CBLM Gasoline Fuel System

COMPETENCY BASED LEARNING MATERIALS
Sector:
AUTOMOTIVE/LAND TRANSPORT
Qualification:
AUTOMOTIVE SERVICING NC II
Unit of Competency:
SERVICE ENGINE MECHANICAL COMPONENTS
Module Title:
SERVICING ENGINE MECHANICAL COMPONENTS

(GASOLINE FUEL SYSTEM)
Technical Education and Skills Development Authority

MADDELA INSTITUTE OF TECHNOLOGY
Maddela, Quirino
HOW TO USE THIS COMPETENCY-BASED LEARNING MODULE
Welcome to the Module: SERVICING COOLING SYSTEM. This module

contains training materials and activities for you to complete.
The unit of competency "SERVICE ENGINE MECHANICAL
COMPONENTS" contains the knowledge, skills and attitudes require for
Automotive servicing National Certificate Level II (NC II ).
You are required to go through a series of learning activities in order to
complete each learning outcome of the module. In each learning outcome there
are Information Sheets, Resource Sheets and Reference Materials for further
reading to help you better understand the required activities. Follow these
activities on your own and answer the self-check at the end of each learning
outcome. Get the answer key from your instructor and check your work
honestly. If you have questions, please don’t hesitate to ask your facilitator for
assistance.
Recognition of Prior Learning (RPL)
You may already have some or most of the knowledge and skills covered in
this module because you have:
 been working for someone
 already completed training in this area

If you can demonstrate to your trainer that you are competent in a
particular skill or skills, talk to him/her about having them formally
recognized so you won’t have to do the same training again. If you have
qualifications or Certificates of Competency from previous trainings, show them
to your trainer. If the skills you acquired are still relevant to this module, they
may become part of the evidence you can present for RPL.
At the end of this learning material is a Learner’s Diary, use this diary to
record important dates, jobs undertaken and other workplace events that will
assist you in providing further details to your trainer or assessors. A Record of
Achievement is also provided for your trainer to complete once you completed
the module.
This learning material was prepared to help you achieve the required
competency in Servicing Engine Mechanical Components. This will be source
of information for you to acquire the knowledge and skills in this particular
trade independently and your own pace with minimum supervision or help
from your instructor.
In doing the activities to complete the requirements of this module, please be
guided by the following:
 Talk to your trainer and agree on how you will both organize the training
under this module. Read through the module carefully. It is divided into
Document No.
Date Developed:
May 2011 Issued by: Page 2 of
TESDA-MIT Auto Servicing NC II 108
QA Service Engine Developed by:
SYSTEM Mechanical System
EDWARD P. ALIP Revision # 00
sections that cover all the skills and knowledge you need to successfully
complete
 Work through all information and complete the activities in each section.
Read the information sheets and complete the self-check provided in this
module.
 Most probably your trainer will also be your supervisor or manager. He/She
is there to support you and show you the correct way to do things. Ask for
help.
 Your trainer will tell you about the important things you need to consider
when you are completing the activities and it is important that you listen
and take notes.
 You will be given plenty of opportunities to ask questions and practice on

the job. Make sure you practice your new skills during regular work shifts.
This way you will improve both your speed and memory and also your
confidence.
 Talk to more experienced work mates and ask for their guidance.
 Use self-check questions at the end of each section to test your own
progress.
 When you are ready, ask your trainer to watch you perform the activities
outlined in this module.
 As you work through the activities, ask for written feedback on your
progress. Your trainer keeps feedback/pre-assessment reports for this
reason. When you have completed this learning material and feel confident
that you have had sufficient knowledge and skills, your trainer will arrange
an appointment with a registered assessor to assess you. The results of the
assessment will be recorded in your Competency Achievement Record.
LIST OF COMPETENCIES
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CORE COMPETENCIES
`CODE NO.
ALT723301 Perform Diesel Engine Tune Up
ALT723302 Perform Gas Engine Tune Up
ALT723303 Service Automotive Battery
ALT723304 Service Ignition System
ALT723305 Test and Repair Wiring/Lighting System
ALT723306 Perform Underchassis Preventive Maintenance
ALT723307 Service Starting System
ALT723308 Service Charging System
ALT723309 Service Engine Mechanical System
ALT723310 Service Clutch System
ALT723311 Service Differential and Front Axle
ALT723312 Service Steering System
ALT723313 Overhaul Manual Transmission
ALT723314 Service Brake System
ALT723315 Service Suspension System
MODULE CONTENT
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QUALIFICATION: AUTOMOTIVE SERVICING NC II
UNIT OF COMPETENCY: SERVICE ENGINE MECHANICAL COMPONENTS
MODULE TITLE: SERVICING GASOLINE FUEL SYSTEM
INTRODUCTION: This module covers the principles of operation, servicing,

and overhauling gasoline fuel system
NOMINAL DURATION: 16 HOURS
SUMMARY OF LEARNING OUTCOMES:
1. Explain fuel octane rating

2. Identify fuel pump types
3. Perform carburetor adjustment
4. Overhaul carburetor
ASSESSMENT CRITERIA:
1. Fuel octane rating information is accessed and used in accordance

with manufacturer’s specification.
2. Data are gathered interpreted from American Petroleum Institute (API)
3. Safety measures are applied in dealing with fuel
4. Fuel pump types are identified according to usage
5. Classification of fuel pumps identified
6. Removed and installed fuel pumps according to service steps and
procedures
7. Technical data are accessed and interpreted from manufacturer’s
specification.
8. Tools & equipment are used in accordance with industry standard.
9. Carburetor is overhauled in accordance with the required steps and
procedures.
10. Appropriate tools are used in adjusting carburetors
11. Carburetor adjustment specifications is obtained according to repair
manual
12. Adjusted carburetor according to required procedure
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EXPLAIN FUEL OCTANE RATING
LEARNING OUTCOME #1
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CONTENTS:
1. Properties of gasoline fuel
2. Fuel octane rating
3. Safety measures in handling fuels
1. Fuel octane rating information is accessed and in accordance

with manufacturer’s specification.
2. Data are gathered interpreted from American Petroleum
Institute (API).
3. Safety measures are applied in dealing with fuel.
CONDITIONS: Students/Trainees must be provided with the following:
WORKPLACE
1. Learning resource area
2. Work station
EQUIPMENT/TOOLS:
1. Engine mock-up (carbureted engine)
MATERIALS
1. Learning media (modules, computer set, reference books, products
brochures)
2. API manual
3. Gasoline fuel
METHODOLOGIES:
1. Interactive discussion
2. Self-paced instruction
3. Film viewing
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ASSESSMENT METHOD:
1. Written exam
2. Oral interview
LEARNING EXPERIENCES/ACTIVITIES
EXPLAIN FUEL OCTANE RATING

LEARNING OUTCOME # 1
LEARNING ACTIVITIES SPECIAL INSTRUCTION
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 If you have some problem on
1. Read information sheet # 9..1-1
the content of the information
sheet don’t hesitate to approach
your facilitator
 Answer self-check # 9.1-1
 If you feel that you are now kn
1. “Properties of gasoline fuel and
owledgeable on the content of
fuel octane rating”
the information sheet you can
now answer self-check provided
in the module
2. Read information sheet 9.1-2
 Compare your answers to
“Safety measures in handling
Answer key #9.1-1
gasoline fuels”
 Evaluate your own work using
the performance criteria
checklist
 Answer self-check #9.1-2

“Safety measures in handling
gasoline fuels”
INFORMATION SHEET # 9.1-1
PROPERTIES OF GASOLINE FUEL
LEARNING OBJECTIVES:
After reading this information sheet, you should be able to:

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1. Explain the properties of gasoline fuels;
2. Explain octane rating;
3. Explain the proper handling of gasoline fuels.
GASOLINE
Gasoline is a complex mixture

of approximately 300 various
ingredients, mainly hydrocarbons.
Crude oil, as removed from the
earth, is a mixture of hydrocarbon
compounds ranging from gases to
heavy tars and waxes. The crude oil
can be refined into products, such
as lubricating oils, greases,
asphalts, kerosene, diesel fuel,
gasoline and natural gas. The Figure 9.1-1A: Crude oil is the
refining process separates the source for many different
hydrocarbons so they can be used. products
During refining, the crude oil is
heated by pumping it through pipes
routed through hot furnaces and
into a fractioning column. During
the refining, the light hydrocarbon
molecules are separated from the
heavier ones. Located at different
heights in the fractioning tube are
draw pipes used to pull the desired
petroleum materials out of the
tower. The lightest products are
taken from the top and so on. Before
its widespread use in the

internal combustion engine, gasoline
was an unwanted by- product of
refining for oils and kerosene.
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Figure 9.1-1B: The refining process for crude oil.
Gasoline contains hydrogen and carbon molecules. The chemical

symbol for this liquid is C8H15, which indicates that each molecules of
gasolines contains 8 carbon atoms and 15 hydrogen atoms. Gasoline is a
colorless liquid with excellent vaporation capabilities.
Oil refiners must meet gasoline standards set by the American Society for
Testing and Materials (ASTM), the EPA, some state requirement, and their own
company standards.
Two important factors affect the power and efficiency of a gasoline
engine: Compression ratio and detonation. The higher the compression
ratio, the greater the engine’s power output and efficiency. The better the
efficiency the less fuel is consumed to produce a given power output. To have a
high compression ratio requires an engine of greater structural integrity. Due to
the use of unleaded gasoline, compression ratio now generally ranges from 8:1
to 10:1. High-performance engines may have higher compression ratios.
Normal combustion occurs gradually in each cylinder. The flames front

advances smoothly across the combustion chamber until all the air/fuel
mixture has been burned. Detonation occurs when the flame front fails to
reach a pocket of mixture before the temperature in that area reaches the point
of self-ignition. Normal burning at the start of combustion cycle raises the
temperature and pressure of everything inside the cylinder. The last part of the
mixtures is both heated and pressurized, and the combination of those two
factors can rise in to the point of self-ignition. At that moment, the remaining
mixture burns almost instantaneously. The two flame fronts create a pressure
wave between them that can destroy cylinder head gaskets, break piston rings
and burn pistons and exhaust valves. When detonation occurs, a hammering,
pinging, or knocking sound is heard. However, when the engine is operating at
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high speed, these sounds cannot be heard because of the noise from the engine
and the road.
PROPERTIES OF GOOD GASOLINE FUEL FOR BETTER ENGINE

PERFORMANCE
Many of the performance characteristics of gasoline can be controlled in

refining and blending. The major factors affecting fuel performance are
antiknock quality, volatility, sulfur content, and deposit control.
1. ANTI-KNOCK QUALITY
An octane number of rating was developed by the petroleum industry so

the antiknock quality of a gasoline could be rated. The Octane number is
measure of the fuel’s tendency not to experience detonation in the
engine. The higher the octane rating, the less of a tendency the engine
has to knock. By itself, the antiknock rating has nothing to do with fuel
economy or engine efficiency.
Methods of determining gasoline Octane Number
Two methods are used for determining the octane number of gasoline:
the Motor Octane Number (MON) method and the Research Octane Number
(RON) method. Both use a laboratory single-cylinder engine equipped with a
variable head and knock meter to measure knock intensity. A test sample of
the fuel is used in the engine as the engine’s compression ratio and air/fuel
mixture are adjusted to develop specific knock intensity. There are two primary
standard reference fuels: isooctane and heptanes. Isooctane does not knock in
an engine but is not used in gasoline because of its expense. Heptane knocks
severely in an engine. Isooctane has an octane number of 100. Heptane has an
octane number of zero.
A fuel of unknown octane value is run in a special test engine, and the
severity knock is measured. Various proportions of isooctane and heptane are
run in the engine to duplicate the severity of the engine knock when the test
fuel was run. When the knock cause by isooctane/heptane mixture matches
that caused by the fuel being tested, the octane number is established by the
percentage of isooctane in the mixture. For example, if 85% isooctane and 15%
heptanes produced the same knock severity as the tested fuel, that fuel would
be rated as having an octane rating of 85.
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The octane rating required by law and the one displayed on gasoline
pumps is the Antiknock Index (AK). It is the average of RON and MON. The
antiknock index is stated as (R+M)/2.
The following factors affect knock:
 Lean fuel mixture. A lean mixture burns slower than a rich mixture. This
longer burning time causes higher combustion chamber temperature
which promotes the tendency for unburned fuel in front of the spark
ignition flame to detonate.
 Over advanced ignition timing. Advancing the ignition timing induces
knock. Retarding ignition timing suppresses knock.
 Compression ratio. Compression ratio affects knock because cylinder
pressures increase with the increase in compression ratio.
 Valve timing. Valve timing that fills the cylinder with more air/fuel
mixtures promotes higher cylinder pressures, increasing the chances for
detonation.
 Turbo charging and super charging. Both turbocharging and super
charging force additional air into the engine’s cylinders, which induces
higher cylinder pressures and promotes knock.
 Coolant temperature. Hotspots in the cylinder or combustion chamber
due to inefficient cooling or a damaged cooling system raise combustion
chamber temperatures and promote knock.
 Excessive carbon deposits. The accumulation of carbon deposit on the
pistons, valves, and combustion chamber causes poor heat transfer from
the combustion chamber. Carbon accumulation also artificially increases
the compression ratio. Both conditions cause knock.
 Air inlet temperature. The higher the air temperature when it enters the
cylinder, the greater the tendency to knock.
 Combustion chamber shape. The optimum combustion chamber shape for
reduced knocking is the hemispherical design with the spark plug located
in the center of the combustion chamber. The hemi head allows for faster
combustion, allowing less time for detonation to occur ahead of the flame
front.
 Octane number. Only when an engine is designed to take advantage of the
higher octane gasoline can the value of the fuel be obtained. Most modern
engines are design to operate efficiently with regular grade gasoline and do
not require high-octane gasoline.
Most electronically controlled ignition systems have a sensor to detect if

