed or
stopped.
There are two types of wheel-brake mechanisms, the drum and disc. In the
drum brake, the fluid pressure pushes lined brake shoes against a rotating drum.
In disc brake, the fluid pushes line brake pads against a rotating disc.
Friction between the stationary shoes or pads and the rotating drum or disc
produces the braking action that slows or stops the wheels. Then friction between
the tires and road slows or stops the vehicle.
BRAKE ACTION
The service braking system includes two basic parts. These are the master
cylinder and the drum and disc wheel-brake mechanisms. The master cylinder is a
reciprocating-piston pump. It pressurizes the hydraulic system when the driver
depresses the brake pedal. This converts the mechanical force from the brake
pedal into hydraulic force that applies the brakes on the wheels.
Braking begins at the brake pedal, when the pedal is pushed down, brake
fluid is forced from the master cylinder into the lines to the wheel brakes. As
hydraulic pressure increases, brake shoes or pads are forced against the rotating
drums or discs. The resulting friction slows or stop the wheels and the vehicle.
Fig. 13 shows the action of hydraulic brake (autorepair.about.com)
NOTE: Flow of brake fluid to the calipers at the front and to the wheel cylinder at
the rear when the brakes are applied.
| Performing
OPERATING MECHANISM
1. Master Cylinder
The master cylinder converts the motion of the brake pedal into
hydraulic pressure. It consists of the reservoir tank, which contains the
brake fluid, as well as the piston and cylinder, which generate the hydraulic
pressure.
Fig. 14 shows the parts of master cylinder (autorepair.about.com)
2. Brake Booster
The force with which the driver steps on the brake pedal would not be
enough to cause the brakes to operate to stop the vehicle quickly. The
brake booster multiplies the driver’s pedal effort so that a large braking
force is created.
The brake booster may be an integral part of the master cylinder of fitted
separately from it. The integrated type is used with passenger cars and
light-duty trucks.
The brake booster consists mainly of the booster body, booster piston,
diaphragm, reaction mechanism and control valve mechanism.
The booster body is divided into the front (constant pressure chamber)
rear (variable pressure chamber) sections, separated from each other by a
diaphragm and booster piston.
| Performing
Fig. 15 shows the brake master cylinder and booster (g37-tech.com)
3. Proportioning Valve (P Valve)
The vehicle is broken by friction between the tire and the road. The
friction increases in proportion to the load.
Since the engine is usually in the front part of the vehicle, the side is
heavier than the rear. When the vehicle hits a hard object, the center of
gravity shifts forward due to inertia, and even a greater load is applied to
the front.
For this reason, a device is needed that will cause more braking force to
the front wheels than to the rear wheels.
This device is called a “proportioning valve” or simply a P valve. It

automatically reduces the hydraulic pressure to the rear wheel cylinders so
that it is less than that of the front, so less braking force is applied to the
rear wheels
Fig.16 shows the car in braking action drivefurious.com)
| Performing
DRUM BRAKES
The drum brake has a metal brake drum that encloses the brake assembly
at each wheel. Two curved brakes shoes expand outward to slow or stop the drum
which rotates with the wheel. The brake assembly attaches to a steering knuckle,
axle housing or strut-spindle assembly.
Brake shoes are made of metal. A facing of friction material called brake
lining is riveted or cemented or bonded to the shoes. The linings are usually made
of non-asbestos materials like a fiber glass or a semi-metallic material that can
withstand the heat producing braking action. Asbestos lining has been used, but
is being phased out now because of its danger to human health.
Fig. 17 shows the parts of drum brake (chirco.com)
The construction and operation of front drum brakes are the same as rear
drum brakes. Most vehicles have rear wheel parking brakes.
| Performing
BACKING PLATE
The backing plate is pressed steel plate, bolted to the rear axle
housing or rear axle carrier. Since the brake shoes are fitted to the backing
plate, all of the braking force acts on the backing plate. If the friction
surface of the brake shoe wears excessively, the brakes will drag. Brake
shoes must be checked carefully every time the brakes are disassembled to
prevent this problem
Fig. 18 shows the brake backing plate( oreillyauto.com and hunghd.com)
4. WHEEL CYLINDER
When the driver depresses the brake pedal, brake fluid flows from a
pressure chamber in the master cylinder through brake lines to the wheel
cylinder. It converts the hydraulic pressure from the master cylinder into
mechanical movement. The wheel cylinder has two pistons, with seals or cups
and a spring in between. As the pressure increases, the pistons overcome the
brake-shoe return springs and push the shoe outward into contact with the drum.
| Performing
A. RUBBER BOOTS E. WHEEL CYLINDER
HOUSING
B. PISTONS F. RUBBER CAPS
C. WASHERS G. BLEEDER SCREW
D. WHEEL CYLINDER BOLTS H. RETURN SPRING
.
Fig. 19 shows the construction of wheel cylinder ( jeepart.co.uk)
BRAKE SHOE AND BRAKE LINING
Brake shoes are usually made of steel plates. The brake lining is attached
to the friction surface of the shoe by rivets (in large vehicles) or by adhesives (on
small vehicles).
Lining must be resistant against heat and wear and have a high friction
coefficient. This coefficient must be as unaffected as possible by fluctuations in
temperature and humidity.
Generally, brake linings are made from fiber metallic mixed with brass,
lead, plastic etc. and formed under heat.
| Performing
Fig. 20 Brake shoe and lining ( zjchangdaautoparts.com)
BRAKE DRUM
The brake drum is generally made of gray cast iron. It is positioned very
close to the brake shoe without actually touching it and rotates with the wheel.
As the lining is pushed against the inner surface of the rotating drum when
the brake is applied, friction heat can reach as high as 200 0C (3920F) to 3000
(5720F).
Fig. 21 shows brake drum cross section (en.wikipedia.org)
DISC BRAKE
A disc brake basically consists of a cast-iron disc (disc rotor) that rotates
with the wheel and fixed friction materials (disc pads) that are pushed against the
rotating disc or rotor. Braking force is generated by friction between the disc and
the disc pads.
| Performing
Fig . 22 shows how a disc brake work (auto.howstuffwork.com)
PARTS OF A DISC BRAKE
1. DISC ROTOR
Generally, the disc rotor is made of gray cast iron. The solid type disc rotor
consists of a pair of hollow discs to ensure good cooling, both to prevent fading
and to ensure longer pad life.
Fig. 23 shows the disc rotor (youfixcars.com)
| Performing
2. BRAKE PAD
A disc pad is usually a baked mixture of metallic fibers and resin containing
a small amount of metal power. This type is called the semi-metallic disc pad.
A slit provided on the rotor slide of the pad to indicate the pad thickness
(allowable limit) so that the pad wear can be checked easily.
In some disc pads, a metallic plate called an anti-squeal shim is fitted in

the piston slide of the pad to prevent the brakes from squeaking.
Fig. 24 shows the brake pad lfncltee.ca/product.php)
TYPES OF DISC BRAKE CALIPER
Calipers are grouped into the following types by the way in which they are
installed; fixed caliper type (double piston) and floating caliper type (single piston).
The fixed caliper is provided with the pair of pistons. Braking force is
obtained when the pads are pushed hydraulically by the piston against both ends
of the disc rotor.
The floating caliper type has a piston that is located in one side of the
caliper only.
| Performing
Fig. 25 shows the fixed caliper (2carpros.com)
Fig. 26 shows the floating caliper type ( 2carpros.com)
The floating type calipers are further grouped into the following kinds:
Semi-floating type PS type
F type
FS type
Full-floating type
AD type
PD type
| Performing
Fig. 27 shows the full floating caliper (auto.howstuffwork.com)
SOLID TYPE VENTILATED TYPE SOLID TYPE WITH DRUM
Fig. 28 shows the different types of rotor

(bargainscouponsforumsbosytw.info, Traded.com)
PARKING BRAKE
Parking brakes are mainly used for parking the vehicle. Passenger cars and
small commercial vehicles have rear wheel type parking brakes that shares the
brake drums of the service brakes or exclusive parking brake that are connected
to the rear wheels.
Large commercial vehicles use center brake type parking brakes that are
fitted between the propeller shaft and the transmission.
| Performing
Fig. 29 shows the brake pedal (the-automovers.com)
Fig. 30 shows the parking lever type (euro-importers.com)
Fig. 31 shows the parts of the parking brake (tpub.com)
| Performing
OPERATING MECHANISM
The operating mechanism is basically the same in both the rear wheel type
parking brake and the center brake type parking brake. The parking brake lever is
located near the driver’s seat. Pulling the parking brake lever operates the brakes
via a cable connected to the lever.
The parking brake lever is provided with ratchet to maintain the lever at the
position to which it was set. Some parking levers have adjusting screw near the
brake lever so the range of brake lever travel can be easily adjusted.
The parking brake cable transmits the lever movement to the brake drum
sub-assembly. In the case of the rear wheel parking brake, there is an equalizer in
the middle of the cable to equally divide the lever operating force to both wheels.
| Performing
CHECKING AND ADJUSTING BRAKE PEDAL
1. Check pedal height. Turn back the floor carpet under the brake pedal and
with a ruler, measure the distance between the top surface of the brake pedal
and the top board (asphalt sheet).
Fig. 32 shows the pedal height (autorepair.about.com
2. If necessary, adjust pedal height by following these steps:
(a) Disconnect the wiring connector 1 for the stop light switch 2.
(b) Loosen the lock nut 3 of the stop light switch and remove the stop light
switch in few turns.
(c) Loosen the lock nut 4 of the push rod 5 and adjust the pedal height by
turning the push rod.
(d) Screw in the stop light switch until its pedal stopper lightly contacts the
cushion, and then tighten the lock nut. Be careful that the pedal stopper of
the switch is not touching the pedal cushion too strongly or the pedal
height may be insufficient.
(e)Connect the wiring connector for the stop light switch.
3. Adjust pedal free play

After adjusting brake pedal height, check and adjust the pedal free-play.
| Performing
CHECK PEDAL AND ADJUSTMENT OF BRAKE PEDAL FREEPLAY
1. Check brake pedal free play
(a) After stopping the engine, release the vacuum stored in the brake
booster by pumping the brake pedal until the pedal reserve distance does
not change even with the pedal pressure. If vacuum remains in the booster,
the correct free-play cannot be checked.
(b) Lightly push the brake pedal with your finger until it meets resistance
and measure the pedal stroke.
2. If necessary, adjust pedal free play
(a) If free play is not within specification, loosen the lock nut of master
cylinder push rod at least 4–5 times. Then adjust by turning the push
rod.
(b) Tighten the lock nut and measure the free play again.
(c) After adjusting the pedal free play, check the pedal height and stop light
operation.
CHECK OF PEDAL RESERVE DISTANCE
1. Check pedal reserve resistance

(a) Place chocks under the front and rear wheels, release the parking
brake and start the engine.
(b) Press down on the pedal with 50kg of force and measure the
distance between the top surface of the brake pedal and the
asphalt sheet.
(c) If the reserve distance is less than specification, it may be caused
by excessive shoe clearance between brake shoe and brake drum.
(d) Adjust the shoe clearance.
| Performing
BLEEDING THE BRAKE SYSTEM
Pressure bleeding is recommended for all hydraulic systems. However, if a

pressure bleeder is unavailable, use the following procedure. Some hydraulic
systems require vacuum bleeding. Check your vehicles service manual for the
procedure. It must be noted that brake fluid damages painted surfaces.
Immediately clean any spilled fluid.
1. Remove the vacuum reserve by pumping the brakes several times with the
engine off.
2. Fill the master cylinder reservoir with clean brake fluid. Check the fluid
level often during bleeding procedure. Do not let the reservoir comes half
empty.
3. If necessary, bleed the master cylinder as follows:
a. Disconnect the master cylinder forward brake line connection until

fluid flows from the reservoir. Reconnect and tighten the brake line.
b. Instruct an assistant to slowly depress the brake pedal one time and
hold.
c. Open the front brake line connection again, purging air from the
cylinder.
d. Retighten the connection and slowly release the brake pedal.
e. Wait 15 seconds and then repeat until all the air is purged.
f. Bleed the rearward brake line connection by repeating the preceding

steps.
g. Loosen and then slightly retighten the bleeder valves at all four
wheels. Repair any broken, stripped or frozen valves at this time.
Fig. 33 Picture shows how to bleed the Brake System