knock is occurring so the PMC can retard the ignition timing to prevent
detonation.
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One of the things to remember about high-octane fuel is that it burn slower
than low octane gasoline; therefore, it is less likely to cause detonation.
2. VOLATILITY
Gasoline is very volatile. It readily evaporates so its vapor adequately mixes

with air for combustion. Only vaporized fuel supports combustion. To ensure
complete combustion, complete combustion must occur.
The volatility of gasoline is a significant factor in the following

performance conditions:
 Cold starting and warm-up. A fuel can cause hard starting, hesitation
and stumbling during warm-up if it not readily vaporized. A fuel that
vaporizes too easily in hot weather can form vapor bubbles in the fuel
delivery system, causing vapor lock or a loss of performance. If a
gasoline vaporizes while it is in a fuel line, it can stop the flow of gasoline
through the line. Rather than flow through the lines the pressurized fuel
will compress the vapor, not move it. Vapor lock can cause a variety of
driveability problems.
 Altitude. Gasoline vaporizes more easily at high altitudes, so volatility is
controlled in blending according to the elevation of the place where the
fuel is sold.
 Crankcase oil dilution. A fuel must vaporize well to prevent diluting the
crankcase oil with liquid fuel or break down the oil film on the cylinder
walls, causing scuffing or scoring. The liquid eventually enters the
crankcase oil and results in the formation of sludge, gum, and varnish
accumulation as well as the lubrication properties of the oil.
The difference in gasoline blends is the vapor pressure of the finished

product. Gasoline blended for use in the summer is less volatile (does not
burn as easily) than gasoline for use in the winter. Also, in high-altitude
areas, fuels must be blended to have higher volatility because they can
boil at lower temperatures. The definition of volatility assumes the vapor
will remain in the fuel tank or fuel line and will cause a certain pressure
based on the temperature of the fuel.
There are three methods of measuring the volatility of a fuel.
The most common is the Reid vapor pressure (RVP) test. The RVP test
is performed by placing a sample of gasoline into a sealed metal
container that has a pressure measuring device attached to it. The
container is submerged in heated (100 o or 38oC) water. As the fuel is
heated, it vaporizes.
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Remember, the more volatile a fuel is, the easier it will vaporize. As
the fuel vaporizes, it creates vapor pressure within the container. Fuels
that are more volatile will create more pressure. The vapor pressure is
measured in psi.
3. SULFUR CONTENT
Gasoline can contain some of the sulfur present in the crude oil. Sulfur
content is reduced at the refinery to limit the amount of corrosion it can cause
in the engine and exhaust system.
When the hydrogen in the hydrocarbons of the fuel is burned, one of the
byproducts of combustions is water. Water leaves the combustion chamber as
steam but can condense back to liquid and forms water droplets. Steam
present in crankcase blowby also condenses to water.
When the sulfur in the fuel is burned, it combines with oxygen to form
sulfur dioxide. This compound can combine with water to form sulfuric acid, a
highly corrosive compound. This type of corrosion is the leading cause of
exhaust valve pitting and exhaust system deterioration. With catalytic
converters, the sulfur dioxide can cause the obnoxious odor of rotten eggs
during engine warm up. To reduce corrosion caused by sulfuric acid, the sulfur
content in gasoline is limited to less than 0.01%.
4. DEPOSIT CONTROL
Several additives are put into gasoline to control harmful deposits,

including gum or oxidation inhibitors, detergents, metal deactivators, and rust
inhibitors.
BASIC FUEL ADDITIVES
For many years, lead compounds, such as tetraethyl lead (TEL) and
tetramethyl lead (TML) were added to gasoline to increase its octane rating.
However, since the mid-1970s, vehicles have been designed to run on unleaded
gasoline only. Leaded fuels are no longer available as automobile fuels.
Because of the deactivating or poisoning affect that lead has on a catalytic

converter, gasoline are limited to a lead content of 0.06 gram per gallon. To
achieve the desired octane rating, methycylopentienyl manganese
tricarbonyl (MMT) is added to gasoline.
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Not all additives improve the performance of gasoline. Some, such as
olefins, have been identified as a cause of deposits on port fuel injectors.
Gasoline additives have different properties and a variety of purposes.
 Anti-Icing or Deicer
Isopropyl alcohol is added seasonally to gasoline as an anti-icing agent to

prevent fuel line freeze-up in cold weather.
 Metal Deactivators and Rust Inhibitors
Metal deactivators and rust inhibitors are used to inhibit reactions

between the fuel and the metals in the fuel system that can form abrasive
and filter-plugging substances.
 Gum or Oxidation Inhibitors
Some gasoline fuels contain aromatic amines and phenols to prevent the
formation of gum and varnish. During storage, harmful gum deposits can
form due to the reaction of some gasoline components with each other and
with oxygen. Oxidation inhibitors are added to promote gasoline stability.
They help control gum, deposit formation and staleness.
Gum content is influenced by the age of the gasoline and its exposure to
oxygen and certain metals such as copper. If gasoline is allowed to
evaporate, the residue left can form gum and varnish.
 Detergents
The use of detergent additives in gasoline has been the subject of some
public confusion. Detergent additives are designed to do only what their
name implies clean certain critical parts inside the engine. They do not
affect octane.
OXYGENATES
Oxygenates are compounds such as alcohol and ethers that contain oxygen
in their molecular structure. Oxygenates improve combustion efficiency,
thereby reducing polluting emissions. Many oxygenates also serve as excellent
octant enhancers when blended with gasoline. Oxygenated fuels tend to have
lower carbon monoxide emissions.
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Figure 9.1-1C: Octane values of gasoline and common oxygenates
 Ethanol
By far the most widely used gasoline additive today is ethanol (ethyl
alcohol), or grain alcohol. Ethanol is a non corrosive and relatively non toxic
alcohol made from renewable biological sources. Blending 10% ethanol into
gasoline result in an increase of 2.5 to 3 octane points. With ethanol-blended
gasoline, air toxics are about 50% less.
In addition to octane enhancement, ethanol blending keeps the fuel
injectors cleaner and less subject to corrosion due to the detergent additives
found in most ethanol. Ethanol can loosen contaminants and residues that
may have gathered in the vehicle’s fuel system.
All alcohols have the ability to absorb water. Water in the fuel system,
originating from condensation, is absorb by the alcohol. This reduces the
chance of fuel line freeze-up during cold weather. Ethanol also decreases
carbon monoxide emission at the tailpipe due to the higher oxygen content of
the fuel.
Ethanol blends are approved by all auto manufactures because of their

clean air benefits. Older engine like non-hardened valve seats may need a lead
substitute added to gasoline or ethanol blends to prevent premature valve seat
wear. The chance of valve burning is decrease when ethanol is used because
ethanol burns cooler than gasoline.
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The biggest concern with using ethanol or methanol is they have low
volatility and therefore can cause cold start problems or misfiring during warm
up.
 Methanol
Methanol is the lightest and simplest of the alcohols and is also known as
wood alcohol. It can be distilled from coal or renewable sources, but most of
what is used today is derived from natural gas.
Many automakers continue to warm motorist about using fuel that

contains more than 10% methanol and co solvent by volume. Methanol is
recognizes as being far more corrosive to fuel system components than ethanol,
and this corrosion concerns automakers.
Methanol is also highly toxic and there are safety concerns with ingestion,
eye or skin contact, and inhalation.
Methanol can be used directly as an automotive fuel but the engine must
be modified for its use. It can also be used in flexible-fuel vehicles as M85,
which is 85% methanol. However, this is not very common because car
manufacturers are no longer supplying methanol powered vehicles.
In the future, methanol could be the fuel of choice for providing hydrogen to
power fuel cell vehicles.
 MTBE
Methanol tertiary butyl ether (MTBE) has been used as an octane

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

benzene, xylene, and toluene that are being used in some gasoline as octane
boosters.
Reformulated Gasoline
MTBEs and ethanol are the most commonly used oxygenates for producing
reformulated gasoline (RFG). By blending oxygen into the gasoline, the fuel
requires less ambient oxygen for complete burning. Therefore, for the same
carburetor of fuel injector settings, oxygenated gasoline produces a leaner
air/fuel mixture and generates less carbon monoxide. Reformulated gasoline is
also called cleaner-burning gasoline and costs slightly more than normal
gasoline.
RFG can be used in existing engines with no modifications or special
refueling facility requirements.
SELF-CHECK # 9.1-1
TRUE OR FALSE
Directions
Read and analyze each statement carefully. Write TRUE if the statement
is CORRECT, and write FALSE if it is WRONG. Write your answer on the space
provided after each item. Good luck!
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1. _____ Crude oil is a mixture of hydrocarbon compounds ranging from gases
to heavy tars and waxes.
2. _____ The chemical symbol for gasoline is C8H16, which indicates that each
molecules of gasolines contains 8 carbon atoms and 16 hydrogen atoms.
3. _____ The higher the compression ratio, the greater the engine’s power
output and efficiency.
4. _____ Detonation occurs when the flame front fails to reach a pocket of
mixture before the temperature in that area reaches the point of self-
ignition.
5. _____ The lower the octane rating, the lesser of a tendency the engine has to
knock.
6. _____ Two methods are used for determining the octane number of gasoline:
(RON) method.
7. _____The one displayed on gasoline pumps is the Antiknock Index (AKI). It
is the average of RON and MON.
8. _____ A lean mixture burns slower than a rich mixture
9. _____ Retarding the ignition timing induces knock.
10. _____ Fuel does not cause hard starting, hesitation and stumbling during
warm-up even if it not readily vaporized.
10. _____ If a gasoline vaporizes while it is in a fuel line, it can stop the flow
of gasoline through the line.
11. _____ To reduce corrosion caused by sulfuric acid, the sulfur content in
gasoline is limited to less than 0.01%.
12. _____ Gum content is influenced by the age of the gasoline and its
exposure to oxygen and certain metals such as copper. If gasoline is
allowed to evaporate, the residue left can form gum and varnish.
13. _____ Methanol is the most widely used gasoline additive today.
14. _____ Blending 10% ethanol into gasoline result in an increase of 2.5 to 3
octane points.
15. _____ Methanol is the lightest and simplest of the alcohols and is also
known as wood alcohol
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ANSWER KEY # 9.1-1
1. TRUE
2. FALSE
3. TRUE
4. TRUE
5. FALSE
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6. TRUE
7. TRUE
8. TRUE
9. FALSE
10. FALSE
11. TRUE
12. TRUE
13. FALSE
14. TRUE
15. TRUE
PROPER HANDLING OF GASOLINE FUELS
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1. Describe safety tips for handling gasoline fuels
Safety tips for handling gasoline:

 Only store the minimum amount of gasoline needed.
 Store containers at room temperature, away from sources of heat or
ignition (e.g., sun, furnace, hot water tank, portable heaters, sparks,
flames, etc.), and in a well ventilated area.
Remember, gasoline vapors are flammable, are heavier than air, and can
travel long distances to an ignition source.
 Never siphon gasoline by mouth. It is harmful and may cause death if

swallowed. If ingested, do not induce vomiting. Get medical help
immediately.
 Do not smoke.
 Avoid prolonged or repeated skin contact with fuel. Wash skin thoroughly
with soap and water in case of contact.
 Avoid breathing vapors or mists.
 Remove any clothing that is wet with fuel. Allow fuel to evaporate
completely outdoors before washing. Thoroughly clean clothing before
reuse.
 Never use gasoline as a cleaning agent.
Safety Tips for Fueling Vehicles:

 Identify and know how to operate emergency fuel cut offs.
 Know location and operation of fire extinguishers.
 Always shut off engine while fueling.
 Remove twists and small loops in the fuel delivery hose. These can cause
the hose to fail or catch on bumpers as vehicles move around the pump
islands.
 Insert delivery hose nozzle firmly into the fill pipe of the vehicle. Maintain
contact with the tank until the delivery is complete to reduce possibility
of static electricity sparking.
 Avoid spills by not over-filling the tank.
 Reinstall the cap on the fill pipe when delivery is complete. Hang the hose
in place on the pump.
 Fill motorcycles slowly to prevent fuel from spilling and making contact
with the hot engine.
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 Do not use the gas cap or other objects to hold the fuel delivery nozzle
open.
Tips for Filling Gas Containers:

 Turn off all sources of ignition (engine, lawn mower, etc.).
 Use only approved portable containers.
 Place the container on the ground.
 Keep the fuel nozzle in contact with the container to avoid static
electricity.
 Avoid breathing vapors while filling.
 Fill the container slowly.
 Do not over-fill a container. Leave 5% extra space to allow for expansion.
Tips Before Working on a Fuel Tank:
Clean and test tank to ensure that it is free of any flammable fuel or vapors
before doing hot work on a tank. Verify with testing. When possible, replace the
fuel tank rather than repair it. Repair tanks only in specialized shops.
1. Disconnect the battery and remove or turn off ignition sources before
draining the tank.
2. Drain tanks only in well-ventilated areas, preferably outdoors.
3. Drain the fuel into containers that are approved for use with flammable
liquids.
4. Do not drain gasoline tanks over or near inspection pits.
5. Use approved siphoning equipment to remove fuel. Do not use a hose.
6. If the fuel tank is removed from the vehicle or if welding will be carried
out near the fuel lines, ensure that the lines are drained and the vapors
are purged from the lines before the welding activities are started.
If vehicle tank leaks:
 Keep vehicle outdoors.

 Ground and bond vehicle to a proper siphon tank.
 Pump out remaining fuel into approved container.
SELF-CHECK # 9.1-1
Document No.
Date Developed:
TRUE OR FALSE
Directions
1. ___Do not over-fill a container. Leave 10% extra space to allow for
expansion.
2. ___ Gasoline vapors are flammable, heavier than air, and can travel long
distances to an ignition source.
3. ___Refueling can always be done without turning the engine off.
4. ___ Drain tanks only in well-ventilated areas, preferably outdoors.
5. ___Use gasoline in cleaning engine parts
SCORE:
Trainee’s signature: Date:
Facilitator’s Signature: Date:
ANSWER KEY 9.1-1
Document No.
Date Developed:
1. FALSE
2. TRUE
3. FALSE
4. TRUE
5. FALSE
Document No.
Date Developed:
IDENTIFY TYPES/CLASSIFICATION OF
LEARNING OUTCOME #2 FUEL PUMP
CONTENTS:
1. Types/classification of fuel pumps
2. Operation of fuel pumps
3. Removing and installing Fuel pump
1. Fuel pumps types are identified according to usage

2. Classification of fuel pumps identified
3. Removed and installed fuel pumps according to service steps
and procedures.
CONDITION: Students/Trainees must be provided with the following:
WORKPLACE:
2. Workstation
EQUIPMENT/TOOLS:
1. Gasoline engines mock-up (with mechanical fuel pump and
electric fuel pump)
2. Hand tools
3. PPE
MATERIALS:
1. Learning media (module, service manual, computer set, CDs,
Related books)
METHODOLOGIES:
2. Demonstration
ASSESSMENT METHOD:
1. Self-check
2. Practical demonstration
3. Oral interview
Document No.
Date Developed:
LEARNING OUTCOME #2: TYPES/CLASSIFICATION OF
FUEL PUMPS

the content of the
1. Read information sheet # 9.2-1 information sheet don’t
“Types/classification and operation hesitate to approach your
of fuel pumps” facilitator
 If you feel that you are now
kn owledgeable on the
 Answer self-check # 9.2-1 content of the information
sheet you can now answer
“Types/classification and operation
self-check provided in the
of fuel pumps”
module
2. Perform job sheet #9.2-2 Answer key #9.1-1
 Evaluate your own work
“Removing and installing fuel pump” using the performance
criteria checklist
Document No.
Date Developed:
TYPES OF FUEL PUMPS
1. Identify types of gasoline fuel system pumps;

2. Explain the operation of each type of fuel pump;
3. Describe the construction of each type of fuel pump;
4. Remove and install fuel pump according to service steps and
procedures.
Fuel pumps are an integral component of any internal combustion
automobile engine. Mechanical pumps and electric pumps are the two basic
types of fuel pumps that automobiles use. Electric fuel pumps are quickly
becoming more widely used than mechanical fuel pumps, but each type comes
with its advantages and disadvantages.
TYPES
1. MECHANICAL FUEL PUMP
In mechanical fuel pump systems, a moving diaphragm creates a vacuum

that sucks fuel to the engine. Diaphragm pumps are located on the engine
and are operated by eccentric cams on crankshafts. Attached to the
eccentric is a rocker arm that moves, flexing the diaphragm, which pumps
fuel into the engine.
Figure 9.2-1A: A mechanical

fuel pump is operated by the
camshaft (look at the arrows)
2. ELECTRIC FUEL PUMP
Document No.
Date Developed:
Unlike mechanical fuel pumps that need to be located near the
engine, electric fuel pumps can be placed anywhere in the car, but
work the best when they are installed near fuel tanks. Newer fuel
pumps are often located within the fuel tanks themselves.
Figure 9.2-1B: An electric

fuel pump is operated or
energized by the power
from the ignition system.
Arrows show the flow of
fuel.
PRESSURE
 Mechanical fuel pumps are manufactured to operate at pressures

between 4 and 6 lbs. per square inch (psi).
 Electric fuel pumps, on the other hand, are capable of operating at

pressures between 30 and 40 psi.
Types
 Low pressure type-10 to 15 PSI
 High Pressure type-30 to 45 PSI
Document No.
Date Developed:
FEATURES
There are two types of electric fuel pumps available to fuel pump
consumers: High pressure electric fuel pumps and low pressure
electric fuel pumps. When a fuel pump needs to be replaced, you
should make sure that the correct pump is being installed as low
pressure and high pressure electric fuel pumps look the same.
COMPARISONS
Probably the biggest difference between mechanical fuel pumps and

electric fuel pumps is the pressure output difference. Automobiles
that feature fuel injection systems employ electric fuel pumps.
Automobiles that use carburetors typically utilize mechanical fuel
pump technology.
Warnings
 Fuel pumps that have leaks in them are dangerous, as leaking fuel
can ignite. Regular maintenance should be scheduled to assure that a
car's fuel pump is in proper working order. Care should be taken
when handling fuels such as gasoline because it is flammable and
harmful to touch or inhale.
Document No.
Date Developed:
OPERATION OF THE MECHANICAL FUEL PUMP
The fuel pump delivers fuel from the tank to the engine under pressure.
Mechanical fuel pumps are commonly used with carburetor type fuel systems.
They are the oldest type of fuel pump, but they are still found on many
vehicles. The mechanical fuel pump is mounted on the side of the engine block,
using a gasket between the pump and the block to prevent oil leakage.
(C) (D)
Figures 9.2-1C, D, E: (C) Gaskets

are used to prevent oil leakage.
(D) A mechanical fuel pump is
installed on the side of the engine
(E) between the carburetor and
the fuel tank
Document No.
Date Developed:
(E)
Since the mechanical pump uses a back-and-forth motion, it is a
reciprocating pump. They are usually powered by an eccentric (egg- shaped
lobe) on the engine camshaft. The parts of a basic mechanical fuel pump are
the rocker arm, the return spring, the diaphragm, the diaphragm spring,
and the check valves.
 ROCKER ARM, also called an actuating lever, is a metal arm hinged in

the middle. A small pin passes through the arm and fuel pump body.
The outer end of the arm rides on the camshaft eccentric and the
inner end operates the diaphragm.
 RETURN SPRING keeps the rocker arm pressed against the eccentric.
Without a return spring, the rocker arm would make a loud clattering
sound, as the eccentric lobe hits the rocker arm.
 DIAPHRAGM is a synthetic rubber disc clamped between two halves of

the pump body. The core of the diaphragm is usually cloth that adds
strength and durability. A metal pull rod is mounted on the
diaphragm to connect the diaphragm with the rocker arm.
 DIAPHRAGM SPRING, when compressed, pushes on the diaphragm

to produce fuel pressure and flow. This spring fits against the back of
the diaphragm and against the pump body.
Document No.
Date Developed:
 CHECK VALVES are used in a mechanical fuel pump to make the fuel
flow through the pump. The check valves are reversed. This causes
the fuel to enter one valve and exit through the other.
Figure 9.2-1E: Parts of a mechanical fuel pump
Document No.
Date Developed:
The basic operation of a mechanical fuel pump operation is as
follows:
 INTAKE STROKE. The eccentric lobe pushes on the rocker arm. This action
pulls the diaphragm down and compresses the diaphragm spring. Since the
area in the pumping chamber increases, a vacuum pulls fuel through the
inlet check valve.
 OUTPUT STROKE. The eccentric lobe rotates away from the pump rocker
arm. This action releases the diaphragm. The diaphragm spring then pushes
on the diaphragm and pressurizes the fuel in the pumping chamber. The
amount of spring tension controls the fuel pressure. The fuel is then forced
to flow out of the outlet check valve.
Figure 9.2-1F: The inlet and outlet stroke of the mechanical fuel
pump
Mechanical fuel pumps are classified as positive and non-positive

diaphragm types. The mechanical positive fuel pump continues to pump fuel
even when the carburetor bowl is filled; therefore, a method of bypassing
the fuel back to the tank is required. The NONPOSITIVE type is the one
usually found in a gasoline engine. It delivers fuel to the carburetor only when
it is needed for the requirements of the engine.
OPERATION OF THE ELECTRIC FUEL PUMP

Document No.
Date Developed:
An electric fuel pump, like the mechanical pump, produces fuel pressure
and flow for the fuel-metering section of a fuel system. Electric fuel pumps are
commonly used in gasoline fuel systems. They can be located inside the fuel
tank (G) and (H) as part of the fuel pickup sending unit. Also, it can be located
in the fuel line between the tank and the engine.
Figures 9.2-1G and H: (G) Exploded view of an In-tank Fuel pump, (H)
In-line Fuel pump unit (top) and parts of the fuel pump (below)
The advantage of an electric fuel pump has over the mechanical fuel
pump is that an electric fuel pump can produce almost instant fuel pressure.
Document No.
Date Developed:
A mechanical pump slowly builds pressure as the engine is cranked for
starting. Most electric fuel pumps are a rotary type. This produces a smoother
flow of fuel (less pressure pulsations) than a reciprocating, mechanical pump.
Since most electric pumps are located away from the engine, they help prevent
vapor lock. An electric fuel pump pressurizes all of the fuel line near the
engine heat. This helps avoid vapor lock because pressure makes it more
difficult for bubbles to form in the fuel. Electric rotary fuel pumps include the
impeller, the roller vane, and the sliding vane types. They use a circular or
spinning motion to produce pressure. An impeller electric fuel pump is a
centrifugal pump, normally located inside the fuel tank. This pump used a
small motor to spin the impeller (fan blade). The impeller blades cause fuel to
fly outward due to centrifugal force. This produces enough pressure to move
the fuel through the fuel lines. A roller vane electric fuel pump is a positive
displacement pump (each pump rotation moves a specific amount of fuel). This
pump is located in the main fuel line. Small rollers and an offset mounted rotor
disc produce fuel pressure in the pump. When the rotor disc and rollers spin,
they pull fuel to one side. The fuel is then trapped and pushed to a smaller area
on the opposite side of the pump housing. This action squeezes the fuel
between the rollers and the fuel flows out under pressure. The sliding vane
electric fuel pump is similar to the roller vane pump, except vanes (blades) are
used instead of rollers. Most rotary fuel pumps also have check valves and
relief valves. The check valves keep the fuel from draining out of the fuel line
when the pump is not in operation. A relief valve limits the maximum output
pressure. Another type of electric fuel pump is the reciprocating electric fuel
pump. This pump has the same basic action as a mechanical fuel pump;
however, it uses a solenoid instead of a rocker arm to produce a plunger action.
The reciprocating pump uses either bellows or a plunger. The solenoid turns
on and off to force the bellows or plunger up and down. This action pushes fuel
through the check valves and the fuel system. Both mechanical and electric
fuel pumps can fail after prolonged operation.
Document No.
Date Developed:
Figure 9.2-1I: Operation of an Electric Fuel pump
Indications of fuel pump problems are as follows:
 LOW FUEL PUMP PRESSURE can be caused by a weak diaphragm