(autorepair.about.com)
| Performing
4. Proceed to the appropriate wheel first and follow the set sequence according
to the Wheel Bleed Sequence.
5. Place a transparent tube over the bleeder valve and then allow the tube to
hang down into a transparent container. Ensure the end of the tube is
submerged in clean brake fluid.
6. Instruct an assistant to slowly depress the brake pedal one time and hold.
7. Open the bleeder valve, purging air from cylinder. Retighten the bleeder
screw and slowly release pedal.
8. Wait for 15 seconds and then repeat the preceding bleed steps. Repeat
these steps until all the air is bled from the system.
Wheel Bleed Sequence:

If you are bleeding the brakes manually, the sequence is rear right (RR), left
right (LR). Right front (RF), left front (LF). If you are pressure bleeding, bleed
the front brakes together and the rear brakes together.
| Performing
Procedure for filling the master cylinder with fluid
It is utmost important to avoid spraying brake fluid. To protect the face,

never bend directly over the reservoir.
In some antilock brake systems, the manufacturer recommends

depressurizing the system before adding brake fluid. When depressurized, the
reservoir level may rise slightly, giving a more accurate level reading.
Fig. 34 Show how to refill brake master cylinder reservoir (autospeed.com)
a) Thoroughly clean the reservoir cover before removing it to prevent dirt from
entering the reservoir body.
b) Remove the reservoir cover and the diaphragm.
c) Check that the vent hole in the reservoir cover is open.
d) Inspect the diaphragm for holes, and other signs of damage. Replace, if
necessary.
| Performing
Title: Checking Leaks in the Brake System
Checking Leaks
Hydraulic brake system leaks can exist internally or externally. Most

internal master cylinder leaks result when the cups lose their ability to seal the
piston. Brake fluid leaks in the cups internally. Sometimes, it also appears as an
external leak. Internal and external rubber parts wear with usage or can
deteriorate with age or fluid contamination. Moisture or dirt in the hydraulic
system can cause corrosion or deposits to form in the bore, resulting in the wear
of the cylinder bore or its parts. Although internal leaks do not cause a loss of
brake fluid, they can result in a loss of brake performance.
When external leaks occur, the system loses brake fluid. External leaks are
caused by cracks or breaks in master cylinder reservoirs, loose system
connections, damaged seals, or leaking brake lines or hoses.
To check for a brake fluid leak, perform the following procedure:
1. Run the engine at idle with the transmission in neutral.
2. Depress the brake pedal and hold it down with a constant foot pressure. The
pedal should remain firm and the foot pad should be at least 2 inches from the
floor for manual brakes and 1 inch for power brakes.
3. Hold the pedal depressed for about 15 seconds to make sure that the pedal
does not drop under steady pressure. If the pedal drops under steady pressure,
the master cylinder may have internal leak or there may be the leak in a brake
line or hose. Visually inspect the system as outlined.
Fig. 35 Brake line diagram (celicahobby.com)
| Performing
Brake lines are made of steel. Since they are under the floor pan, they are
wrapped with wire armor to protect them from flying debris. The ends are flared
either in a double flare or an ISO flare. The flare provides maximum protection
against leakage. A short flexible brake hose or flex hose connects the steel brake
lines to the wheel cylinders or calipers.
Another type of end is the block or banjo fitting. It is used with soft metal
washers on each side. A hollow bolt allows fluid to flow from the hose into the
caliper.
CHECKLIST LO2
OK
(Disassemble)
(Replace)
(Tighten)
(Repair)
(Adjust)
Specify
(Clean)
Re
R
D
C
T
A
Check
1. Brake line for

leakage
2. Brake line for

cracks
3. Brake line for

twists
4. Brake line for

bends
5. Brake line for

loose connections
6. Brake line for

restriction
7. Bleed brake
system
| Performing
SELF-CHECK No. 2
1. What are the two types of leaks in the hydraulic brake system?
2. In a hydraulic system, what causes corrosion or deposits to form in the

bore, resulting in the wear of the cylinder bore or its parts?
3. What are the component parts of the brake system?
| Performing
Program/Course: Automotive Servicing NCI
Unit of Competency PERFORMING UNDERCHASSIS PREVENTIVE

MAINTENANCE
Check clutch fluid and lines
Module Title:
Learning Outcome 1. Check clutch fluid and lines
1. Clutch fluid level and lines are checked

2. Clutch line is checked for cracks, twists, bends, loose and restricted lines.
3. Low levels of fluid in master cylinder is refilled to maximum level
PERFORM UNDERCHASSIS PREVENTIVE|MAINTENANCE-Inspect

Check clutch fluidbrake
andsystem
lines 137
How to Check the Fluid in a Hydraulic Clutch
Cars with manual transmissions (stick shift) use either hydraulics (which
uses fluid) or a cable to connect your clutch pedal to the transmission. If your car
has a hydraulic clutch, the fluid must be checked monthly to ensure that it's full
and there are no leaks.
Typical Procedure for Filling the Clutch Master Cylinder Reservoir :
Be careful to avoid spraying brake fluid. To protect the face, never bend
directly over the reservoir.
a) Determine whether your car has hydraulic clutch.
Fig.36 picture of clutch master cylinder reservoir

(furoms.nicoclub.com)
b) Turn the engine off and open the hood.
c) Look for a small plastic container about 1 inch in diameter located close to
the back of the engine, usually near the brake fluid reservoir. It looks a lot
like the brake fluid reservoir but it's smaller.
d) Check the fluid level. The reservoir is usually clear with a small round
rubber cap on the top. Add brake or clutch fluid if its low.
| How toPREVENTIVE
PERFORM UNDERCHASSIS Check the Fluid in a Hydraulic
MAINTENANCE-Inspect brake Clutch
system 138
Fig.37 picture of clutch master cylinder reservoir
(erniesautocenter.com.com)
e) Return the cap.
| How toPREVENTIVE
PERFORM UNDERCHASSIS Check theMAINTENANCE-Inspect
Fluid in a Hydraulic
brakeClutch
system 139
SELF-CHECK No. 3
Complete or supply the correct answer to the following statement
1. Give some safety measures in refilling brake fluid to the master

cylinder.
2. Give three characteristics of brake fluid.
3. The proper procedure to refill brake fluid to the master cylinder is

________________________________________________________.
4. In the master cylinder, the brake fluid level should be

_______________________.
5. What is the function of brake master cylinder?
6. The diaphragm under the master cylinder cover prevents

___________________________________________ in the hydraulic system.
7. What are the components or parts of the clutch system?
| How toPREVENTIVE
PERFORM UNDERCHASSIS Check the Fluid in a Hydraulic
MAINTENANCE-Inspect brakeClutch
system 140
Qualification :Automotive Servicing NCI
Module Title :Performing Underchassis Preventive Maintenance
Learning Outcome 3 :Inspect and change power transmission and differential

gear oil
Assessment Criteria: 1. Transmission and differential checked for leakage.

2. Transmission and differential gear oil level checked.
3. Transmission and differential gear oil changed in
compliance with manufacturer.
4. Transmission and differential gear oil refilled to specified
level.
PERFORM UNDERCHASSIS|PREVENTIVE
:Inspect MAINTENANCE-Inspect
and change power andtransmission and differential gear
change power transmission/differential oil
gear oil 141
Parts of Differential
Fig. 38 differential component parts (globaldrivetrainsupply.com)
:Inspect and change powerandtransmission
MAINTENANCE-Inspect and differential gear
gear oil 142
Fig. 39 power flow through a limited slip differential when making a turn
( forum.miata.net)
GEAR LUBRICANTS
Manual transmissions, transaxles, and transfer cases are all various types of
gearboxes. They are very similar in three ways:
1 Gears that transmit power

2 Splinted shafts that rotate while other parts are sliding down on them.
3 Bearings that support the shafts and transfer the load to the case or
housing.
In the gearbox, the moving metal parts must not touch each other. They must
be continuously separated by a thin film of lubricant to prevent excessive wear
and premature failure.
As gear teeth mesh, there is a sliding or wiping action between the contact
faces. This action produces friction and heat. Without lubrication, the gears would
wear quickly and fail. However, lubrication provides a fluid film between contact
faces. This prevents metal-to-metal contact. Therefore, all gearboxes must have
lubricants or gear oil on them. Gear oil has five jobs to do. These are:
1 To lubricate all moving parts and prevent wear

2 To reduce friction and power loss
3 To protect against rust and corrosion
4 To keep the interior clean
5 To cool the gearbox
In addition, the oil must have adequate load-carrying capacity to prevent

puncturing of the oil film. Chemical additives are mixed with gear oil to improve its
and change power transmission
and and differential gear
gear oil 143
load-carrying capacity. An oil that has an additive in it to increase the load-
carrying capacity is called an extreme-pressure (EP) lubricant. Other additives are
also added to the oil to improve the viscosity (thickness), to prevent channeling
(solidify), to improve stability and oxidation resistance, to prevent foaming, to
prevent rust and corrosion, and to prevent damage to the seals.
The typical gear oil is a straight mineral oil (refined crude oil) with the required
additives in it. Today, some oils are made from synthetic oil. Regardless of type,
gear oils intended for most cars and light trucks have these classification, SAE
75W, 75W-80, 80W-90, 85W-90, 90, or 140.
Gear oil is not recommended for use in all gearboxes by the manufacturers.
Gears which are lightly loaded, like the as planet-pinion gears in a planetary gear
set, do not require oil. Therefore, some transfer cases are filled with SAE 10W
engine oil. Other transfer cases use automatic transmission fluid (ATF).
To prevent the lubricant from leaking out, the gearbox has an oil tight case.
Seals are used around each cover and shaft. In addition, seals are provided
around the input and the output shafts. The clutch shaft in many transmissions
does not have a separate seal. Instead, an oil slinger is used to throw back any oil
that reaches it. Other designs have a passage in the clutch-shaft-bearing retainer
that bring back to the case any oil passing through the bearing.
gear oil 144
SELF-CHECK No. 4
1 What are the five functions of the gear oil?
2 In order to improve the gear oil’s load-carrying capacity, we mix it with

_________________.
3 What do we call the oil that has an additive to increase load-carrying capacity?
4 Enumerate the types of gear that most cars and light trucks use?
5 Identify the component parts of differential.
6 Identify the component parts of transmission.
and change powerandtransmission and differential gear
gear oil 145
INFORMATION SHEET N0. 1
PROPER OIL VISCOSITY
Viscosity is a measure of an oil's resistance to flow. A low-viscosity oil is

thin and flows easily. A high-viscosity oil is thicker and flows more slowly. Engine
oil should have the proper viscosity so it flows easily to all moving parts. The oil
must not be too thin. Low viscosity reduces the ability of the oil to stay in place
between moving engine parts. If the oil is too thin (low viscosity), it is forced out of
the moving parts. Rapid wear results then.
Oil that is too thick (high viscosity) flows too slowly to the engine parts,
especially when the engine and oil are cold. This also causes rapid engine wear.
The engine runs with insufficient oil when first starting. Also, in cold weather, a
high-viscosity oil may be so thick that it prevents normal cranking and starting. A
single-viscosity oil gets thick when cold and thin when hot.
Fig. 40 Gear oil recommendation chart (briggsandstraton.com)
When properly operated and maintained, a manual transmission or

transaxle normally lasts the life of the vehicle without a major breakdown. All
units are designed so the internal parts operate in a bath of oil circulated by the
motion of the gears and shafts. Some units also use a pump to circulate oil to
critical wear areas that require more lubrication than the natural circulation
provides.
Maintaining good internal lubrication is the key to the long life of

transmission or transaxle. If the amount of oil falls below minimum levels, or if the
oil becomes too dirty, problems result.
gear oil 146
LUBRICANT CHECK
The transmission and transaxle gear oil level should be checked at the
intervals specified in the service manual. Normally, these ranges from every 7,500
to 30,000 miles (12,000 to 48,000 kilometers). For service convenience, many
units are now designed with a dipstick and
filler tube accessible from beneath the hood.
Check the oil with the engine off and

the vehicle resting on level grade. If the
enginehas been running, wait 2 to 3 minutes
before checking the gear oil level.
Some vehicles have no dipstick.