spring, ruptured diaphragm, leaking check valves, or physical wear of
moving parts. Low fuel pressure can make the engine starve for fuel at
higher engine speeds.
 HIGH FUEL PUMP PRESSURE, more frequent with electric fuel pumps,
indicates an inoperative pressure relief valve. If the valve fails to open,
both pressure and volume can be above normal. High fuel pump
pressure can produce a rich fuel mixture or even flood the engine.
 MECHANICALFUEL PUMP NOISE (clacking sound from inside the pump)
is commonly caused by weak or broken rocker arm return spring or by
wear of the rocker arm pin or arm itself. This noise can be easily
confused with valve or tappet clatter. To verify mechanical pump noise,
use a stethoscope.
 FUEL PUMP LEAKS are caused by physical damage to the pump body or
deterioration of the diaphragm and gaskets. Most mechanical fuel
pumps have a small vent hole in the pump body. When the diaphragm is
ruptured, fuel will leak out of this hole. Fuel pump testing commonly
involves measuring pump pressure and volume. Since exact procedures
vary depending on the type of fuel system, refer to the manufacturer’s
manual for exact testing methods. Sometimes, fuel pump vacuum is
Document No.
Date Developed:
measured as another means of determining pump and line condition.
Always remember that there are several other problems that can
produce symptoms similar to those caused by a fuel pump.
SELF-CHECK # 9.2-1
MULTIPLE CHOICES
Document No.
Date Developed:
DIRECTIONS
1. Read each statement carefully.
2. This is a multiple choice type of test. Choose the correct or the best
answer and write ONLY THE LETTER that corresponds to your choice
on the space provided before each item.
3. Avoid erasures, make your module neat and clean. Good luck!
___1. The actuating lever of the A. crankshaft

mechanical fuel pump is directly B. camshaft
operated by this shaft.
C. output shaft
D. input shaft
___2. These pumps can be placed A. automatic fuel pump

anywhere in the car, but work best B. mechanical fuel pump
when they are installed near fuel
tanks. Newer fuel pumps are often C. electric fuel pump
located within the fuel tanks D. in-line fuel pump
themselves.
___3. Mechanical fuel pumps are A. 4 to 6 psi
manufactured to operate at these
pressures. B. 2 to 3 psi
C. 6 to 8 psi
D. 8 to 10 psi
___4. The biggest difference between a A. temperature output

mechanical fuel pump and electric fuel B. pressure output
pump.
C. volume output
D. power output
___5. Mechanical fuel pumps are A. fuel injection type

commonly used with this type of fuel B. port injection type
system.
C. direct injection type
D. carbureted type
___6. This is installed between the A. oil seal

mechanical fuel pump and the engine B. gasket
block to prevent oil leakage.
C. spacer
D. washer
Document No.
Date Developed:
___7. A mechanical fuel pump operates A. rotary motion
in this type of motion. B. oscillating motion
C. rocking motion
D. reciprocating motion
___8. A synthetic rubber disk inside A. diaphragm

the mechanical fuel pump that when B. compressor
compressed, produces pressure.
C. check valve
D. diaphragm spring
___9. It delivers fuel to the carburetor A. electric pump

only when it is needed for the B. positive fuel pump
requirements of the engine.
C. non-positive fuel pump
D. automatic fuel pump
___10. Electric fuel pumps are A. diesel fuel system

commonly used in this type of fuel B. gasoline fuel system
system.
C. LPG fuel system
D. carbureted fuel system
___11. All of the following are locations A. inside the fuel tank
where electric fuel pumps can be B. as a part of the fuel pick-up
installed except one. sending unit
C. in line between tank and engine
D. in the engine
___12. Most electric fuel pumps are of A. rotary type

this type. B. reciprocating type
C. sliding vane type
D. roller type
___13. This part of the fuel pump A. intake valve

keeps the fuel from draining out of the B. outlet valve
fuel line when the pump is not in
operation. C. check valve
Document No.
Date Developed:
D. control valve
___14. Impeller-type electric fuel A. main fuel line

pumps are located in this part of the B. inside the fuel tank
fuel system.
C. in the engine
D. in the carburetor
___15. Which of the following is not a A. leaking check valve

cause of low fuel pump pressure? B. ruptured diaphragm
C. weak diaphragm spring
D. inoperative pressure relief valve
(stuck closed)
SCORE:
Trainee’s Signature: Date:
ANSWER KEY # 9.2-1
1. B
2. C
Document No.
Date Developed:
3. A
4. B
5. D
6. B
7. D
8. A
9. C
10. B
11. D
12. A
13. C
14. B
15. D
JOB SHEET #9.2-2
REMOVING AND INSTALLING FUEL PUMPS
PERFORMANCE OBJECTIVE:
Document No.
Date Developed:
After reading this Job sheet, you must be able to:
1. Identify the tools, materials, and equipment in replacing mechanical fuel
pump;
2. Test fuel pump as per standard procedure;
3. Replace fuel pump as per standard procedure;
4. Apply occupational safety and health standards.
SUPPLIES/MATERIALS, TOOLS AND EQUIPMENT:
EQUIPMENT:
1. Engine mock-up (carbureted engine)
2. PPE
TOOLS:
1. Screw drivers (flat/Philip)
2. Wrenches
3. Scraper
4. Pliers
5. pressure gauge
MATERIALS:
1. Fuel pump gasket
2. Sealant
3. Clean rags
The fuel pump is a single action diaphragm type. Because of their design,
these pumps are serviced by replacement only. No adjustments or repairs are
possible.
The pump is operated by an eccentric on the camshaft. On six cylinder

engines, the eccentric acts directly on the pump rocker arm. On V8 engines, a
Document No.
Date Developed:
pushrod between the camshaft eccentric and the fuel pump operates the pump
rocker arm.
Some trucks have a fuel pump which has a metering outlet for a vapor
return system; any vapor which forms is returned to the fuel tank along with
hot fuel through a separate line. This greatly reduces any possibility of vapor
lock by keeping cool fuel from the tank constantly circulating through the fuel
pump.
FUEL PUMP TEST
Fuel pumps should always be tested on the vehicle. The larger line
between the pump and tank is the suction side of the system and the smaller
line, between the pump and carburetor is the pressure side. A leak in the
pressure side would be apparent because of dripping fuel. A leak in the suction
side is usually only apparent because of a reduced volume of fuel delivered to
the pressure side.
1. Tighten any loose line connections and look for any kinks or restrictions.
2. Disconnect the fuel line at the carburetor. Disconnect the distributor-to-coil

primary wire. Place a container at the end of the fuel line and crank the
engine a few revolutions. If little or no fuel flows from the line, either the fuel
pump is inoperative or the line is plugged. Blow through the lines with
compressed air and try the test again. Reconnect the line.
3. If fuel flows in good volume, check the fuel pump pressure to be sure.
4. Attach a pressure gauge to the pressure side of the fuel line. On trucks
equipped with a vapor return system, squeeze off the return hose.
5. Run the engine at idle and note the reading on the gauge. Stop the engine
and compare the reading with the figure listed in the Tune-Up Specifications
chart or service manual. If the pump is operating properly, the pressure will
be as specified and will be constant at idle speed. If pressure varies
sporadically or is too high or low, the pump should be replaced.
6. Remove the pressure gauge.
Document No.
Date Developed:
The following flow test can also be performed:
1. Disconnect fuel line from carburetor. Run fuel line into a suitable measuring
container.
2. Run the engine at idle until there is one pint of fuel in the container. One
pint should be pumped in 30 seconds or less.
3. If flow is below minimum, check for a restriction in the line
The only way to check fuel pump pressure is by connecting an accurate

pressure gauge to the fuel line at the carburetor level. Never replace a fuel
pump without performing this simple test. If the engine seems to be starving
out, check the ignition system first. Also check for a plugged fuel filter or a
restricted fuel line before replacing the pump.
FUEL PUMP REMOVAL
PROCEDURE:
1. Open the hood and disconnect the

negative battery cable. Locate the
fuel pump.
Document No.
Date Developed:
2. Before disconnecting the fuel lines,
mark the fuel inlet, outlet and (if
applicable) return lines near the
fuel pump connections, to avoid
confusion during installation
3. Squeeze the spring-type fuel line

clips with a pliers in order to slide
them back at free the line
4. Twist and pull the fuel lines from the pump
Document No.
Date Developed:
5. Disengage the fuel pump's
actuating lever, then remove the
pump
6. Remove the old gaskets and spacer
7. Clean the fuel pump

seat on the engine and
install the new fuel
pump. Be sure to
install the new gasket.
Installation procedure
Document No.
Date Developed:
is just the reverse of
removal.
8. Start the engine and

inspect any fuel leak.
ASSESSMENT METHOD
PERFORMANCE CRITERIA CHECKLIST
Document No.
Date Developed:
Acceptability
Yes No
1. Fuel pump types are identified according to usage ______ ______
2. Fuel pump is tested as per service procedure ______ ______
3. Fuel pump is replaced as per service procedure ______ ______
4. Occupational safety and health standards observed ______ ______
Trainee’s signature: Date:
Document No.
Date Developed:
OVERHAUL CARBURETOR
LEARNING OUTCOME #3
CONTENTS:
1. Operating principles and components of the carburetor
2. Carburetor operating systems
3. Procedure in overhauling carburetors
1. Technical data are accessed and interpreted from

manufacturer’s specification.
2. Tools & equipment are used in accordance with industry
standard.
3. Carburetor is overhauled in accordance with the required steps
and procedures.
WORKPLACE:
2. Workstation
EQUIPMENT/TOOLS:
1. Gasoline engine mock-up (carbureted)
2. Hand tools
3. PPE
4. Air compressor
MATERIALS:
Related books)
2. Cleaning solvent
3. Carburetor repair kit
Document No.
Date Developed:
METHODOLOGIES:
2. Demonstration
ASSESSMENT METHOD:
1. Self-check
3. Oral interview
Document No.
Date Developed:
LEARNING EXPERIENCES/ACTIVITIES
LEARNING OUTCOME #3: OVERHAUL CARBURETOR

the content of the
1. Read information sheet # 9.3-1 information sheet don’t
Operating Principles and hesitate to approach your
Components of the Carburetor” facilitator
 If you feel that you are now
 Answer self-check # 9.3-1 content of the information
module
2. Perform job sheet #9.3-2  Compare your answers to
Answer key #9.1-1
“Procedure in Overhauling Carburetor  Evaluate your own work
using the performance
criteria checklist
INFORMATION SHEET 9.3-1
Document No.
Date Developed:
OPERATING PRINCIPLES OF THE CARBURETOR

1. Identify the components of a carburetor;
2. Analyze the principles of operation of a basic carburetor.
THE CARBURETOR
The principles of supplying an engine with the right amounts of fuel and air
have not changed over the years. However, stricter exhaust emission laws and
the need for improved fuel economy have changed carburetor requirements.
Today’s carburetors use numerous devices to alter the air-fuel ratio with
changes in engine speed, temperature, and load.
A carburetor is basically a device for mixing air and fuel in the correct
proportions (amounts) for efficient combustion. The carburetor bolts to the
engine intake manifold. The air cleaner fits over the top of the carburetor to
trap dust and dirt.
When the engine is running, downward moving pistons on their intake
strokes produce suction in the intake manifold. Air rushes through the
carburetor and into the engine to fill this low pressure. The airflow through the
carburetor is used to meter fuel and mix it with the air.
Figure 9.3-1A: A carburetor unit used by TOYOTA

BASIC CARBURETOR PARTS
Document No.
Date Developed:
A basic carburetor consists of: (see figure 9.3.3-1B next page)
1. CARBURETOR BODY- main carburetor housing
2. BARREL- air passage containing venture, throttle valve and main

discharge tube
3. THROTTLE VALVE- airflow control valve
4. VENTURI- restriction or narrowed area inside the barrel
5. MAIN DISCHARGE TUBE- fuel passage between fuel bowl and barrel
6. FUEL BOWL-fuel storage area in body
Figure 9.3-1B: Basic parts of the carburetor

1. CARBURETOR BODY
Document No.
Date Developed:
The carburetor body is a cast metal housing for the other carburetor
components. It contains cast and drilled passage for air and fuel. (In an actual
carburetor the main discharge tube, venturi, fuel bowl and throttle valve, are
normally made as part of the carburetor body.) A flange on the bottom of the
body allows the carburetor to be bolted to the engine.
2. BARREL
The carburetor barrel, routes outside air into the engine intake manifold.
It contains the throttle valve, venturi, and outlet end of the main discharge
tube.
3. THROTTLE VALVE
The carburetor throttle valve is the disc shaped valve that controls airflow
through the barrel. It is mounted on a shaft in the lower part of the barrel.
When closed, the throttle valve restricts the flow of air and fuel into the
engine. When the throttle is opened, airflow, fuel flow, and engine power
increase.
Figure 9.3-1C shows how a car’s accelerator pedal and throttle cable
control the throttle valve. When the driver presses the accelerator pedal, the
throttle cable slides inside its housing. This swings the throttle valve open to
increase engine power and speed.
Figure 9.3-1C: Driver’s accelerator

pedal is connected to carburetor
throttle valve. Valve controls airflow
and engine power output
Document No.
Date Developed:
When the accelerator pedal is released, a throttle return spring pulls the
throttle valve closed. This returns the engine to a slow idle speed. Look at
Figure 9.3-1D and E.
(D) (E)
Figure 9.3-1D and E: Throttle valve position control air flow and amount in
intake manifold. D—Throttle valve closed produces high vacuum in manifold.
Engine tries to draw air through carburetor, but cannot. E—Throttle opening
allows airflow, reducing vacuum intake manifold.
4. VENTURI
A venturi produces sufficient suction to draw fuel out of the main
discharge tube. Venturi action is illustrated in Figure 9.3-1F. Note how vacuum
is highest inside the venturi. The narrowed airway increase air velocity, forming
a low pressure area in the barrel
Figure 9.3-1F: The narrowed

portion of the barrel produces
venturi effect.
Document No.
Date Developed:
MAIN DISCHARGE TUBE
The main discharge tube uses
venturi vacuum to feed fuel into the
barrel and engine. Also called MAIN
FUEL NOZZLE, it is a passage in the
carburetor body that connects bowl
to the centre of the venturi. Refer to
Figure 9.3-1G. Note how main
discharge tube is located in
carburetor body.
Figure 9.3-1G: The main discharge

tube
FUEL BOWL
The carburetor fuel bowl holds
a supply of fuel that is NOT under
the fuel pump pressure. Several
additional carburetor parts are
mounted in the fuel bowl. See figure
9.3-1H.
Figure 9.3-1G: The float bowl

contains the fuel and foater
Document No.
Date Developed:
BASIC CARBURETOR SYSTEMS
A carburetor system is a network of passages and related parts that help
control the air-fuel ratio under a specific engine operating condition. Also called
a CARBURETOR CIRCUIT, each system applies a speed, and load of the engine
change.
For example, a petrol engine’s air-fuel mixture may vary from a rich 8:1
ratio to a lean 18:1 ratio. An automotive carburetor, using its various systems,
must be capable of providing air-fuel ratios of approximately.
1. 8:1 for cold engine starting.

2. 16:1 for idling.
3. 15:1 for part throttle.
4. 13:1 for full acceleration.
5. 18:1 for normal cruising at highway speeds.
Note: Older cars not subject to strict emission control regulations, have a
slightly richer air-fuel ratio. Late model cars have leaner carburetor settings to
help reduce exhaust pollution.
The seven basic carburetor systems are the:
1. FLOAT SYSTEM-maintains supply of fuel in carburetor bowl
2. IDLE SYSTEM-provides a small amount of fuel for low speed engine

operation
3. OFF-IDLE SYSTEM-provides correct air-fuel mixture slightly above idle

speeds
4. ACCELERATION SYSTEM-squirts fuel into barrel when throttle valve

opens and engine speed increases
5. HIGH SPEED SYSTEM-supplies lean air-fuel mixture at cruising speeds
6. FULL POWER SYSTEM-enriches fuel mixture slightly when engine

power demands are high
Document No.
Date Developed:
7. CHOKE SYSTEM-provides extremely rich air-fuel mixture for cold
engine starting
It is very important that you fully understand each of these systems. As

each system is discussed, try to draw a “mental picture” of how a carburetor
operates under the conditions described. This will help you when diagnosing
and repairing carburetor problems.
1. FLOAT SYSTEM
The float system must maintain the correct level of fuel in the carburetor
bowl. Since the carburetor uses differences in pressure to force fuel into the
barrel, the fuel in the bowl must be kept at atmospheric pressure. The float
system keeps the fuel pump from forcing too much petrol into the carburetor
bowl.
 Float system parts

The basic parts of a
carburetor float system are the fuel
bowl, float, needle valve, needle seat,
bowl vent, and hinge assembly.
Study the relationship of each part.
The carburetor float rides on
top of the fuel in the bowl to open
and close the needle valve. It is
normally made of thin brass or
plastic. One end of the float hinged
to the side of the carburetor body.
The other end is free to swing up Figure 9.3-1H. Basic parts of a float
and down. system. Float opens and closes
needle valve as fuel level falls and
rises. Study part names.
The needle valve in the fuel bowl regulates the amount of fuel passing
through the fuel inlet and needle seat. See Figure. The needle valve is usually
made of steel. Sometimes, the end of the needle valve will have a soft (synthetic
rubber) tip. The soft tip seals better than a metal tip, especially if dirt gets
caught in the needle seat.
The carburetor float needle seat works with the needle valve and float to
control fuel flow into the bowl. It is normally a brass that threads into the
carburetor body.
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A bowl vent prevents a pressure or vacuum buildup in the carburetor
fuel bowl. Without venting, pressure could form in the bowl as the fuel pump
fills the carburetor. This could also cause vacuum form in the bowl as fuel is
drawn out of the carburetor and into the engine.
 Float system operation in the bowl can affect the air-fuel
ratio.
When engine speed or load
increases, fuel is rapidly drawn out
of the fuel bowl and into the venturi.
Illustrated in Figure 9.3-1I, this
makes the fuel level and float drop
in the bowl. The needle valve also
drops away from its seat. The fuel
pump can then force more fuel into
the bowl.
As the level in the bowl rises, the
float pushes the needle valve back
into the seat. When the fuel level is
high enough, the float closes
opening between the needle valve
and seat.
With the engine running, the
needle valve usually lets some fuel
leak into the bowl. As a result, the
float system maintains a stable
quantity of fuel in the bowl. This is
very important because the fuel level
Figure 9.3-1I: Basic operation of the float system
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2. IDLE SYSTEM
A carburetor or idle system provides the engine’s air-fuel mixture at
speeds below approximately 800 rpm or 30 km/h.
When an engine is idling, the throttle valve is almost closed. Airflow
through the barrel is too restricted to produce enough vacuum in the venturi.
Venturi vacuum cannot draw fuel out of the main discharge tube. Instead, the
high intake manifold vacuum BELOW the throttle valve and a separate idle
circuit are used to feed fuel into the barrel.
 Idle system parts

The fundamental parts of a carburetor idle system include a section of
the main discharge tube, a low speed jet, idle air bleed, bypass, idle passage
economizer, idle port, and an idle mixture screw. These parts are illustrated in
Figure 9.3-1J.
The low speed jet is a restriction in the idle passage that limits maximum
fuel flow in the idle circuit. It is placed in the fuel passage before the idle air
bleed and economizer.
The idle air bleed works with the economizer and bypass to add air
bubbles to the fuel flowing to the idle port. As shown in the figure, the air
bubbles help break up or atomize the fuel. This makes the air-fuel mixture
burn more efficiently once in the engine.
The idle passage carries the mixture of liquid fuel and air bubbles to the
idle screw port.
The idle screw port is an opening into the barrel below the throttle valve.
The idle mixture screw allows adjustment of the size of the opening in the
idle screw port.
mixture at idle. Air bleed helps
premix air and fuel
Figure 9.3-1J. Idle system feeds fuel
when throttle is closed for low engine
speed operation. High vacuum below
throttle pulls fuel out idle port.
Mixture screw allows adjustment of
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Turning the idle screw IN reduces the size of the idle port and amount of
fuel entering the barrel. Turning the idle screw OUT usually increases fuel flow
and enriches the fuel mixture at idle.
Most modern carburetors have sealed idle mixture screws that are NOT
normally adjusted. The idle mixture screws are covered with metal plugs, as
pictures in Figure 9.3.3-1K. This prevents tampering with the factory setting of
the idle mixture.
The idle screw adjustment of today’s carburetors is very critical to
exhaust emissions.
 Idle system operation
For the idle system to function, the throttle valve must be closed. Then,
high intake manifold vacuum can draw fuel out of the idle circuit. Refer to
Figure 9.3-1K.
At idle, fuel flows out of the fuel bowl, through the main discharge, and
into the low speed jet. The low speed jet restricts maximum fuel flow.
At the bypass, outside air is drawn into the idle system. This partially
atomizes the fuel. As the fuel and air bubbles pass through the economizer, the
air bubbles are reduced in size to further improve mixing.
The fuel and air mixture then enters the side screw port. The setting of
the idle screw controls how much fuel enters the barrel at idle.
Figure 9.3-1K. Modern idle mixture

screws are covered with metal plugs.
This prevents tampering which would
upset mixture and increase exhaust
emissions.
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3. OFF-IDLE SYSTEM
The off-idle system, often termed the PART THROTTLE CIRCUIT, feeds
more fuel into the barrel when the throttle valve is partially open. Look at
Figure 9.3.3-1L. It is an extension of the idle system. It functions ABOVE
approximately 800 rpm (30 km/h).
Without the off-side system, the fuel mixture would become too lean
slightly above idle. The idle circuit alone is not capable of supplying enough
fuel to the airstream passing through the carburetor. The off-idle circuit helps
supply fuel during transition (change) from idle to high speed. Refer to Figure
20-12.
 Off-idle system operation

The off-idle system begins to function when the driver presses lightly on
the accelerator pedal and cracks open the throttle valves. As the throttle valves
swing open, they expose the off-idle ports to intake manifold vacuum. Vacuum
then begins to draw fuel out of idle screw port and the off-idle ports. This
provides enough extra fuel to mix with the additional air flowing around the
throttle valves.
Figure 9.3-1L. Off-idle system feeds fuel when throttle is opened slightly. It adds
a little extra fuel to the extra air flowing around throttle valve.
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4. ACCELERATION SYSTEM
The carburetor’s acceleration system, like the off-idle system, provides
extra fuel when changing from the idle circuit to the high speed circuit (main
discharge).
The acceleration system SQUIRTS a stream of extra fuel into the barrel
whenever the accelerator pedal is pressed (throttle valves swing open). This is
illustrated in Figure 9.3-1M.
Figure 9.3-1M. Accelerator pump systems squirts fuel into air horn every time is
opened. This adds fuel to rush of air entering engine and prevents temporary
lean condition. Study part names.
Without the acceleration system, too much air would rush into the
engine as the throttle is quickly opened. The mixture would become too lean for
combustion and the engine would HESITATE or STALL.
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 Acceleration system parts
The basic parts of a carburetor acceleration system are the pump

linkage, accelerator pump, check ball, pump reservoir, pump check weight, and
pump nozzle. These parts are given in Figure 9.3-1N.
The accelerator pump develops the pressure to force fuel out of the pump
nozzle and into the barrel. There are two types of accelerator pumps; piston
and diaphragm. See Figures 9.3-1N and 9.3-1O.
Figure 9.3-1N: Most accelerator pump systems use mechanical linkage from
throttle lever. When driver presses accelerator pedal for acceleration, both the
throttle valve and piston pump are actuated.
Figure 9.3-1O: Cutaway view of

carburetor using a diaphragm type
accelerator pump
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fuel into the barrel when the car
 Acceleration system accelerates.
operation Figure 9.3-1P shows an
When the driver presses the auxiliary acceleration system. It
accelerator pedal, the throttle valves supplements the main acceleration
swing open. This causes the system when the engine is cold.
accelerator pump piston or
diaphragm to compress the fuel in
the pump reservoir.
Accelerator pump pressure
closes the pump check ball and fuel
flows toward the pump check
weight. Pressure lifts the pump
check weight off its seat and fuel
squirts into the carburetor barrel, as
it from a TOY SQUIRT GUN.
A spring is used on the
accelerator pump assembly to
produce smooth, steady flow of fuel
out the pump nozzle. Throttle
Figure 9.3-1P: Auxiliary
opening compresses the spring.
accelerator pump system is
Then the compressed spring pushes
sometimes used to aid
on the pump piston to pressure the
conventional mechanical pump
fuel and produce prolonged fuel
system. Thermal-vacuum valve is
flow.
open when engine is cold. This
As the accelerator pedal is allows engine vacuum to operate
released, the pump piston or vacuum-operated accelerator
diaphragm retracts. This closes the pump
discharge check weight and opens
the pump check ball. Fuel flows out
of the bowl to refill the accelerator
pump reservoir. The system is then
ready to spray another stream of
5. HIGH SPEED SYSTEM through the carburetor must be

relatively high for venturi vacuum to
The carburetor’s high speed
draw fuel out of the main discharge
system, also called MAIN
tube.
METERING SYSTEM, supplies the
engine’s air-fuel mixture at normal The high speed system
cruising speeds, Figure 9.3-1Q. provides the leanest, most fuel
This circuit begins to function when efficient air-fuel ratio. It functions
the throttle valves are open wide from about 30 to 90 km/h or 2000
enough for venturi action. Airflow to 3000 rpm.
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Figure 9.3-1Q High speed system
is simple. Main jet control fuel
flow and mixture. At consists of a
high speed jet, main discharge
passage, emulsion tube, air bleed,
and venturi.
High speed system operation

When engine speeds is high enough, airflow through the carburetor
forms a high vacuum in the venturi. The vacuum draws fuel through the main
metering system.
Fuel flows through the main jet which meters the amount of petrol
entering the circuit. Then, the fuel flows into the main discharge tube and
emulsion tube.
The emulsion tube causes air form the air bleed to mix with the fuel. The
fuel, mixed with air, is finally drawn out of the main nozzle (main discharge
tube) and into the engine.
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6. FULL POWER SYSTEM
The carburetor full power system provides a means of enriching the fuel
mixture for high speed, high power conditions. This circuit operates, for
example, when the driver presses the accelerator pedal to pass another vehicle
or to climb a steep hill. A simplified illustration of a full power system is given
in Figure 9.3-1R.
Figure 9.3-1R: High speed-full power system enriches high speed circuit
when needed. When the accelerator pedal is pushed down for full power,
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throttle linkage acts on metering rod linkage. Metering rod is lifted out of
main jet to add more fuel to the mixture.
The full power system is usually an addition to the main metering
system. Either a metering rod or a power valve (jet) can be used to provide a
variable, high speed air-fuel ratio.
 Metering rod action

A metering rod is a stepped rod that moves in and out of the main jet to
alter fuel flow.
As shown in Figure 9.3-1S, when the metering rod is down inside the jet,
flow is restricted and a leaner fuel mixture results. When the metering rod is
pulled out of the jet, more fuel can flow through the system to enrich the
mixture for more power output.
Figure 9.3-1R: Metering rod action.