Instead, the vehicle must be placed on a lift,
and the oil level checked through the fill plug
opening on the side of the unit. Clean the area
around the plug before loosening and
removing it. Insert a finger or bent rod into the
hole to check the level. Be cautious if oil is
hot.
Fig. 41 shows the condition of the

lubricating oil (zero-sixty.com)
Lubricant should be level with, or not more than 1/2 inch below, the fill
hole. Add the proper grade lubricant as needed using a filler pump. Manual
transmission or transaxle lubricants in used today include single and multiple
viscosity gear oils, engine oils, and automatic transmission fluid. Always refer to
the service manual to determine the correct lubricant and viscosity range for the
vehicle and its operation conditions.
Fig. 42 shows the drain and filler plug (carsack.com)
gear oil 147
LUBRICANT REPLACEMENT
Transmission and transaxle lubricant can be changed with the

manufacturer's specified intervals. Typical intervals are 38,000 or 48,000
kilometers or every two years. Vehicles used for towing trailers, off-road operation,
or continuous stop-and-go driving may require shorter change intervals.
Drive the vehicle to warm the lubricant before placing the vehicle on the
hoist.
Clean and remove the drain plug and allow the lubricant to drain into a
clean catch pan. Inspect the lubricant for metal particles, which may appear as a
shiny, metallic color in the lubricant. Large amounts of metal particles indicate
severe bearing, synchronizer, gear, or housing wear.
Fig. 43 shows the typical transmission gear (auto.tekno.blogspot.com)
If all lubricants are drained, replace the washer or apply a recommended

sealant to the threads on the drain plug. Tighten the drain plug with the
recommended torque. Fill the transmission or transaxle with the proper lubricant.
PERFORM UNDERCHASSIS |PREVENTIVE

gear oil 148
VISUAL INSPECTION
Visually inspect the transmission and transaxle at regular intervals. Perform

the following checks.
1. Check for lubricant leaks at all gaskets and seals. The transmission rear seal
at the driveline is particularly prone to leakage.
2. Check the case body for signs of porosity that show up as leakage.
3. Push up and down on the unit. Watch the transmission mounts to see if the
rubber separates from the metal plate. If the case moves up, but not down, the
mounts require replacement.
4. Move the clutch and shift linkages around and check for loose or missing
components. Cable linkages should have no kinks or sharp bends, and all
movements should be smooth.
5. Transaxle drive axle boots should be checked for cracks, deformation, or

damage.
6. The constant velocity joints on transaxle drive axles should be thoroughly

inspected.
gear oil 149
How to Change the Oil in the Gearbox
Changing the gear oil is an important maintenance activity for a car.

According to some owner's manual, it should be changed every two years or 5000
kilometers. The gear oil inside the transmission and differential coats the gears
while the engine is running. The gears and bearings rely on the gear oil to reduce
the stress experienced. Gear oil breaks down over time and usage. If not changed, it
will turn into a thick dark molasses-like gunk. Eventually, the gears and bearings
could seize resulting in a nasty crash. Changing the gear oil is fairly simple and can
be accomplished in an hour.
Basic Steps:
1. Prepare tools and equipment needed
Jack and axle stand
Set of wrench
Torque wrench
Oil drain bucket or pan
Rags
Penetrating oil
Gear oil (check owner’s manual for the correct viscosity rating)
Fig. 44 Tools and materials you will need for this job. ( http://www.instructables.com)
:Inspect and change powerand
MAINTENANCE-Inspect transmission and differential gear
change power transmission/differential gear oil
oil 150
2. Locate and remove the "filler bolt"
Fig. 45 Location of the filler plug. ( http://www.instructables.com)
First, jack up the vehicle in the jack points and secure the vehicle with the
axle stands. Going under the vehicle is dangerous if it is only supported with a
jack. Next, locate and remove the filler bolt. Loosen the filler by selecting the proper
wrench and turn the wrench counter clockwise.
3. Remove the drain bolt. Loosen the drain, place the drain pan under the
transmission and then remove the drain bolt to allow the oil to drain.
Fig. 46 Loosening the drain bolt using proper tools. ( http://www.instructables.com)
PERFORM UNDERCHASSIS | :InspectMAINTENANCE-Inspect

PREVENTIVE and change power andtransmission and differential gear
gear oil 151
4. Clean the magnet and remove the filler bolt. The drain bolt usually has a
magnet in it that catches the metal shavings. Clean them off.
Fig. 47 Magnetic drain bolt. ( http://www.instructables.com)
5. Replace the Drain bolt. Replace the drain bolt, thread it on by hand first for at
least 3 turns to be sure for a correct insert. Then tighten it with a torque wrench to
the manufacturer’s specifications.
Fig. 48 Replacing the drain bolt. (http://www.instructables.com)
gear oil 152
6. Fill the oil and close the filler bolt. Add gear oil into the gearbox using the oil
pump. Fill the oil into the filler until the oil reaches the level of the filler.
Fig. 49 Filling-up gear oil using oil pump. (http://www.instructables.com)
7. Test drive. Clean up and take the car for a test drive.
gear oil 153
SELF-CHECK No. 5
1. What is transmission?
2. Identify the component parts of transmission.
3. Give the types of gear oil.
4. What are the uses of gear oil?
5. Give the procedures in inspecting transmission and differential gear oil.
6. Give the procedures in changing power transmission and differential gear oil
gear oil 154
Module Title Performing Underchassis Preventive Maintenance
Learning Outcome 4 Inspect and replace power steering fluid
Assessment Criteria: 1. Technical data pertaining to power steering fluid assessed.

2. Power steering fluid level checked.
3. Power steering fluid replaced in accordance with
manufacturer's specification.
4. Power steering linkages inspected for leakage.
| Inspect and replace

PERFORM UNDERCHASSIS PREVENTIVE MAINTENANCE-Inspect power
and replace steering
power fluid
steering fluid 155
POWER STEERING SYSTEMS
Hydraulic Principles Used in Power Steering
Two basic principles are used in all hydraulic power steering systems: (1)
Liquids can be compressed very little, (2) Pressure applied to a liquid makes it act
equally in all directions, so liquids can be used to transmit a force.
Pressure can be increased into a force. To illustrate, connect two cylinders,

one ten times as large in area as the other, by a tube or pipe, as shown in figure
50. Apply 100 kilos of pressure to the liquid in both cylinders and it will yield a
force ten times greater (1,000 kilos) in the piston with the larger area. The
pressure will be the same in both cylinders, but in the larger cylinder, as it has of
greater area, it produces a force greater than the pressure.
These basic hydraulic principles are applied to provide hydraulic power

steering. A pump is used to develop pressure and a cylinder to develop force. The
pressure at the pump and in the cylinder, for all practical purposes, is the same
but in the cylinder; it is multiplied into a work force. The work force is reduced
when pressure is reduced. Oil is the liquid used in hydraulic power steering
systems.
Basic Power Steering Systems
The primary purpose of a hydraulic power steering system is to provide

power assistance in driving. All such systems consist of the same principal
components. It should be noticed that large cylinder has ten times more piston
area than a smaller.
Fig. 50 Principles of power steering system (wikipedia)
PERFORM UNDERCHASSIS PREVENTIVE | Inspect and replace

MAINTENANCE-Inspect power
power steering fluid
fluid 156
Fig. 51 Principal components of hydraulic power steering system. ( www.google.com.ph.)
Interconnecting hoses and a means of driving the pump are also needed. A
V-belt (or belts) is the usual pump drive, and all components are interconnected to
form an oil circuit. Circulation of the oil is continuous when the engine is running.
Basically, the pump supplies hydraulic fluid under pressure to the control
valve, which directs the fluid to the right or left side of the power cylinder piston,
depending upon the direction of turn being made. The power cylinder, when
actuated by this applied pressure, reduces the amount of effort required at the
steering wheel. Arrangement of the principal components differs according to
installation requirements.
In the so-called linkage type, the second valve and power cylinder may be
separate parts and mounted separately in the linkage, or they may be in a single
unit known as an in-line unit. In the semi-integral type, the control valve is
assembled in the steering gear, and the power cylinder is mounted in the linkage.
In the integral type, the control valve and power cylinders are an integral part of
the steering-gear assembly.
Rack-and-pinion type
The oil pump's control valve structure and operation are basically the same
as the ballnut type, except that the steering gear and power cylinder coupling are
as shown in figure 52

power steeringfluid
fluid 157
Fig. 52 Parts of rack-and-pinion type (http://www.google.com.ph)
Fig. 53 Shows the typical power steering pump and related parts. (www.google.com.ph.)

power steeringfluid
fluid 158
FLUID LEVEL - The fluid at the pump reservoir is checked with a dispstick
attached to the reservoir cap. However, it is not simply a matter of pulling the cap
and reading the dipstick, follow the manufacturer's procedure.
FLUID LEAKS - Clean the suspected area, then cycle the wheel from lock to lock
several times. Fluid leakage will not only cause abnormal noises, but may result in
unequal and abnormal steering efforts. If no sign of leakage is obvious, repeat the
wheel cycling process and inspection several more times. Consult the appropriate
section of the service manual for detailed information about the action necessary
to correct any leak.
POWER STEERING HOSES The primary purpose of power steering hoses is to

transmit power (fluid under pressure) from the pump to the steering gearbox, and
to return the fluid ultimately to the pump reservoir. The hoses, through material
and construction, also function as additional reservoirs and act as sound and
vibration dampers.
Hoses are generally reinforced synthetic rubber material coupled to metal

tubing at the connecting points. The pressure side must be able to handle
pressures up to 1,500 psi. For that reason, wherever there is metal tubing to a
rubber connection, the connection is crimped. Pressure hoses are also subject to
surges in pressure and pulsations from the pump. The reinforced construction
permits the hose to expand slightly and absorb changes in pressure.
If two diameters of hose are used on the pressure side, the larger diameter
or pressure hose is at the pump end. It acts as a reservoir and as an accumulator
absorbing pulsations. The smaller diameter or return hose reduces the effects of
kickback from the gear itself. By restricting fluid flow, it also maintains constant
back pressure on the pump, which reduces pump noise. If the hose is of one
diameter, the gearbox is performing the damping functions internally.
Because of working fluid temperature and adjacent engine temperatures,

these hose must be able to withstand temperatures up to 300 oF. Due to various
weather conditions, they must also tolerate sub-zero temperatures. Hose material
is specifically formulated to resist breakdown or deterioration due to oil or
temperature conditions.
Fig. 54 Types of hoses used in power steering. (http://www.google.com.ph.)

fluid 159
Fig. 55 parts of rack-and-pinion power steering system. (http://www.google.com.ph.)
PERFORM UNDERCHASSIS PREVENTIVE |MAINTENANCE-Inspect

Inspect and replace power
power steeringfluid
fluid 160
HOW TO CHECK POWER STEERING FLUID
Tips and precautionary measures to take
 Check the fluid level and the power steering belt when squeal can be heard
on turns.
 Keep in mind that although drifting or shuddering may signal problems

with the steering system, these symptoms may also relate to the car's tires,
suspension, brakes or other front-end problems.
 Power steering fluid has no expiration, it leak. Fill the reservoir to the
proper level and check frequently if its level becomes low. If it continues to
be low, check for leaks. An empty power steering pump can be damaged
very quickly and is costly to replace.
PROCEDURE:
1. Find the hood release, usually located beneath the dash, then Pull.
2. Find the hood latch in front of the car. The hood latch is usually located at the
front edge of the hood. Depress the latch, then lift and open the hood.
3. Locate the belts. The power steering pump is driven by a pulley and a belt and
has a clear plastic or metal reservoir on top of it. The power steering cap is often
marked with “power steering”.
Fig. 56 Location the belt of power steering pump. (www.google.com.ph.)

fluid 161
4. Check the fluid level. Some reservoirs may have a small dipstick attached to
the cap. Typically, you have a choice of checking the fluid warm or cold. Refer to
the corresponding corresponding "Hot" and "Cold" levels.
Fig. 57 checking the fluid level in the power steering pump. (www.mahalo.com)
5. Add fluid if necessary. Use only the proper type of power steering fluid. Check
the owner's manual and the bottle. Some cars require power steering fluid
specifically for a car model.
Fig. 58 shows the refilling of fluid

fluid 162
SELF-CHECK No. 6
Write true if the statement is correct and false if the statement is wrong.
1. Pressure applied on a liquid makes it act equally in all directions.
2. Hydraulic power steering system makes driving difficult.
3. Power steering system needs fluid in order to operate.
4. The hoses of the power steering fluid must withstand high temperatures.
5. The primary purpose of the power steering hose is to lubricate the pump.
PERFORM UNDERCHASSIS PREVENTIVE |MAINTENANCE-Inspect

Inspect and replace power
power steeringfluid
fluid 163
Module Title Performing Underchasis Preventive Maintenance
Learning Outcome 5 Check and refill automatic transmission fluid
Assessment Criteria: 1. Automotive transmission checked for leakage.

2. Automotive transmission fluid level checked in accordance
with service manual.
3. Transmission fluid refilled to specified level.
PERFORM UNDERCHASSIS PREVENTIVE|MAINTENANCE-Check

Check and refill and
automatic transmission
refill automatic transmission fluid
fluid 164
AUTOMATIC TRANSMISSION FLUID
Automatic transmission fluid is a special lubricant with about the same

viscosity as an SAE 20 engine oil. It has several additives such as viscosity-index
improvers, oxidation and corrosion inhibitors, extreme-pressure and antifoam
agents, detergents, dispersants, friction modifiers, pour-point depressants, and
fluidity modifiers. Automatic transmission fluid is usually dyed red. The color
makes a leak easily identifiable.
TRANSMISSION FLUID COOLER
Overhead automatic-transmission fluid can damage the friction elements

(bands and multiple-disc clutches) in an automatic transmission or transaxle. The
heat develops in an unlocked torque converter and in other moving parts.
To prevent the fluid from overheating, automatic transmissions and

transaxles have transmission-fluid cooler or oil cooler. It is usually a tube on the
bottom or side of the engine radiator.
The engine coolant runs at a lower temperature than the automatic-

transmission fluid. As the hot transmission fluid flows through the tube, the
engine coolant carries away excess heat. Cooler lines similar to steel fuel lines
carry the transmission fluid between the case and the radiator.
Fig. 59 Cutaway view of a typical 3-speed automatic transmission showing the

different parts. (www.google.com.ph.)

fluid 165
HYDRAULIC SYSTEM
Functions of the Hydraulic System
The figure 60 shows the complete hydraulic system of a 4-speed automatic

transmission. The hydraulic system provides the pressurized fluid to operate an
automatic transmission or transaxle.
Fig. 60 The Hydraulic system which uses a special transmission fluid. (www.google.com.ph)
Planetary gear set with clutch engaged. One set of clutch plates is splined to
the sun-gear drum. The other set is fixed at the planet-pinion carrier. When fluid
pressure from the pump acts on the apply side of the clutch piston, the clutch
plates are forced together. This locks the sun gear to the planet carrier and the
planetary gear set rotates as a single unit. The functions of the system are as
follows:
1. Supplies fluid to the torque converter

2. Directs pressurized fluid to the band servos and multiple-disc clutches
3. Lubricates the internal parts
4. Removes heat generated by the torque converter and other moving parts
These four jobs are possible because the automatic transmission or transaxle
is fitted with automatic-transmission fluid (ATF). Without the proper amount of
fluid, the transmission may not shift and the vehicle may not move. Major
components in the hydraulic system include the oil pump, band servos, and
multiple disc clutches. Other major components are the valve body and governor.
NORMAL MAINTENANCE
Normal maintenance of an automatic transmission or transaxle includes:
1. Checking fluid level, color, and condition

2. Adding fluid, if necessary
3. Changing fluid and filter
4. Checking shift and throttle linkage
5. Adjusting neutral safety switch
6. Adjusting bands, if possible
fluid 166
The level of the automatic-transmission fluid (ATF) should be checked with
every change of engine oil. Many vehicle manufacturers recommend changing the
transmission fluid and filter at periodic intervals. The length of the intervals
depends on how the vehicle is used. For example, Chevrolet recommends changing
the fluid and filter every 100,000 miles [160,000 km] for normal service. In severe
situation, Chevrolet recommends changing the fluid and filter every 15,000 miles
[25,000 km]. Severe service includes using the vehicle as trailer, towing or as a
delivery vehicle, police car, and even taxi.

fluid 167
CHECKING FLUID LEVEL AND ADDING FLUID
Checking the fluid level, its color and conditions should be made every
change of engine oil. To check the fluid level, drive the vehicle for 15 minutes or
until the engine and transmission are at normal operating temperature. Park the
vehicle on level ground and firmly apply the parking brake. Let the engine idle.
Place the transmission selector lever in park (or NEUTRAL, if specified by the
manufacturer).
Clean any dirt found around the dipstick cap. Pull out the dipstick, wipe it,
reinsert it, and pull it out again. Note the fluid level on the dipstick. Touch the
fluid on the end of the dipstick to get an indication of fluid temperature. If the
fluid feels cool, the fluid level should be on the low side of the dipstick. If the fluid
level feels warm or hot (too hot to hold), the dipstick level is on the high side.
Fluid level will vary under normal operating conditions as much as 19 mm

from cold to hot. For example, as the temperature of the fluid goes from 16°C to
82°C, the level of the fluid may rise to as much as 19 mm. Some dipsticks are
marked to show proper levels at different fluid temperatures.
Note that in some automatic transaxles, the fluid level goes down as
temperature increases. The COLD mark on the dipstick is above the FULL mark. If
the fluid level is low, add a sufficient amount of the specified fluid to bring the
level within the marks for the fluid temperature. Do not overfill an automatic
transmission or transaxle. Too much fluid will cause foaming. Foaming fluid
cannot operate bands and clutches properly. They will slip and probably burn.
This may need an overhaul of the transmission or transaxle.
CHECKING FLUID COLOR
Automatic transmission fluid is normally red in color, however if found out that
the ATF changes its color, it indicates that a problem occurs in the system.
1. PINK FLUID – This indicates that the fluid cooler in the radiator is leaking.
Engine coolant has contaminated the fluid. Repair or replace the fluid
cooler and remove and overhaul the transmission or transaxle. Replace the
seals, bands, lined clutch plates, nylon washers, and speedometer and
governor gears. Coolant can affect these parts. Clean all other parts and
passages. Flush the cooler lines and flush or replace the torque converter.
2. BROWN FLUID. ATF may turn dark in normal use. However, contaminated
fluid may also have a brown color. If the fluid appears contaminated, drain
it, then remove and inspect the pan. A small amount of metal particles and
friction material at the bottom of the pan is normal. Replace the filter, and
refill with new fluid. Large pieces of metal or other materials indicate
excessive wear or failure. The transmission or transaxle should be removed
and overhauled. Flush the cooler lines, and flush or replace the torque
converter.

Check and refilland
fluid 168
CHECKING FLUID CONDITION
Fluid color and odor can be checked to determine the condition of the fluid.
Look at the color and smell the fluid at the end of the dipstick. If the fluid is brown
or black and has a strong burnt odor, bands and clutch plates may have slipped,
overheated, and burned. Particles of friction materials from the bands and clutch
plates have probably circulated through the torque converter, transmission, and
fluid cooler.
These particles can cause valves in the valve body to stick. This may cause
noisy, rough or missed shifts. Slipping may occur because the servos and clutches
cannot work properly. A quick check of fluid condition can be made by placing one
or two drops of fluid on a paper towel. As the towel absorbs the fluid, examine the
stain for specks or particles. This indicates solid material in the fluid.
If the stain spreads and is red or light brown in color, the fluid probably is
good. If the stain is dark and remains small, the fluid is oxidized and should be
changed. Oxidized fluid has combined with oxygen in the air and no longer has its
original properties.
Fig. 61 Checking the fluid condition using dipstick. (http://www.google.com.ph.)
INSPECTING THE PAN
Gum or varnish on the dipstick, discolored fluid, and particles or specks on

the paper towel indicate the sump in the pan. It should be removed and inspected.
A small amount of materials in the pan is normal. Look for large pieces of metal
and large amounts of friction material. These indicate abnormal wear or failure.
The unit then requires rebuilding or overhaul.

fluid 169
CHECKING FOR FLUID LEAKS
When the dipstick shows a low fluid level, look for a fluid leak. Some fluid can
be lost through the case vent if the fluid has foamed. To locate the source of a
leak, see if the automatic transmission fluid is dyed red. The dyed red helps in
detecting and identifying easily the leak. Another method of detecting a leak is to
use an ultraviolet leak detector. If a leak detector is not available, do the following
procedure:
Fig. 62. Checking the fluid leaks. (www.google.com.ph.)
1. Clean the suspected area with solvents to remove any traces of fluid.
2. Observe the area if there are leaks and make necessary repair or replacement
of gaskets and parts.

fluid 170
Learning Outcome 6 Inspect and bleed air tank
Assessment Criteria: 1. Data pertaining to air tank obtained

2. Air tank inspected for moisture and leakage
3. Air tank bleed/drained of accumulated water.
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PERFORM UNDERCHASSIS PREVENTIVE MAINTENANCE-Inspect bleed
bleedair tank
air tank 171
DESCRIPTION AND OPERATION OF AIR BRAKE SYSTEMS
The air brake system consists of three sub-systems: the air supply system,
the air delivery system, and the parking or emergency air brake system. The
components making up the brake system of each vehicle may differ, but all
systems operate in basically the same manner.
All models use a vertically split brake system. If a failure occurs in the front
brake system, the rear brake system will continue to operate and give reduced
stopping capability until the air supply is depleted.
In the event of a failure in the rear system, the relay valve modulates
application of the rear spring brake units and the front brakes continue to
function.
AIR SUPPLY SYSTEM
The air supply system is the source of air pressure for the brake system. It
consists of a compressor, reservoirs, governor, low pressure indicator, depth
gauge, safety valve, drain cock or automatic moisture ejector valve and tank
charging valve.
The compressor is engine driven and controlled by a governor. When

reservoir air pressure reaches 793-861 kPa (115-125 psi), the governor cuts out
the compressor. When reservoir pressure drops to 82-179 kPa (12-26 psi) below
the cut-out pressure, the governor allows the compressor to cut in again. When
reservoir air pressure drops below 353 kPa (60 psi), the low pressure indicator
valve closes an electrical circuit to the warning buzzer and the warning light. If the
air reservoir pressure exceeds 1034 kPa (150 psi), the safety valve will release the
pressure.
The air reservoirs are equipped either with manual drain valves and or with
an automatic moisture ejector valve which can be drained to remove the of
moisture from the air brake system.
AIR DELIVERY SYSTEM
The air delivery system delivers the air brake pressure from the air supply
system to the brake chambers. It controls the amount of air pressure that is
delivered to the brake chambers, and thus controls the amount of braking during
a stop. It consists of the foot control valve, the relay valve, quick release valve, and
the brake chamber.
AIR STORAGE SYSTEM
A number of variations have been incorporated into the air storage system of
Louisville models, and are broadly classified, as follows:
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 Two tank system with emergency release, which was introduced in 1975 to
august 1980.
 Two tank system with less emergency release which was used in August
1980 to 1983 Model Year. The two tank system has the primary tank on the
vehicle right hand side and secondary on the left.
 Three tank system for 1983 Year Model.
PARKING or EMERGENCY SYSTEM
The parking or emergency brake system is composed of a parking brake