A—Metering rod lowered into jet.
Less fuel can flow through jet,
leaning mixture. B—Metering rod
pulled out of jet. This allows more
fuel flow through jet, enriching
mixture.
Either mechanical linkage or engine vacuum can be used to operate a

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

same function as a metering rod; it provides a variable high speed fuel mixture.
A power valve consists of a fuel valve, a vacuum diaphragm, and a spring.
Look at Figure 9.3-1T. The spring holds the power valve in the normally
open position. A vacuum passage runs to the power valve diaphragm. When the
power valve is open, it serves as an extra jet that feeds fuel into the high speed
circuit.
Figure 9.3-1T: Power valve serves

same function as metering rod. It
enriches mixture under high load,
low intake manifold vacuum
conditions. When vacuum is low,
spring opens power valve. Extra
fuel can then flow through valve
and into main discharge.
When the engine is cruising at normal highway speeds, engine intake

manifold vacuum is high. This vacuum acts on the power valve diaphragm and
pulls the fuel valve closed, figure below. No additional fuel is added to the main
metering system under normal driving conditions.
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Figure 9.3-1U: Power valve action. (Left)—High vacuum, low power output
closes power valve by pulling on diaphragm. No extra fuel enters main
system. (Right)—Engine power output is high, causing intake manifold
vacuum to drop. This allows spring to open power valve for more power
CHOKE SYSTEM
The choke system is designed to supply an extremely rich air-fuel ratio to
aid cold engine starting.
For the fuel mixture to burn properly, the fuel entering the intake
manifold must atomize and vaporize. When the engine is cold, the fuel entering
the intake tends to condense into a liquid. As a result, not enough fuel vapors
enter the combustion chambers and the engine could miss or stall when cold. A
choke is used to prevent this lean condition.
 Choke system parts

A choke system has a choke valve (plate), thermostatic spring, and other
parts depending upon choke design. See Figure 9.3-1V.
through the carburetor. This causes

high intake manifold vacuum to
Figure 9.3-1V: Basic choke system
form below the choke valve. Vacuum
parts. Thermostatic spring is main
pulls on the main discharge tube
control of choke operation. When
even though air is not flowing
engine is cold, spring closes choke.
through the venturi. Fuel is drawn
High vacuum below choke pulls
out to prime the engine with extra
large amount of fuel out of main
fuel.
discharge. When engine warms, hot
air causes spring to open choke.
Vacuum piston cracks choke upon
engine starting to prevent flooding.
The choke valve is a butterfly (disc)

type valve located near the top of the
carburetor barrel.
When the choke valve is
closed, it blocks normal airflow
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SELF-ASSESSMENT 9.3-1
MULTIPLE CHOICE
DIRECTIONS
___1. What is the function of the A. to mix air and fuel

carburetor? B. to mix air and fuel at the right
amount
C. to add power to the engine
D. to prolong engine life
___2. The restriction or narrowed area A. venturi

inside the barrel of a carburetor. B. main discharge nozzle
C. throttle
D. fuel bowl
___3. When this valve inside the A. control valve

carburetor opens, engine power B. intake valve
increases.
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C. exhaust valve
D. throttle valve
___4. Air-fuel ratio for cold engine A. 8 : 1

starting. B. 16 : 1
C. 15 : 1
D. 13 : 1
___5. This system provides a small A. off-idle system
amount of fuel for low speed engine
operation. B. idle system
C. low idle system
D. minimum idle system
___6. This system enriches fuel A. full power system
mixture slightly when engine power
demands are high. B. acceleration system
C. high speed system
D. power system
___7. This system is used especially in A. choke system

the morning when the engine requires B. acceleration system
a richer mixture for easy starting.
C. rich mixture system
D. lean mixture system
___8. The correct level of fuel in the A. fuel bowl

carburetor bowl is maintained by this B. floater
system.
C. float system
D. fuel system
___9. This part is directly operated by A. accelerator system

the driver to activate the carburetor. B. accelerator pedal
C. accelerator cable
D. accelerator mechanism
___10. It provides a lean air-fuel A. high speed system

mixture at cruising speeds. B. acceleration system
C. full power system
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D. lean air-fuel system
SCORE:
ANSWER KEY 9.3-1
1. B
2. A
3. D
4. A
5. B
6. A
7. A
8. C
9. B
10. A
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JOB SHEET#9.3-2
OVERHAULING CARBURETOR
PERFORMANCE OBJECTIVES:
After reading this job sheet, you must be able to:
1. Prepare appropriate the tools, materials, and equipment needed in
overhauling carburetor;
2. Clean and inspect carburetor parts as per service manual
instructions;
3. Overhaul carburetor as per service procedure;
4. Apply occupational safety and health standards.
EQUIPMENT:
1. PPE
2. Air compressor
3. Container
TOOLS:
1. Basic Hand tools
2. Soft brush
MATERIALS:
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1. Learning media (module, service manual, related books, computer set,
CDs)
2. Cleaning solvent
3. Repair kit
4. Sealant
5. Rags
NOTE: Read this procedure completely before starting
CARBURETOR REMOVAL
PROCEDURE:
1. Before removing the carburetor, check the operation of the idle solenoid
valve. Remove the wire from it, then turn on the ignition (do not start the
car). Touch the wire to the electrical connector on the idle solenoid valve.
You should hear a distinct "click." If you hear the click, the valve is okay --
otherwise, it must be replaced. Turn the ignition off.
2. Disconnect the hoses and blow-by tube from the oil filler to the air cleaner,
then remove the air cleaner and set it aside.
3. Detach the fuel hose from the carburetor and quickly plug it to minimize
fuel leakage (a pencil works great for this).
4. Detach vacuum hoses if you have them; if you have no vacuum hoses,
remove the caps from the vacuum ports on the carburetor.
5. Disconnect the wire to the automatic choke heating element ( #40 in the
exploded illustration)
6. Disconnect the wire to the electromagnetic cutoff valve (#16 in the exploded
illustration).
7. Loosen the screw in the accelerator cable barrel clamp; pull the cable
forward out of the pin. Stow the cable barrel clamp and screw in a safe place
so you can find them later (small parts).
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8. Remove the distributor cap to provide access, then remove the two nuts
(13mm) from the studs on the carburetor flange. Make sure to have the front
nut brightly lit so you can see what you're doing.
9. Remove the carburetor and gasket; there will be a new gasket in your kit,
but try to maintain the integrity of the old gasket, "just in case." Stow the
two nuts in a safe place.
10. Put a rag into the open intake manifold to keep foreign material out.
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Carburetor Nomenclature
Ref. Ref.
Part Part
No. No.
Fillister head screw and lock washer

1 23 Accelerator pump diaphram spring
(upper body (5)
2 Spring washer 24* Accelerator pump diaphram
3 Carburetor upper part 25 Cotter pin
4* Float valve washer 26 1-mm (.040 in.) thick washer (2)
5* Float valve 27 Connecting rod spring
6* Gasket, carburetor body 28 Connecting link
7* Float pin retainer 29 Adjustable bell crank
8 Float and pivot pin 30 Circlip
9 Air correction jet with emulsion tube 31 Adjusting segment
10 Carburetor body 32 Accelerator pump cover
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11 Pilot air drilling 33 Screw
12 Auxiliary air drilling 34 Pilot jet
13 Bypass screw 35 Vacuum diaphram cover
14 Main jet cover plug 36 Oval head screw (3)
15* Main jet cover plug seal 37 Vacuum diaphragm spring
16 Electromagnetic cutoff valve 38* Vacuum diaphragm
17 Main jet 39 Plastic cap
18 Volume control screw and O-ring 40 Choke heating element
19 Fast idle lever 41 Cover retaining ring
20 Throttle valve lever 42 Retaining ring spacer (3)
21 Throttle return spring 43 Small fillister head screw (3)
22 Accelerator pump injector
*Included in the tune-up kit.
CARBURETOR DISASSEMBLY
PROCEDURE:
1. Use the exploded view as a guide. The numerical sequence shown there can
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generally be followed to disassemble the unit far enough to permit cleaning
and inspection.
Note: You will be removing a number of small parts in this process.
Work with extra care!
2. Having a small container (like a half-pint glass jar) at ready, remove the
main jet plug on the left side of the carburetor and drain the gasoline out of
the carburetor bowl into your container. Stow the plug where you can find
it.
3. Remove the five fillister-head screws that hold the upper part of the
carburetor (3) to the body (10) and remove the upper part. Remove the
gasket; your carburetor kit should have a new one, but again, try to remove
the old gasket carefully. You can still use it just in case you have bought the
wrong repair kit.
4. Remove the float needle valve (5) from the underside of the upper part of the
carburetor. There should be a new one in your kit. This valve gets a lot of
work -- you should always replace it.
Note: Compare the new float valve with the old one. They MUST be the
exactly the same!
5. For future reference (i.e., reassembly), note the arrangement of the float pin
retainer (7) and the float pivot pin (8) relative to the float (8); remove the float
assembly and store away carefully. There will be a new pin retainer (7) in
your kit; be sure to note which way it goes (see the exploded view). The bow
in the retainer MUST be pointing toward the front of the car (i.e., toward the
fan shroud).
6. Remove the electromagnetic cutoff valve (16) from the left side of the
carburetor with a 17mm wrench.
7. Remove the bypass screw (13) and the volume control screw (18) from the
left side of the carburetor.
Note: The manuals say that you should not remove the volume control
screw, as it is set at the factory. If you are servicing an old
carburetor, you need to remove the volume control screw for it to be
cleaned. For easier installation, count the number of turns when you
remove it.
8. Inspect the O-rings on the bypass screw and the volume control screw for
wear. If they are defective, replace them.
9. Reach through the jet plug hole (main jet cover plug (14) which was removed
previously) with a screwdriver and remove the main jet (17). The size of the
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jet is stamped on the top. You may want to change the jet size in accordance
with your preference.
10. Remove the air correction jet (9)(it screws out vertically).
11. Remove the pilot jet (34) (sometimes called the "idle" jet) from the right
side of the carburetor. Remove the little cover and jet that are at the ten-
o'clock position from the pilot jet.
12. Remove the various other jets and adjustment screws from the
carburetor body and store them away carefully. You will clean these and
replace them. Inspect all jets, adjustment screws, and the holes they came
from for wear.
CAUTION: Brass tube type jets are not removable.
13. Disassemble the accelerator pump (32) and linkage (28) by removing the
four screws (33). There will be a new accelerator pump diaphragm (24) in
your kit.
14. Check the throttle valve shaft assembly for lateral movement (side-to-
side) in the throttle shaft. If you find such movement, the shaft hole is out-
of-round and you will be getting air in-leakage. This is very serious; it is
likely that the rest of the carburetor isn't in very good condition. If you
discover this problem, it is better to buy a new carburetor.
Note: Some auto parts supplier can offer you a complete rebuild at a
competitive price.
15. Disassemble the automatic choke assembly (40) by removing the three
screws (43) in the cover retaining ring (41). Be careful to make sure the
three retaining ring spacers (42) will not be lost.
16. Remove the choke vacuum diaphragm cover (35) by removing the three
oval-head screws (36).
17. Remove the vacuum diaphragm (38) and spring (37)
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CARBURETOR CLEANING
PROCEDURE:
1. Cleaning must be done with carburetor disassembled.