control valve, a relay or double check valve (tractors), quick release valves and
spring brake chambers. The spring brake chambers use a powerful spring to
mechanically apply the brakes when air pressure is not available (provided the
brakes are properly adjusted).
Air pressure releases the spring brake chamber when the vehicle is moving.
The air pressure is delivered to the spring chamber by a relay valve or a double
check valve which is controlled by an air pressure signal from the control valve on
the instrument panel. The relay valve or double check valve also functions to
prevent the application of the spring brakes and service brakes at the same time
in order to avoid damages on the brake system.
TRACTOR or TRAILER AIR BRAKE SYSTEM
The tractor or trailer air brake system is a standard in 9000 models. Its
function is to provide air supply to the trailer for its braking system and control
the trailer brakes during normal and emergency stops. It also protects a tractor's
brake system should a failure occur in the trailer's air system and provides
operation of the trailer brakes independent of the tractor brakes. These are the
components of this system: tractor air supply control valve, tractor protection
valve, trailer brake hand control valve and the hoses, hanger and connectors.
Air pressure from the reservoir to the reservoir port of the governor forces
the piston to overcome the resistance of the pressure setting spring. The piston
and the inlet and exhaust valve move up when reservoir air pressure reaches the
governor cut-out setting. The exhaust steam seats on the inlet and exhaust valve
thus opening the inlet passage. Reservoir air pressure flows out of the open inlet
valve, passes through the piston and out of the unloader port to the compressor
unloading mechanism.
As air pressure in the reservoir drops to the governor cut-in setting, the
force exerted by air pressure on the piston will be reduced so that the pressure
spring will move the piston downward. The inlet valve will close and the exhaust
valve will open. With an opened exhaust valve, air in the unloader line will escape
through the exhaust stem and out of the exhaust port.
Some governors are mounted directly on the compressor, allowing direct

connection between the compressor unloader and the governor unloader port.
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SAFETY VALVE
The safety valve protects the air brake system against excessive air-
pressure build-up. The safety valve consists of a spring loaded ball valve subjected
to reservoir pressure which will permit air to exhaust the reservoir pressure to the
atmosphere. This happens when the reservoir pressure rises above the valve
pressure setting which is determined by the force of the spring. A safety valve
setting of 1034 kPa (150 psi) is used and is not adjustable.
Fig. 63. Safety valve. (www.google.com.ph.)
Should system pressure rise to approximately 1034 kPa (150 psi) air
pressure will force the ball vent off its seat and allow reservoir pressure to vent to
the atmosphere through the exhaust port in the spring cage.
When reservoir pressure decreases sufficiently, the spring force will seat the
ball check valve, sealing off reservoir pressure. This occurs at 930 kPa (135 psi) for
the 1034 kPa (150 psi) setting. It is important to note that the desired pressure
setting of the safety valve is determined by the governor cut-out pressure. The
opening and closing pressures of the safety valve should always be in excess of the
governor cut-out pressure setting. The pressure setting is stamped on the lower
wrench flat of the valve.
Normally, the safety valve remains inoperative and only functions when
reservoir pressure rises above the setting of the valve. Constant 'popping off' or
exhausting of the safety valve can be caused by a faulty safety valve, governor
compressor unloader mechanism, or a combination of any of the preceding items.
AUTOMATIC MOISTURE EJECTOR VALVE
The automatic moisture ejector valve expels moisture and contaminants

from the air system reservoir. It operates automatically from ascending and
descending reservoir pressures and requires no control from other sources. The
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automatic moisture ejector valve may be drained manually by depressing the stem
wire located in the exhaust port.
The selector valve has a die cast aluminum body and cover, and is mounted
on the bottom or lower end port of the air system reservoir.
Fig. 64 Schematic diagram showing the location of the automatic moisture ejector
valves and related components. (www.google.com.ph.)
With no air pressure in the system, the inlet and exhaust valves are closed.
Upon charging the air system, a slight pressure opens the inlet valve which
permits air and contaminants to collect in the sump. The inlet valve remains open
when pressure is ascending in the system until (governor) cut-out pressure is
reached. The spring action of the valve guide in the sump cavity closes the inlet
valve.
When reservoir pressure drops approximately 13 kPa (2 psi), air pressure in

the sump cavity opens the exhaust valve and allows moisture and contaminants to
be ejected from the sump cavity until pressure in the sump cavity drops
sufficiently to close the exhaust valve.
The length of time the exhaust valve remains open and the amount of
moisture and contaminants ejected depends upon the sump pressure and the
reservoir pressure drop that occurs each time air is used from the system.
To drain the valve manually, use a tool to move the wire in the exhaust port
upward and hold it until draining is completed at 0 kPa (0 psi).
LOW PRESSURE INDICATOR SWITCH
Low pressure indicator switches are located in both the primary and
secondary air supply lines. The switches operate a warning buzzer and a light in
case of low air pressure.
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TANK CHARGING VALVE
A valve is provided in the supply reservoir to allow air pressure to build up

in the brake system from an external air source. The tank valve is similar to a tire
valve stem and operates similarly.
AIR GAUGE
The air gauge provides a direct reading of each service system's air pressure.
PRESSURE PROTECTION VALVE -- PR-3
The pressure protection valve is a normally closed, pressure control valve

which can be referred to as a non-exhausting sequence valve. An example would
be in an air brake system to protect reservoir or reservoir system from another
system, by closing automatically at a preset pressure should a reservoir system
failure occur. The valves can also be used to delay filling of auxiliary reservoirs to
ensure a quick build-up of brake system pressure. Air entering the supply port is
initially prevented from flowing out of the delivery port by the inlet valve which is
held closed by the pressure regulating spring above the piston.
Fig. 65 Pressure protection valve. (photo courtesy of http://www.google.com.ph.)
When sufficient air pressure builds beneath the piston to overcome the
setting of the regulating spring, the piston will move, causing the inlet valve to
open, and allow air to flow out of the delivery port. As long as the air pressure at
the supply port and beneath the piston remains above the specified closing
pressure, the inlet valve will remain open.
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SINGLE CHECK VALVE
Single check valves protect the primary and secondary air reservoirs against
air pressure loss in the compressor.it also protect the supply tank against loss of
either primary or secondary system pressure by maintaining the remaining
system's operation, thus allowing an emergency stop.
The single check valve is located in the air line from the supply tank to each
reservoir. It allows air to flow in one direction only, avoiding reverse flowing of air.
Air flow in the normal direction moves the check valve disc from its seat and the
flow is unobstructed. Flow in the reverse direction is prevented by the seating of
the disc, which is caused by a drop in the up-stream all pressure and assisted by
the spring.
Fig. 66. Single check valve. (www.google.com.ph.)
FOOT CONTROL VALVE (E-7)
The foot control valve is mounted on the dash panel and uses a suspended
pedal. It is the dual brake valve type which provides two separate circuits to
control the primary and secondary systems of the dual or split systems.
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Fig. 67 Foot control valve. (www.google.com.ph.)
Dual foot control valves are connected to each of the air supply systems.
The air from supply tanks is metered by the foot control valve as the driver applies
the pedal during a brake stop. The metered air pressure is then delivered to a rear
axle relay valve which controls the amount of air to the brake chambers. This
amount of air is proportional to the air delivered from the foot valve air.
The front brakes are supplied directly by the foot control valve.
RELAY VALVE TYPE R-6
The relay valve is air actuated, graduating directional control valve of high
capacity and fast response. As it receives signal pressure from the service brake
valve, it will gradually hold and release air pressure from the brake chambers to
which it is connected.
Fig. 68. Relay valve (www.google.com.ph.)
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MODULATING VALVE (R-7)
This valve performs four functions:
1. Limits an adjustable hold-off pressure to the spring brake actuators.

2. Provides for quick release of air pressure from the spring cavity of the spring
brake actuator allowing fast actuator application.
3. Modulates the spring brakes through application of the foot brake valve in the
event of loss of rear axle service brake pressure, This action takes advantage of
the driver's natural reaction to apply the foot brake valve in an emergency
brake situation and eliminates the need to actuate dash mounted controls.
Fig. 69 Modulating valve. (www.google.com.ph.)
BRAKE SERVICE AIR CHAMBER
The air system in air vehicles with spring actuated rear wheel parking
brakes is equipped with a tank valve for connection to an external air supply. This
valve permits the system to be recharged with air from an outside source,
releasing the spring actuated parking brakes. This enables the vehicle to be towed
in an emergency. Outside air source can be used only if the protected system is in
operating condition.
The brake chamber assembly consists of two separate air chambers, each
with its own diaphragm and push rod. The service brake chamber applies the
brake by air pressure and releases it by spring pressure when air is exhausted.
The parking or emergency brake is applied by spring pressure and is released by
air pressure.
Diaphragms should be replaced every 80,000 km (50,000 miles) or every 12

months. Compressed air, admitted to the brake chamber, enters the chamber
behind a dLm3hraoPa which forces the push plate and push rod outward. In cam-
type air brakes, the outward movement of the push rod rotates the slack adjuster
which rotates the brake camshaft and cam, forcing the shoes against the drum.
Air pressure delivered to the air chambers (delivered through the inlet port) acts
on the diaphragm, thus moving the push rod and plate. The amount of force
coming from the chamber is equal to the air pressure multiplied by the effective
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area of the diaphragm. This force is proportional to the air pressure delivered to
the chambers.
Fig. 70 Brake chamber. (www.google.com.ph.)
The very strong spring in these units is highly compressed and can cause
serious, even fatal, injury if the spring is released without control. Do not remove
chamber clamp before the spring is caged. Install release tool in spring plate and
tighten down to cage the spring.
REAR SPRING BRAKE CHAMBER
Spring brakes are a dual-purpose device containing both a service air Brake
actuator and a spring mechanism for positive parking and emergency use.
Application is by driver control or automatic at a predetermined service brake air
system pressure.
Once applied as parking brake, spring brakes cannot be released unless adequate
air pressure is available to operate the service brakes.
Applied as emergency brake, spring brakes are capable of stopping a moving

vehicle if there is a failure in the normal service brake air system.
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SPRING BRAKE ACTUATOR OPERATION
A spring chamber incorporating a powerful internal spring and an operating

piston is installed in place of the pressure plate of the service brake actuator. Its
purpose is to apply the brake mechanically by means of the spring and piston to
act as a parking brake.
The Emergency Spring Brake Release Reservoir and Control Valve
The function of the reservoir is to provide sufficient air to release the spring
(park) brakes at least twice after they have automatically applied because of a
failure in the air supply side of the park brake control valve (e.g. compressor drive
failure). This is to move the vehicle to a place for repair. In its normal operating
condition, the emergency spring brake release valve allows the blended park brake
supply circuit air to pass smoothly to the park brake control to provide release
pressure in the spring brake unit. To release the spring brakes after a blended air
supply failure, depress the emergency release valve knob. The failed supply circuit
at the valve will now be closed off and air from the emergency release tank will be
routed through the valve to the park brake control and be available to release the
brakes.
Fig. 71 Shows the opening of the quick release valve. (www.google.com.ph.)
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QUICK RELEASE VALVE
The quick release valve reduces the time required to release the brakes by
hastening the exhaust of air from the brake chambers or valves. The valve body
contains a diaphragm which permits supply pressure from the control valve to
flow through the quick release valve to the brake chambers. When control
pressure is reduced, the air present will escape rapidly through the exhaust port,
rather than back through the brake valve.
DOUBLE CHECK VALVE
Double check valves are used in an air brake system to direct a flow of air
into a common line from either of two sources, whichever is at the higher
pressure. They may be used for directing air flow for specific functions or to select
the higher pressure of either of two sources of air as a supply source.
PARTS OF DOUBLE
CHECK VALVE
1. Inlet passage from

emergency pilot
valve.
2. Shuttle
3. Inlet passage from

brake control valve
4. Outlet
Fig. 72 Parts of double check valve (www.google.com.ph.)
It is used with the tractor hand control valve to allow either foot brake
control or hand brake control valve applications of the trailer brakes.
The double check valve operates, as follows: air under pressure enters
either end of the double check valve (supply port). The moving shuttle responds to
the pressure and seals the opposite port, assuming it is at a lower pressure level
than the other. The air flow continues out the delivery port of the double check
valve.
The position of the shuttle will reverse if the pressure levels are reversed.
| Inspect and and

PERFORM UNDERCHASSIS PREVENTIVE MAINTENANCE-Inspect bleed air
bleed airtank
tank 182
VM1 – TRACTOR and TRAILER VALVE
The VM1 valve is a combination of two double check valves and a tractor
protection valve.
Fig. 73. Tractor valve. (www.google.com.ph.)
With this valve either of the two service brake circuits of the dual air system
in the vehicle, can be used to apply the trailer brakes. In addition the VM1, when
used in conjunction with a control valve like as the PP-3/7, can open and close
the trailer service and supply hoses in the same manner as a tractor protection
valve.
The VM1 prime mover or tractor protection manifold is located in the air manifold
and performs three main functions.
1. Trailer brake system. When the control valve is in the manual position, air
supply to the trailer system is cut off. When the control valve is placed in the
automatic position, air supply to the trailer system will shut off should there be
a sudden drop in air pressure on the trailer side of the primer mover or tractor
protection manifold, as with a trailer breakaway.
2. The second function is to permit operation of the trailer brakes from either the
prime mover or tractor primary or secondary circuit. As long as both prime
mover or tractor air circuits are in operation, blended air from both circuits,
which is supplied by the prime mover or tractor brake valve, will be supplied to
the trailer brakes, Should either prime mover or tractor air circuit malfunction,
the prime mover or tractor protection manifold would provide pressure from
the operating air circuit to the trailer.
| Inspect and and

bleedair
airtank
tank 183
3. The third function is to permit independent control of the trailer brakes by
means of a hand control valve located at the steering column. The prime mover
or tractor protection manifold also includes connections for service stoplights
and trailer emergency stoplights.
The functions of the double check valve and the trailer emergency breakaway
valve have been incorporated in the prime mover or tractor protection manifold.
CONTROL VALVE (PP-3/7)
The PP-3/7 push-pull control valve is a pressure sensitive, manually

operable, on-off control which will automatically return to the exhaust position
when manual force is removed and air pressure supply is below the required
minimum.
Fig. 74 Control valve. (www.google.com.ph.)
| Inspect andand
bleedair
air tank
tank 184
Learning Outcome 7 Check tire and tire pressure
Assessment Criteria: 1. Tire inspected for unwanted solid object.

2. Tire inspected for wear and deformities in accordance with
manual.
3. Cause of abnormal tire wear determined.
4. Tire pressure check in accordance with manufacturer’s
specification.
| Check tire and

PERFORM UNDERCHASSIS PREVENTIVE MAINTENANCE-Check tiretirepressure
tire and pressure 185
Checking Tire and Tire Pressure
Purpose of Tires
The automotive chassis includes the brake, steering, and suspension

systems. The chassis components that drive the vehicle and support its weight are
the wheels and tires. Only the vehicle tires have contact with the road surface.
Tires have two functions. First they are air-filled cushions that absorb most
of the shocks caused by road irregularities. The tires flex as they meet those
irregularities. This reduces the effect of road shocks on the vehicle, passengers,
and load. Second, the tires grip the road to provide good traction. This enables the
vehicle to accelerate, brake and make turns without skidding.
Types of Tires
There are two types of tires and tubeless. Tube tires have an inner tube
inside the tire. This tube is a round rubber container that holds the air which
supports the vehicle. Both the tube and tire are mounted on the wheel rim. The
tire valve is part of the tube and protrudes through the rim. Compressed air is
forced through the valve to inflate the tube. The air pressure in the tube causes
the tire to hold its shape. Tubes are used in some truck and motorcycle tires.
Tubes are seldom used in passenger and light-duty vehicles. Most automotive
vehicles use tubeless tires. The tire mounts on an airtight rim so air is retained
between the flange and the tire bead.
Fig. 75 Construction of the tubeless type tire. (www.google.com.ph.)
| Check tire and

Tire Construction
The tire casings for tube and tubeless tires are made in the same way.
Layers of cord or plies are shaped in a form and impregnated with rubber. The tire
sidewall and treads are then applied. They are vulcanized in place to form the tire.
To vulcanize means to heat the rubber under pressure. This molds the tire into
desired form.
The number of cord layers or plies varies. Passenger-car tires have 2, 4, or

6 plies. Heavy-duty truck and bus tires may have up to 14 plies. Tires for heavy-
duty service, like earth-moving machinery, may have up to 32 plies.
All tires do not have the same shape or profile. The aspect ratio or profile
ratio differs. This refers to the ratio of a tire's section height to section width.
Three aspect ratios are 80, 70, and 60. The lower the number, the wider the tire
appears. A 60-series tire is only 60 percent high as its width.
Fig. 76 Different parts of the tire . (www.google.com.ph.)
Bias and Radial Plies
Plies can be applied in two ways: diagonally or radially. For many years,
most tires have diagonal or bias plies. These plies crisscross, making the tire
strong in all directions because the plies overlaps, although, the plies tend to move
against each other and produce heat, especially at high speed. Also, the tread
tends to close or "squirm” as it meets the road. Radial tires were produced to
remedy these problems. In a radial tire, the plies run parallel to each other and
vertical to the tire bead. Stabilizer belts are applied over the plies to give strength
parallel to the beads. Belts are made of rayon, nylon, fiberglass, or steel mesh.
| Check tire and

All new cars and most light-duty vehicles have radial tires. The radial-tire
sidewall is more flexible than the bias-ply. Therefore, the radial tire tread wraps
around the edge of the tire to compensate for the flexible sidewall. The result is
that the radial tread does not hold up as much when the vehicle rounds a curve.
This keeps more of the tread on the road and reduces the tendency of the tire to
skid.
The radial tire provides better fuel economy than a bias-ply tire. This is
because the radial has less rolling resistance and therefore, requiring less engine
power to roll. The radial also doesn’t get worn out easily. It has less heat buildup
and the tread does not squirm as the tire meets the road.
Fig. 77 Bias and radial type . (www.google.com.ph.)
Tire Tread
Tire tread is part of the tire that meets the road. It has a raised pattern
molded into it. There are many designs, depending on the intended use of the tire.
Many passenger vehicles use mud-and-snow tires. These can be identified by M+S
or M&S molded into the sidewall. They provide quiet running with good traction on
mud and snow.
| Check tire and

Fig. 78 Three different tire thread patterns . ( http://www.google.com.ph.)
Mud and snow tires are used by four-wheel-drive pickup trucks. Its tread
pattern is deeper and wider (or "more aggressive") than normal tread designs. This
provides better mud-and-snow traction with acceptable wear on paved surfaces.
The tread compound is also designed to resist tearing and chunking.
Fig. 79 Mud and snow tire. ( http://www.google.com.ph.)
The treads are symmetric and nondirectional. "Nondirectional" means the

tire can run equally well in either direction. The tire can be installed with either
sidewall facing out. The tire must be installed in forward rotation in the direction
indicated by an arrow on the sidewall.
| Check tire and

Fig. 80 Directional and asymmetric . (www.google.com.ph.)
Directional and asymmetric sports car treads are used as the rear of some
car models. "Asymmetric" means the inside half of the tread is not the same as the
outside half. This tire provides better braking and handling characteristics than a
comparable symmetric, non-directional tire. Some car manufacturers use different
tire size in front wheels. As a result, each tire has a specific work. It can run only
in a specified wheel-position on the car.
Other tires are classified as snow tires, studded tires, and off-road tires.
Snow tires have large rubber cleats that cut through snow to improve traction.
Studded tires have steel studs that stick out above the tread. These improve
traction on ice and snow. However, many states regulate or ban studded tires
because of possible damage to the road surface. A variety of off-road tires are
available. These often have tread patterns using knobs or cleats. Off-road tires
usually make noise and wear prematurely when driven on the highway.
Some tires use two different compounds in the tread. Con compound is
softer than the other for improved traction. In general, the softer the compound,
the better the traction. The harder the compound, the longer the tread life.
Tire Valve
Air is put into the tire or tube through a spring-loaded tire valve or schrader
valve. On tube tires, the valve is in the inner tube and sticks out through a hole in
the rim. Tubeless tires use a separate tire valve mounted on a hole in the rim.
Spring force and air pressure hold the tire valve in its normally-closed position. A
cap is usually threaded over the valve stem end to protect it from dirt. The cap
also keeps guard against air leaks. Some tire valves have a non-movable valve
core. The core is three-pronged white plastic. A special deflator is required to let
air out of the tube.
| Check tire and

Fig. 81 Tire valves. (photo courtesy of http://www.google.com.ph.)
Tire pressure
The amount of air pressure in the tire depends on the type of tire and how
it is used. Passenger-car tires are inflated from about 22 to 36 psi (152 to 248
kPa). Heavy duty tires for trucks and buses may be inflated to 100 psi (690 kPa).
The maximum inflation pressure is marked on the tire sidewall. A tire placard or
tire information label lists the recommended inflation pressure for each kind of
tire. This label is usually located on a door edge or door jamb, or inside the glove
box. The label also lists maximum load and tire size (including spare). Running
the tires at a specified pressure helps provide better vehicle handling, while
avoiding premature tire wear. Underinflated tires wear easily on the outsides of the
tread.
Fig. 82 Tire pressure inflation chart. (www.google.com.ph.)
Also, tires flex excessively producing extra heat and rapidly wear. Over
inflation causes the center of the tread to wear. The tire cannot flex normally and
this puts stress on the sidewalls and plies.
| Check tire and

PERFORM UNDERCHASSIS PREVENTIVE MAINTENANCE-Check tire
tire and tirepressure
pressure 191
Tire Pressure Monitoring
Some vehicles have an electronic low-tire pressure warning system (TPWS).