2. Soak parts all metal parts in carburetor cleaning solvent (or lacquer thinner)
long enough to soften and remove all foreign material. Use an old
toothbrush to clean the carburetor body.
CAUTION: Always wear safety glasses when using cleaning solvents

or compressed air. Do not allow cleaning solvent to come in contact
with skin. When using compressor, be sure to hold the parts, they
may fly when hit by the air.
Note: Do not soak the choke heating element, pump diaphragm,

float, vacuum diaphragm, or any other rubber or plastic parts in
carburetor solvent.
 Make certain the throttle body (carburetor throat, etc.) is free of all hard
carbon deposits. Wash off in suitable solvent, like lacquer thinner, which is
basically toluene.
 Blow out all passages in castings with compressed air. Check carefully
to ensure thorough cleaning of obscure areas. Do NOT use a wire or
similar object to "clean" orifices!
 Make sure all jet orifices are clean and free of obstructions, using
compressed air. Again, DO NOT use wire or other objects to clean the
jets!
3. Prepare parts for re-assembly.
CARBURETOR RE-ASSEMBLY
Reassembly of the carburetor is essentially the reverse order of

disassembly, giving special attention to the special instructions below.
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Replace the Following Parts
 Accelerator pump diaphragm (24)

 Choke vacuum diaphragm (38)
 Float needle valve and gasket (4 & 5) (See note below.)
 Float pin retainer (7)
 Carburetor body-to-cover gasket (6)
 Main jet plug seal (15)
 Volume control screw O-ring (18)
 Carburetor-to-intake manifold gasket
RE-ASSEMBLY INSTRUCTION:
PROCEDURE:
1. Check the float valve for binding and leakage. It should not be possible to
blow air through the valve while the needle is pressed lightly onto its seat.
2. Check the float for leaks by immersing it in hot water. If bubbles appear,
replace the float.
3. Check the float lever for a worn spot (depression) where it makes contact
with the fuel inlet needle valve. Replace the float assembly, if necessary.
4. The proper float valve washer (4) must be used for the specific type of
carburetor.
Note: It is very important that you install the correct needle seat
gasket. This gasket sets the fuel height in the float bowl; erratic
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behavior may result if the gasket is not correct.
Important note regarding the float valve in SOME carburetor:
The float valve in some carburetor has a spring-loaded ball bearing

in the end of the needle that impinges on the float. This little ball
bearing MUST be in place. If it's not, the float bowl will overfill
through the bowl vent down the throat of the carburetor, causing
the fuel/air mixture to be WAY too rich - and of course the exhaust
will spew out a lot of black smoke and the engine will not run.
4. Install the float pin retainer with the bow facing the front of the car (i.g.,
toward the fan shroud).
5. When installing the accelerator pump diaphragm (24) and spring, (23) make
sure the larger end of spring is properly seated in the carburetor body cavity.
Be sure to install the diaphragm with plunger toward pump cover. (See the
exploded view.)
6. Be sure to use the correct body joint gasket; there will probably be several in
your kit. Use the old one for comparison.
7. Check the electric heating element (40) in the automatic choke housing for
damage. If it is broken, distorted or "kinked", replace the assembly. The
element can be checked with an ohmmeter or connected to a correct voltage
battery for a few minutes to see if it warms up. (Be sure to ground the inside
metal part of the housing in order to complete the circuit.)
8. When installing the choke assembly with spring and heater element,
carefully rotate the assembly counterclockwise, making sure that the hook on
coil end engages with the lever on choke shaft. Continue rotating approximately
1/8 turn more until the index marks align. Then, making sure the three
retaining ring spacers are in place, tighten three retaining ring screws securely.
9. Turn the volume control screw (18) in until it seats lightly, then back it out
2-1/2 to 3 turns. The bypass screw (13) will have to be adjusted to give the
proper idle with the engine running.
CARBURETOR INSTALLATION
PROCEDURE:
1. Install in reverse order of removal.
2. Lightly lubricate the choke valve shaft and throttle valve shaft with engine
oil and the external linkage with molybdenum grease.
3. Using a new gasket, install the carburetor on the intake manifold flange.
Document No.
Date Developed:
Note: You will notice that the flange holes on the intake manifold which
the carburetor rests on are slotted. This is so you can move the carburetor
back and forth a bit (front-to-back) to assure that the accelerator pump
linkage on the right side of the carburetor clears both the fan shroud at the
front and the alternator body at the back. Both clearances are essential; if
the accelerator pump linkage rubs on either end, the throttle lever will not
be able to return all the way to the stepped cam, the result being an
excessively high idle that cannot be controlled with the bypass screw.
4. Torque the retaining nuts on the bolts protruding through the intake
manifold flange to 14 ft-lb using a torque wrench. Be careful that you don't
tighten these nuts too much -- you may strip the stud out of the base of the
carburetor.
5. Secure the fuel hose to the inlet nozzle on the carburetor with a new hose
clamp.
6. Pass the end of the accelerator cable through the cable pivot pin installed in
the throttle lever. Pull it back tight (with the idle screw against the lowest
step on the cam) and snug down the screw. You can use a small needle-nose
vise grip to hold the end of the cable to the throttle lever while tightening the
screw with your other hand).
7. The carburetor is now properly installed.
Document No.
Date Developed:
ASSESSMENT METHOD
Acceptability
Yes No
1. Appropriate tools, materials, and equipment are used. ______ ______
2. Carburetor is removed from the engine as per service ______ ______

instruction manual
3. Carburetor is disassembled and assembled as per ______ ______
Document No.
Date Developed:
required procedure
4. Parts are cleaned and checked as per instruction ______ ______
Document No.
Date Developed:
LEARNING OUTCOME #4 PERFORMING CARBURETOR
ADJUSTMENT
CONTENTS:
1. Adjustments in carburetors;
2. Procedure in adjusting carburetors;
3. Specifications in carburetor adjustment
1. Appropriate tools are used in adjusting carburetors

2. Carburetor adjustment specifications is obtained according to
repair manual
3. Adjusted carburetor according to required procedure
WORKPLACE:
2. Workstation
EQUIPMENT/TOOLS:
1. Gasoline engine mock-up (carbureted)
2. Hand tools
3. PPE
MATERIALS:
Related books)
METHODOLOGIES:
2. Demonstration
ASSESSMENT METHOD:
Document No.
Date Developed:
LEARNING OUTCOME #4: PERFORMING CARBURETOR
ADJUSTMENT

the content of the
information sheet don’t
1. Perform job sheet #9.4-1 hesitate to approach your
facilitator
ADJUSTING ENGINE IDLE SPEED  If you feel that you are now
content of the information
module
Answer key #9.1-1
 Evaluate your own work
using the performance
criteria checklist
Document No.
Date Developed:
JOB SHEET#9.4-1
ADJUSTING ENGINE IDLE SPEED
PERFORMANCE OBJECTIVES:
After reading this job, you must be able to:

1. Use appropriate tools in adjusting engine idle speed;
2. Adjust carburetor to specification;
3. Apply occupational safety and health standards in the workplace.
EQUIPMENT:
1. PPE
2. Gasoline engine (carbureted)
TOOLS:
1. Tachometer
2. Screw drivers
3. Feeler gauge
MATERIALS:
1. Learning media (module, service manual, related books, computer set)
2. Clean rags
Document No.
Date Developed:
PROCEDURE:
Note: The correct idle speed adjustment is important with any carburetor, which
is a complicated part for any gasoline engine. Some late carburetors have three
separate fuel circuits in them (only two in older carburetors), and the 850-900
rpm idle is designed so the airflow through the carburetor is balanced for the idle
circuit fuel flow. That's why it has both Volume and Bypass screws in the side
(the earlier ones had only Volume screw), located on the left side of the
carburetor. This way the idle speed can be set correctly using the Bypass screw
without touching the screw on the throttle arm, which has to be set exactly right.
Refer to the exploded view as you go on.
1. Make sure that all the hoses are in place and the gasket at the base of the
carburetor is sealing properly (no vacuum leak).
2. Install the air cleaner
3. Turn on the engine and run it until it is warm, then switch it off.
4. The first step is to set the throttle plate. Back off the Fast Idle Adjuster (also
called the throttle screw) located at the top of the throttle arm. You will find
the throttle arm on the left side of the carburetor, connected at the bottom
to the accelerator cable, which runs forward to the accelerator pedal.
Note: Fast Idle Adjuster is NOT used to adjust the idle speed. The Fast Idle
Adjuster works with the choke to give a smooth idle on a cold engine. As the
choke warms (in concert with the warming engine, hopefully) the butterfly
valve in the throat of the carburetor opens and the Fast Idle Adjuster screw
moves down the steps of the choke fast idle cam, reducing the engine idle
speed. Screwing the Fast Idle Adjuster screw in more will increase the idle
speed, but doing so messes up the Volume Control and Bypass Screw
adjustments. This destroys the idle geometry, and the car won't run right.
5. With the choke held in the full open position (stepped cam at its lowest
point), place a 0.003" feeler gauge between the lowest step of the choke fast
idle cam and the Fast Idle Adjuster screw.
6. Slowly turn the screw in until you feel drag on the feeler gauge. Then remove
feeler gauge and turn the screw in precisely 1/2 turn - no more! This sets
the throttle butterfly open the required 0.004", so you can use the Bypass
Screw to set the idle speed correctly. From this point on, leave the Fast Idle
Adjuster screw alone.
Document No.
Date Developed:
7. Next set the volume of gas available at idle speeds. This is done using the
Volume Control Screw. Please note that the Volume Control Screw
controls the AIR volume, not the fuel volume. Screwing it in reduces
the air and makes the fuel/air mixture richer. And of course turning
the Volume Control Screw out increases the concentration of air and
makes the mixture leaner.
Note: The Volume Control Screw is the smaller of the two adjusting screws,
located on the left side of the carburetor just above the Idle Cutoff solenoid
(which has a black wire from the positive side of the coil attached to it). The
Volume Control Screw is NOT used to set the idle speed - that's the job of the
Bypass Screw.
Note: Before setting the Volume Control Screw per the step below, turn the
Bypass Screw (the larger one) out a couple of turns, just to get things started.
8. Screw the Volume Control Screw in GENTLY until it sits. Never screw it in
tightly; you will destroy the seat. Now unscrew it exactly 2-1/2 turns. This is
the initial setting.
Note: Be sure that the Volume Control Screw firmly seated, you may have
trouble adjusting the idle with the Bypass Screw if it does not properly
seated. This condition will cause stumbling on acceleration if not corrected.
9. With the Volume Control Screw out 2-1/2 turns, start the engine and let it
warm up. (Make sure the choke is fully open.)
10. Now to set the idle. This is done by controlling the volume of air going by
the Bypass Screw. The Bypass Screw is larger than the Volume Control
Screw and is located a little above and to the left of the Volume Screw.
Note: Again, the idle speed is NOT set with the Fast Idle Adjuster on the top of
the throttle arm as it is on the older carburetors - though its name (Fast Idle
Adjuster) would lead you to think that it is used to set the idle. It is not used to
set the idle.
11. Connect a tachometer to the engine as detailed in the manufacturer's
instructions.
 On models having a conventional ignition system, one lead (usually black)

goes to a good chassis ground. The other lead (usually red) goes to the
distributor primary side of the coil (the terminal with small wire running to
the distributor body).
 On models with transistorized ignition, connect one lead (usually black) of

the tachometer to a good chassis ground. Connect the other lead (usually
red) to the negative (-) coil terminal, NOT to the distributor or positive (+)
Document No.
Date Developed:
side. Connecting the tachometer to the wrong side will damage the
switching transistor.
12. As a starting point, turn the idle Bypass Screw out to set the idle at 850
rpm (fast idle). For a semi-automatic car, use 900 rpm. It is better to start
from a little bit higher rpm going down than to start from low rpm up.
13. With the engine warmed up and the choke fully open, go back to the
Volume Screw and adjust it slowly to obtain the fastest (smoothest running)
idle speed (this is usually out - counter-clockwise). You should not turn the
screw out much outside the range of 2-3 turns (1/2 turn in/out from the
basic 2-1/2 turn out setting).
14. Then turn the Volume Control screw back IN (clockwise) very slowly until
the engine speed drops by about 20-30 rpm (slightly leaner). Look at your
tachometer. If you don't have a tachometer, listen until you can just hear
the engine speed start to drop, maybe as little as 1/8th turn on the Volume
Screw.
15. Go back to the larger Bypass screw again to reset the idle speed to 850 -
900rpm. (Again, the fast idle is better than too slow. You want it just a little
on the rich side. Too slow of an idle speed can cause the engine to overheat.)
Note: If you find it difficult or impossible to make these settings, it is