This system senses or monitors the tire pressure in a moving vehicle. When the
pressure drops in a tire, an instrument panel light illuminates to alert the driver.
A tire-pressure-sensor and transmitter mounts inside the tires on each wheel.
When the tire pressure falls below 25 psi (172 kPa), the tire pressure sensor sends
a radio signal to the receiver-control module in the instrument panel. This turns
on the low tire pressure light.
The receiver-control module also has self-diagnostic capabilities and can

store fault codes. If no signal is received from a tire pressure sensor, the control
module turns on a SERVICE LTPWS light.
The tire-pressure sensors are piezoelectric devices and do not need

batteries. In a piezoelectric device, a small voltage appears across a crystal when a
pressure is applied. In the tire-pressure sensors, the vibration produced by the
rolling tire generates the voltage. Therefore, the system works only when the
vehicle is moving or the tire is being vibrated.
Tire Size and Sidewall Markings
The format for the metric tire-size designation found in most tires appears
in various letters and numbers. Each marking has a special meaning.
TIRE INSPECTION
Several cautions must be followed to avoid personal injury and to prevent damage
to the wheel and tire.
1. Matching tire and wheel width

Do not try to install a narrow tire with a high-aspect ratio on a wide rim.
For example, a tire with an 80 aspect ratio must not be installed on a wide rim
that requires a 60 tire.
2. Matching tire and wheel diameter

Do not try to mount a 16-inch tire on a 16.5-inch wheel, or a 15-inch tire
on a 15.5-inch wheel. The result could be a deadly explosion when inflating the
tire. Check the rim size. It may be stamped near the center of the wheel disc.
3. Mixing tires
All tires in a vehicle should be the same size, construction (radial or non-
radial), and speed rating unless, otherwise specified by the vehicle
manufacturer. If two radials and two non-radials are used by the vehicle, put
the radials at the rear. Snow tires should be installed in pairs on the drive axle
(either front or rear), or on all four wheels. Never put non-radial (bias or belted-
bias) snow tires on the rear if radials are on the front. Match tire sizes and
construction in four-wheel drive vehicles. Tires affect vehicle stability and
handling. Mixing tires may cause handling problems.
| Check tire and

PERFORM UNDERCHASSIS PREVENTIVE MAINTENANCE-Check tiretire
tire and pressure
pressure 192
4. Respecting compressed air
A terrific force is contained in an inflated tire. An explosion of the tire-and-
wheel assembly can result from improper or careless mounting procedures.
Never stand over a tire while inflating it. If the tire explodes, the sudden release
of compressed air has enough energy to throw a person more than 30 feet (9 m)
in the air. People have been seriously injured or killed by exploding tires.
5. Protecting your eyes.

Wear eye protection (safety glasses, safety goggles, or a face shield) when
demounting and mounting tires. When deflating a tire, avoid the air stream
from the tire valve. The air comes out at high speed and can blow dirt or debris
into your eyes.
Checking Tire Pressure and Inflating Tires
Before checking tire pressure and filling it with air, know the correct
pressure for the tire. The specification is in the owner’s manual and marked on
the vehicle tire-information label. When the vehicle is carrying a heavy load, like
pulling a trailer, or driving at sustained highway speed, higher tire pressure may
be necessary. Pressure should never exceed the maximum pressure marked on the
tire sidewall.
Inflation pressure is given to a cold tire. Pressure increases as tire

temperature rises. Highway driving on a hot day can increase the tire pressure
from 5 to 7 psi (35 to 48 kPa). As the tire cools, it loses pressure. Never bleed a hot
tire to reduce its pressure. The pressure will then be low when the tire cools.
Install the cap on the tire valve after checking pressure or adding air.
Tire Inspection
The purpose of inspecting tires is to determine if they are safe for further
use. When defects or improper wear patterns are found, inform the driver.
Recommend the services that will correct the cause of the abnormal wear.
Tires have tread-wear indicators or wear bars. These are filled-in sections of the
tread grooves that will show when the tread has worn down to 1.6 mm. A tire with
a wear bar showing is worn-out and should be replaced. Too little tread remains
for continued safe driving. A tread-depth gauge can be inserted into the tread
grooves to measure tread depth of at least 0.8 mm in any two adjacent grooves at
any location on the tire.
Check for bulges on the sidewalls. Bulges mean plies have separated and
the tire could fail at any time. Tires with separated or broken plies should be
replaced.
| Check tire and

Fig. 83 Tires wear factors. (www.google.com.ph.)
Tire Rotation
The amount of wear of each tire depends upon its location or how it was
mounted on the vehicle. The right rear tire wears the most, followed by the left
rear tire, then the right front tire, and then the least, the left front tire. To equalize
the wear, it is recommended that the tires be rotated every 8,000 kilometers of
operation.
Fig. 84 Common tire rotation for five and four wheel vehicles. (www.tirerack.com)
| Check tire and

tire and pressure
pressure 194
Inspection or checking of Wheels and Tires
 Examine the sidewalls and tread area of each tire. Check for cuts, tears,
and lumps, bulges, separation of the tread, and exposure of the ply or cord.
Check that the tire bead is correctly seated on the wheel rim, that the valve
is sound and properly seated, and that the wheel is not distorted or
damaged.
 Check that the tires are of the correct size for the vehicle, that they are of
the same size and type in each axle, and that the pressures are correct.
 Check the tire treads depth. The legal minimum is 1.6mm over of the tread
width. Abnormal wear may indicate incorrect front-wheel alignment.
 Recommend the vnecessary repair.
Fig. 85 Tires wear caused by different factors. (www.google.com.ph.)
| Check tire and

tire and pressure
pressure 195
SELF-CHECK No. 8
1. Technician A says the lower the aspect ratio, the wider the tire appears.
Technician B says aspect ratio is the ratio of the tires section height to section
width. Who is right?
a. A only
b. B only
c. both A and B
d. neither A nor B
2. The following statement are true about radial tires, except…
a. all plies run parallel to each other

b. there is less squirm with bias-ply tires
c. a belt steel mesh or other material is applied over the plies
d. a radial tire has greater rolling resistance than bias plies
3. Recommended inflation pressures for the front and rear tires of a car are listed in
the…
a. VECI label
b. tire information label
c. VIN number
d. sidewall markings
4. If two radials and two non-radials are on the vehicle, the radials should be…
a. on the front c. removed from the vehicle
b. on the rear d. inflated to a higher pressure
5. When rotating tires, all the following are true, except…
a. do not rotate tire if the front and rear tires are of different sizes.
b. directional tires must remain on the same side of the car.
c. check tire pressure after rotating tires.
d. always perform a five-tire rotation.
| Check tire and

Module Title Performing Under chassis Preventive Maintenance
Learning Outcome 8 Check under chassis body bolts and nuts
Assessment Criteria: 1. Body bolts and nuts inspected for tightness and
damage.
2. Cross member bolts and nuts checked for
tightness.
3. Transmission mounting bolts and nuts checked.
4. Propeller shaft bolts and nuts checked for tightness
and damage.
5. Leaf spring shackle center bolts and nuts checked
for tightness and damage.
| Check
PERFORM UNDERCHASSIS PREVENTIVE under chassisunderchassis
MAINTENANCE-Check body bolts and
bolts and nuts
nuts 197
Automotive Fastener, Bolts and Nuts
Fasteners
Fasteners hold automotive parts together. Examples are screws, nuts, and
studs. Others are rivets, snap rings, and cotter pins. Most fasteners are removable
so the assembly can be taken apart. There are three permanent ways of fastening
pans together: soldering and welding and metal pans and panels are welded
together to form the car body.
Fig. 86 Different kinds of fasteners. (www.google.com.ph.)
Screw Threads
A fastener that has a spiral ridge or screw thread on its surface is a

threaded fastener. This includes bolts, screws, studs, and nuts.
| Check
MAINTENANCE-Check body bolts boltsand
and nuts
nuts 198
Fig. 87 Screw threads. (www.google.com.ph.)
Bolts and screws are lengths of rod with a head on one end and threads on
the other. A stud looks like a headless bolt with threads on one or both ends.
Bolts, screws, and studs have external threads. Nuts and threaded (or tapped)
holes have internal threads.
Screws, bolts, studs, nuts, and tapped (threaded) holes are manufactured using
either US customary (USC) or metric screw threads. They are not interchangeable.
A USC screw will not fit a metric tapped hole. A metric screw will not also fit a
USC tapped hole.
Some cars have metric fasteners. Others have USC fasteners. Some have
both. Working on a variety of cars, you need new fasteners of both types available.
In addition, your tools must include both USC and metric sockets and wrenches.
USC Screw Threads
Five ways of describing USC screw threads are by:
1. size
2. threads per inch or pitch
3. thread series, which is the coarseness or fineness of the thread
4. thread class (closeness of fit)
5. right-hand or left-hand direction of the threads. All threads are right-hand
unless otherwise specified. If the bolt tightens as the head is turned clockwise,
the bolt has right-hand threads.
METRIC SCREW THREADS
Metric bolts, screws, and threads are measured in millimeters. Thread pitch
is the distance between individual threads. A pitch may run from 1 to 2 mm as the
diameter of the threads increases. A bolt with a basic thread diameter of 6 mm has
a pitch of 1 mm. A bolt with a thread diameter of 16 mm has a pitch of 1 mm.
| Check
bolts andnuts
nuts 199
Fig. 88 Metric bolt screw threads.(www.google.com.ph.)
Bolt and Screw Strength
The type of material from which the bolt or screw is made determines its
strength. Markings on USC and metric screw and bolt heads show their strength.
Common metric fastener bolt-strength markings are 9.8 and 10.9. The higher
number indicates greater strength.
Fig. 89 Bolt strength markings is found in the head . (www.google.com.ph.)
Screw and Bolt Heads
Vehicles have a great variety of screw and bolt heads. Most bolts have hex
heads. This means the heads are hexagonal or six-sided.
| Check
bolts andnuts
nuts 200
Fig. 90 Types of screw and bolt heads . (www.google.com.ph.)
Nuts
The hex nut is the most common in the automotive shop. The slotted hex
and the castle nut are used with a cotter pin.
Fig. 91 Different kinds of nuts. ( www.google.com.ph.)
| Check
MAINTENANCE-Check body bolts boltsand
and nuts
nuts 201
Checking Under chassis
Front and rear suspension and wheel bearings
 Starting at the front right-hand side, grasp the road-wheel at 3 o'clock and
9 o'clock positions and shake it vigorously.
 Check for free play or insecurity at the wheel bearings, suspension ball
joints, or suspension mountings, pivots and attachments.
 Now grasp the wheel at 12 o'clock and 6 o'clock positions and repeat the
previous inspection. Spin the wheel, and check for roughness or tightness
of the front wheel bearing.
 If excessive free play is suspected at a component pivot point, it can be

confirmed by using a large screwdriver or similar tool and levering between
the mounting and the component attachment. It will confirm whether the
wear is in the pivot bush, retaining bolt, or in the mounting itself (the bolt
holes can often become elongated).
 Carry out all of the above inspection on the other front wheel, and then on
both rear wheels.
Fig. 92 Checking underchassis.
Springs and shock absorbers
 Examine the suspension struts (when applicable) for serious fluid leakage,
corrosion, or damage to the casing. Also check the security of the mounting
points.
 If coil springs are fitted, check that the spring ends are correctly located in
their seats, and that the spring is not badly corroded, cracked or broken.
 If leaf springs are fitted, check that all leaves are intact, that the axle is
securely attached to each spring, and that there is no deterioration of the
spring eye mountings, bushes, and shackles.
| Check
MAINTENANCE-Check body bolts boltsand nuts
and nuts 202
 The same checkup process apply to vehicles fitted with other suspension
types, such as torsion bars, hydraulic displacer units, and others. Ensure
that all mountings and attachments are secure, that there are no signs of
excessive wear, corrosion or damage, and that there are no fluid leaks or
damaged pipes, especially for hydraulic types.
 Inspect the shock absorbers for signs of serious fluid leakage. Check for
wear of the mounting bushes or attachments, or damage to the body of the
unit.
Fig. 93 Spring and shock absorbers ( www.google.com.ph.)
Shock absorbers
 Depress each corner of the vehicle, then release it. The vehicle should rise
and then settle in its normal position. If the vehicle continues to rise and
fall, the shock absorber is defective. A shock absorber which has seized will
also cause the vehicle to fail.
Fig. 94 Checking shock absorbers
| Check
bolts andnuts
nuts 203
SELF-CHECK No. 9
Select the correct answer.
1. Pitch in USC threads is:

a. distance between individual threads
b. number of threads per inch
c. depth of the threads
d. thread class
2. Pitch in metric threads is the:

a. thread class
b. number of threads per inch
c. depth of the threads
d. distance between individual threads
3. Technician A says the more lines there are on the head of a USC bolt, the
stronger the bolt. Technician B says the higher the number of the head of a
metric bolt, the stronger the bolt. Who is right?
a. A only
b. B only
c. both A and B
d. neither A nor B
4. Nuts and bolts that have continuous resistance turning are:

a. prevailing-torque fasteners
b. torque-to-yield fasteners
c. used with a cotter pin
d. self-tapping setscrews
5. Bolts that are tightened by measuring how much head is turned are:
a. prevailing-torque fasteners
b. torque-to-yield fasteners
c. used with a cotter pin
d. self-tapping setscrews
6. Before installing a bolt in an aluminum part, coat bolt threads with anti-
seize compound to:
a. lock the bolt in place
b. prevent thread damage when removing the bolt
c. turn the bolt with less torque
d. none of the above
PERFORM|UNDERCHASSIS
Check under chassis body
PREVENTIVE bolts and nuts
MAINTENANCE-Self-check 204
ANSWER KEY
MODULE 1. Performing Diesel Engine Tune-up
Pre-test:
1. a
2. b
3. c
4. b
5. a
MODULE 2. Performing Gas Engine Tune Up
Pre-test:
1. a
2. b
3. b
4. a
5. b
6. c
7. a
8. c
9. d
10. d
Self –check No. 1
1. Top dead center

2. Bottom dead center
3. Cycle
4. Downward, open
5. Upward, open
Self -check No.2
1. b
2. c
3. a
4. c
5. d
| Check under chassis body boltsANSWER

and nuts
KEY 205
Self check No.3
1.spark timing
2.timing advance
3.timing retard
4.Adjust ignition timing
Self –check No. 4
1. cold
2. spark plug
3. overhauling
4. compression tester
MODULE 3. Performing Underchassis Preventive Maintenance
Pre-test:
1. d
2. b
3. a
4. d
5. b
6. b
7. b
8. a
Self –check No. 1
1. Brake fluid
2. a. DOT 3
b. DOT 4
c. DOT 5
3. DOT 4
4. DOT 5
5. a. DOT 3
b. DOT 4
6. Hard and prolonged braking

7. Letter a
8. Fluid level sensor
9. Return springs
10.
and nuts
KEY 206
 locking
 primary piston assembly
 secondary seal
 secondary piston
 primary seal
 spring retainer
 spring
 cylinder body
 proportioner with O' ring
 quick take-up valve
 grommet
 fluid level switch
 reservoir
 diaphragm
 reservoir cover
Self –check No. 2
1.
a. internal leak
b. external leak
2. Moisture or dirt
3.
a. vacuum brake booster

b. release button
c. parking brake lever
d. parking brake cable
e. rear drum brake
f. service brake pedal
g. brake light switch
h. front disc brake
i. master cylinder
j. dual proportioning valve
k. brake lines
Self –check No. 3
1. goggles, hand gloves

2. chemically inert, high and low temperature
3. disconnect socket, open the reservoir cap
4. ½ to ¾ inch (12.7 to 19 mm)
5. It acts as a reservoir to hold the brake fluid.
6. build-up pressure in the brake circuit.

and nuts
KEY 207
Self –check No. 4
1 a. to lubricate all moving parts and prevent wear

b. to reduce friction and power loss
c. to protect against rust and corrosion
d. to keep the interior clean
e. to cool the gearbox
2. Chemical additives
3. extreme pressure lubricant
4. a. SAE 75W
b. 75W-80
c. 80W-90
d. 85W-90
5. Refer your answer to resource material provided
6. Refer your answer to resource material provided
Self –check No. 5
1. An assembly of gears that provides the different gear ratios as well as neutral and
reverse, through which engine power is transmitted to the final drive to rotate the
drive wheel.
2.
3. Oil #90
Oil #140
4. A liquid lubricant is usually made from crude oil and used for lubrication between

and nuts
KEY
208
moving parts.
5. Correct level of oil.
6. a. position the vehicle

b. open drain plug
Self –check No. 6
1. True
2. False
3. True
4. True
5. False
Self –check No. 7
1. 1. Automatic-transmission fluid is a special lubricant with about the same

viscosity as an
SAE 20 engine oil.
2. Parts of an Automatic Transmission
3. a. Automatic transmission is a transmission in which gear ratios are changed or

adopts to speed automatically when the accelerator pedal is pressed.
b. Automatic transmission is the same whether for rear-wheel drive, front-wheel
drive or four-wheel drive vehicles. Most automatic transmission has three or
four forward speed. They also have PARK, NEUTRAL, and REVERSE.
4. Pull out the dipstick, wipe it, reinsert it, and pull it out again. If fluid feels cool,
the fluid level should be on the low side of the dipstick. If fluid feels warm or hot
(too hot to hold) the dipstick level should be on the high side.
5. Fluid level will vary under normal operating conditions as much as ¾ inch (19
mm) from cold to hot.
| Check under chassis body bolts and nuts

ANSWER KEY 209
Self –check No. 8
1. A
2. D
3. B
4. B
5. A
Self –check No. 9
1. B
2. D
3. B
4. A
5. B
6. A
| Check under chassis body bolts and nuts

ANSWER KEY 210
REFERENCES
1. Diesel Mechanics by: Erich J. Schulz Copyright ©1977 by Mc Graw-

Hill, Inc..
2. Diesel Engines by J.N. Seale Copyright © 1977 by Butterworth & Co.
(publishers) Ltd.
3. Diesel Engine Manual by: Perry O. Black Copyright © 1964 by
Howard W. Sams & Co., Inc., Indianapolis, Indiana.
4. Automotive Mechanics 8th Edition by William H. Crouse Copyright ©
1982 by MC Graw-HiIl, Inc.
5. Automotive Mechanics 10th Edition by: William A. Crouse and Donald
L. Anglin. Copyright © 1993 by: GLENCOE Division of Mc Millan
/Mc Graw-Hill School Publishing CO
6. Automotive Technology - A System Approach, 2nd edition, Jack
Erjavec/Robert Scharff
7. Today's Technician Shop Manual for Manual Transmission and
Transaxles, Jack Erjavec
8. Brakes 10 - Technical Training Bulletin "L" Series
Manuals:
1. ISUZU WORKSHOP MANUAL C240 MODEL DIESEL ENGINE BY
ISUZE MOTORS LIMITED TOKYO, JAPAN.
2. SERVICE TRAINING MANUAL OF MITSUBISHI 4D56 DIESEL
ENGINE. BY OVERSEAS SERVICE DEPARTMENT MITSUBISHI
MOTOR CORPORATION.
Internets
1. http://dodgeram.info/tsb/recalls/605.htm
2. http://www.autozone.com/az/cds/en_us/0900823d/80/16/f3/57/
0900823d8016f357/repairInfoPages.htm#hd1-1-2
3. http://www.valvoline.com/carcare/articleviewer.asp?pg=ccr2006020
1d2&cccid=2&scccid=5
4. http://www.tpub.com/content/construction/14264/css/14264_105.
htm
5. http://www.google.com.ph
6. http://www.autoshop101.com
7. http://www.wikihow.com.
8. http://auto.howstuffworks.com
REFERENCES| 211
ACKNOWLEDGEMENT
It is a great privileged that this endeavor was given by the Task

Force Tech-Voc, Department of Education to the following participants
of the “Writeshop on the Refinement and Enrichment of
Competency-Based Curriculum (CBC), Contextual Learning Matrix
(CLM) and Modules of Arts and Trades”, It is the fervent hope of the
writers that through their consolidated efforts they are able to
strengthen and enrich the Vocational Education curriculum to fully
prepare and equip Tech-Voc students to become locally and globally
competitive in the world of work.
TECHNOLOGY WRITERS:
Jonathan O. Diaz
San Pedro Relocation Center National High School
Langgam, San Pedro, Laguna
Romeo Q. Ibloguin Sr.

E. Rodriguez Vocational High School
Division of City Schools, Manila
Nagtahan, Sampaloc, Manila
Robert S. Domingo
AFG Bernardino Memorial Trade School
Lias, Marilao, Bulacan
Lino A. Olit
Community Vocational High School
Masipit, Calapan City, Oriental Mindoro
Arpil P. Medrano
Tanza National Trade School
Paradahan I, Tanza, Cavite
212
ACKNOWLEGEMENT
Copyright Department of Education (TVTF) 2008
First Published May 2008. Revised November 2011
This module was prepared during the Competency-Based

Learning Materials Development Workshop conducted at the
Development of the Philippines (DAP) Tagaytay City on May 5-10,
2008. Revisions was made during Workshop on the Integration of
Evaluation Results/Recommendations by the IMCS editors/evaluators
on Tech-voc learning materials (Workshop 1) and Workshop on the
Finalization and Packaging of Learning Materials (Workhop 2) held at
the same venue on November 21-25 and December 5-9 respectively.
Revised and Edited December 2011
JULIUS J. JARDIOLIN
Head Teacher III
Antonio J. Villegas Vocational High School
Manila
NCR
DEO L. TARNATE
Teacher III
San Gabriel Vocational High School
San Gabriel, La Union
Region I
JERSON G. SARSUEDA
Alona Trade High School
Alona Misamis Occidental
Region X
NELSON GERONA
GSCNSSAT
Gen. Santos City
ACKNOWLEGEMENT
213

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Unit of Competency: PERFORM DIESEL ENGINE TUNE UP

Module No.: 1 Module Title: Performing Diesel Engine Tune Up

Unit of Competency : PERFORM DIESEL ENGINE TUNE-UP

Module Title : Performing Diesel Engine Tune-up

actual applications of procedures:

 setting fuel injection timing, procedures in proper usage of special

tools in setting injection timing

 bleeding the diesel fuel system when engine not functioning

 compression testing and precaution.

PERFORM DIESEL ENGINE TUNE-UP 1

Choose the letter of the correct answer.

1. In a diesel engine the compressed air during the compression stroke

a. spark plug b. piston c. heat of compression

2. The instrument used to check or test the compression inside the

a. glow plug b. compression gauge c. feeler gauge

3. All of the following are components of a diesel engine except…

a. piston b. injection pump c. spark plug

4. A device used to remove air from a hydraulic system.

a. glow plug b. air bleeder c. spark plug

a. injection pump b. fuel filter c. fuel tank

PERFORM DIESEL ENGINE TUNE-UP 2

Air bleeder – a device used to removed air from a hydraulic

Combustion – the act or process of burning, the fuel

Compression – the process by which a confined gas is reduced in

Compression check – a measurement of the compression

Compression gauge – a test instrument used to test the cylinder

Compression pressure – pressure in the combustion chamber at

Compression ratio – the ratio between the total volume in the

Injection period – it is a period of injecting fuel covering the daily

Retard (Injection timing) – to set the timing so that injection

Stroboscope (Timing light) – an instrument used to observe the

Timing gears – gears attached to the crankshaft, camshaft, idler

Timing marks (injection) – the marks located on the vibration

PERFORM DIESEL ENGINE TUNE-UP 3

Unit of Competency: DIESEL ENGINE TUNE-UP

Learning Outcome 1. Install Injection Pump Following the Correct

1. Injection timing is set as per engine specifications

Supplies and materials

1. Prepare the supplies,

2. Prepare the timing gear

a. Position a piece of wood

b. Fill the clearance between Fig. 1 shows timing gear case

Fig. 2.the O ring

a. Aligning the marks X and

b. Aligning the mark Z on the

c. Apply a thin coat of liquid

4. Installing the timing gear

a. Installing the oil thrower

b. Installing the timing gear

Fig.3. shows the timing mark

Fig.4. shows the timing mark in letter

Fig.5 shows the timing mark in letters

Supplies and materials

1. Prepare the supplies, materials, tools, and equipment needed;

3. Be sure that the O-ring is in place on the forward face of the

4. Remove the threaded timing port plug in the governor housing

7. Attach the pump to the timing gear case.

LO.1 INSTALL INJECTION PUMP FOLLOWING THE CORRECT

Inline-plunger Injection Pump

The inline–plunger pump has a barrel-and-plunger assembly for each

Rotary-distributor Injection Pump

The rotary-distributor pump has a rotor that sends fuel to the