possible that you could have stripped threads on any of these adjusters, a
damaged hole for the tapered screw, or a damaged needle valve or O-ring.
It is also possible that you have a vacuum leak (i.e., leaking of air into the
intake manifold). If there are any holes in the manifold or at any of the
connection points, then air can be sucked into the manifold, causing the
fuel-to-air mixture to become too lean. This can cause (among other things)
adjustment of the carburetor impossible.
Document No.
Date Developed:
ASSESSMENT METHOD
Acceptability
Yes No
1. Appropriate tools are used in adjusting carburetors ______ ______
2. Carburetor adjustment specifications is obtained ______ ______

according to repair manual
3. Adjusted carburetor according to required procedure ______ ______
Document No.
Date Developed:
DEFINITION OF TERMS
1. Actuator- a control device that delivers mechanical action. In the mechanical

fuel pump, this is called actuating lever.
2. Air cleaner- a device connected at the top of the carburetor to filter incoming
air, making it clean before it mixes with the fuel.
3. Air pump- a device to produce a flow of air higher than atmospheric
pressure.
4. Ambient air- temperature of air surrounding an object.
5. Atomization- the stage in which the metered air-fuel emulsion is drawn into
the air stream in the form of tiny droplets. Atomized mixture is combustible.
6. Camshaft- the component in the engine that opens and closes the valves. It
also operates the mechanical fuel pump.
7. Carburetor- a fuel delivery device that mixes fuel and air to the proper ratio
to produce a combustible mixture.
8. Compression stroke- the second stroke of the four stroke engine cycle, in
which the piston moves from bottom dead center and the intake valves
close. This traps and compresses the air-fuel mixture in the cylinder.
9. Detonation- as used in automobiles indicates a hasty burning or explosion
of the mixture in the engine cylinders. It becomes audible through vibrations
of the combustion chamber walls and is sometimes confused with a ping or
spark knock.
10. Diaphragm- a flexible, impermeable membrane on which pressure acts to
produce mechanical movements. In the mechanical fuel pump, the
diaphragm creates pressure.
11. Ethanol- a widely used gasoline additive known for its abilities as an
octane enhancer.
12. Filler neck- a tube fitted to the fuel tank that allows fuel to be added from
a remote location.
13. Flooding- a condition in which excess, unvaporized fuel in the intake
manifold prevents the engine from starting.
14. Fuel filter- a device located in the fuel line to remove impurities from the
fuel before it enters the carburetor or injector system.
15. Fuel gauge- a gauge that indicates the amount of fuel remaining in the
tank.
16. Fuel pressure regulator- a device designed to limit the amount of
pressure buildup in a fuel delivery system.
17. Fuel pump- a mechanical or electrical device used to move fuel from the
fuel tank to the carburetor or injectors.
18. Gasket- a thin layer of material or composition that is placed between
two mating surfaces to provide a leak-proof seal between them.
Document No.
Date Developed:
19. Gum- in automotive fuels, gum refers to oxidized petroleum products
that accumulate in the fuel system, carburetor, or engine parts.
20. Heptane- a standard reference fuel with an octane number of zero,
meaning that it knocks severely in an engine.
21. Hydrocarbons- particles of gasoline present in the exhaust and in
crankcase vapors that have not been fully burned.
22. Ignitability- the property of a liquid with a flash point below 140 F (60 C).
23. Isooctane- a standard reference fuel with an octane number of 100,
meaning that it does not knock in an engine.
24. Jet- a precisely-sized, calibrated hole in a hollow passage through which
fuel and air can pass.
25. Lean- an air-fuel mixture that has more air than is required.
26. Octane number- a unit of measurement on a scale intended to indicate
the tendency of a fuel to detonate or knock.
27. Oxidation inhibitor- gasoline additives used to promote gasoline stability
by controlling gum and deposit formation and staleness.
28. Rich- an air-fuel mixture that has more fuel than is required.
29. Stoichiometric- chemically correct. An air-fuel mixture is considered
stoichiometric when it is neither too rich nor too lean. Stoichiometric ratio is
14.7:1, that is 14.7 parts of air for every 1 part of fuel.
30. Vapor- a substance in gaseous state. Liquid becomes a vapor when
brought above the boiling point.
Document No.
Date Developed:
INSTITUTIONAL ASSESSMENT INSTRUMENT
EVIDENCE PLAN
Qualification Title AUTOMOTIVE SERVICING NC II
Unit of Competency SERVICING ENGINE MECHANICAL COMPONENTS
Module Title SERVICING GASOLINE FUEL SYSTEM
Ways in which evidence

will be collected (tick
the box)
Written Exam
Portfolio
Oral interview
Demonstration
The evidence must show that the candidate…
 Access and use fuel octane rating information
in accordance with manufacturer’s x
specifications.
 Gather and interpret data from American
x x
Petroleum Institute
 Apply safety measures in dealing with gasoline
x x
fuels.
 Identify fuel pump types/classifications x
 Remove and install fuel pumps according to x
x x
prescribed procedures
 Access and interpret technical data from
x
manufacturer’s specifications
 Use appropriate tools, materials, and x
x
equipment in accordance to industry standards
 Overhaul carburetor as per service procedures x x
 Adjust carburetor to specification x x
 Observe occupational safety and health x

standards x
Document No.
Date Developed:
Candidate’s Date:
Signature
Facilitator’s Date:
Signature
Document No.
Date Developed:
RATING SHEET FOR DEMONSTRATION
Candidate’s Name:
Assessor’s Name:
Assessment Center:
Qualification:
Unit of Competency SERVICE ENGINE MECHANICAL COMPONENTS
Module Title SERVICING LUBRICATING SYSTEM
Date of observation:
If yes, tick the

During the performance of skills, the candidate….
box
 Removed and installed fuel pumps according to

prescribed procedures
 Used appropriate tools, materials, and equipment in

accordance to industry standards
 Overhauled carburetor as per service procedures 
 Adjusted carburetor to specification 
 Observed occupational safety and health standards 
Candidate’s Signature Date:
Document No.
Date Developed:
May 2011 Issued by: Page 100
TESDA-MIT Auto Servicing NC II of 108
ORAL QUESTIONING CHECKLIST
Satisfactory
response
The candidate should answer the following questions: Yes No

 What is the importance of gathering technical
information especially when dealing with flammable
liquids?
 Gasoline fuel is a flammable liquid. What safety
measures you must apply when handling such
materials?
 Why fuel pumps are not repaired but replaced as a
unit?
 You are going to replace your vehicle’s fuel pump.
When you read the service manual, it is required to
disconnect the negative battery cable before
proceeding. Why do you need to remove the battery
cable?
 In installing mechanical fuel pump, what will happen
to the pump when the engine runs if you forgot to put
back the spacer?
 The volume control screw of the carburetor is set at
the factory. What technique you can apply in
removing it to simplify installation and to maintain
the good performance of your carburetor?
 What is the importance of using specifications
manual?
 In the performance of any job or work, what must you
observe always to get it done without hurting
yourself/anybody or damaging property?
The candidate’s underpinning knowledge was:
Satisfactory  Not Satisfactory 
Feedback to candidate:
The candidate’s overall performance was:

Satisfactory  Not Satisfactory 
Document No.
Date Developed:
Candidate’s Signature: Date:
WRITTEN EXAMINATION
TRUE OR FALSE
Directions
1. _____ The chemical symbol for gasoline is C8H16, which indicates that each
molecules of gasolines contains 8 carbon atoms and 16 hydrogen atoms.
2. _____ The lower the octane rating, the lesser of a tendency the engine has to
knock.
3. _____ Two methods are used for determining the octane number of gasoline:
(RON) method.
4. _____The one displayed on gasoline pumps is the Antiknock Index (AKI). It
is the average of RON and MON.
5. _____ A lean mixture burns slower than a rich mixture
6. _____ To reduce corrosion caused by sulfuric acid, the sulfur content in
gasoline is limited to less than 0.01%.
7. _____ Methanol is the most widely used gasoline additive today.
8. _____ Blending 10% ethanol into gasoline result in an increase of 2.5 to 3
octane points.
9. ___Do not over-fill a container. Leave 10% extra space to allow for
expansion.
10. ___ Gasoline vapors are flammable, heavier than air, and can travel long
distances to an ignition source.
11. ___Refueling can always be done without turning the engine off.
12. ___ Drain tanks only in well-ventilated areas, preferably outdoors.
Document No.
Date Developed:
MULTIPLE CHOICE
DIRECTIONS
___1. These pumps can be placed A. automatic fuel pump

anywhere in the car, but work best B. mechanical fuel pump
when they are installed near fuel
tanks. Newer fuel pumps of this type C. electric fuel pump
are often located within the fuel tanks D. in-line fuel pump
themselves.
___2. Mechanical fuel pumps are A. 4 to 6 psi
manufactured to operate at these
pressures. B. 2 to 3 psi
C. 6 to 8 psi
D. 8 to 10 psi
___3. The biggest difference between a A. temperature output

mechanical fuel pump and electric fuel B. pressure output
pump.
C. volume output
D. power output
___4. Mechanical fuel pumps are A. fuel injection type

commonly used with this type of fuel B. port injection type
system.
C. direct injection type
D. carbureted type
___5. This is installed between the A. oil seal

mechanical fuel pump and the engine B. gasket
block to prevent oil leakage.
C. spacer
D. washer
Document No.
Date Developed:
___6. It delivers fuel to the carburetor A. electric pump
only when it is needed for the B. positive fuel pump
requirements of the engine.
C. non-positive fuel pump
D. automatic fuel pump
___7. All of the following are locations A. inside the fuel tank
where electric fuel pumps can be B. as a part of the fuel pick-up
installed except one. sending unit
C. in line between tank and engine
D. in the engine
___8. This part of the fuel pump keeps A. intake valve

the fuel from draining out of the fuel B. outlet valve
line when the pump is not in
operation. C. check valve
D. control valve
___9. Impeller-type electric fuel pumps A. main fuel line

are located in this part of the fuel B. inside the fuel tank
system.
C. in the engine
D. in the carburetor
___10. Which of the following is not a A. leaking check valve

cause of low fuel pump pressure? B. ruptured diaphragm
C. weak diaphragm spring
D. inoperative pressure relief valve
(stuck closed)
ANSWER KEY
Document No.
Date Developed:
ORAL QUESTIONING
Possible/acceptable answers
1. It is important to gather technical information first especially when dealing
flammables to avoid or prevent personal injury and damage to
property/environment.
2. When handling flammable liquids, be sure to put in a prescribed container
and store in a safe place.
3. Fuel pumps are not repaired but replaced as a unit because their designs
do not permit disassembly/assembly. Repairing such components is
impractical because of their availability in the shop supplies.
4. Battery cable must be removed first before working on the fuel system to
prevent accident. Gasoline vapors can catch electrical sparks which may
result to fire or explosion. Prevention is very much important.
5. If you forgot to put the spacer back, the actuating lever of the mechanical
pump will be damaged including the whole fuel pump unit.
6. If overhauling the carburetor requires removing the volume control screw,
the best thing to do is count the number of turns until it goes out of its
place. When you install it, just count again the turns.
7. Using specifications manual provides specific information regarding
adjustments, tolerances, and other important information. Using manuals
facilitates work and ensures good job.
8. Observe safety always: personal, property, and environment safety.
TRUE OR FALSE 6. TRUE

7. FALSE
1. FALSE 8. TRUE
2. FALSE 9. FALSE
3. TRUE 10. TRUE
4. TRUE 11. FALSE
5. TRUE 12. TRUE
MULTIPLE CHOICE
Document No.
Date Developed:
1. C
2. A
3. B
4. D
5. B
6. C
7. D
8. C
9. B
10. D
COMPETENCY ASSESSMENT RESULTS SUMMARY
Document No.
Date Developed:
Candidate’s Name:
Assessor’s Name:
Qualification: AUTOMOTIVE SERVICING NC II
Date of Assessment:
Assessment Center:
The performance of the candidate in the

following assessment methods Not
Satisfactory
Satisfactory
[Pls. check () appropriate box]
A. Demonstration with Oral Questioning
B. Written Exam
Did the candidate's overall performance

meet the required evidences/ standards
COMPETEN
OVERALL EVALUATION
T NOT YET COMPETENT
Recommendation:
FOR RE-ASSESSMENT _____

FOR NATIONAL ASSESSMENT _____
General Comments [Strengths / Improvements needed]
Candidate’s
Date:
signature:
Facilitator’s
Date:
signature:
REFERENCES
Document No.
Date Developed:
1. Automotive Technology; Tech Manual; 4th Edition; ERJAVEC
2. Automotive Technology; 4th Edition; ERJAVEC
3. Toyota Training Manual
4. Auto Mechanics, Theory and Service

By: de Kryger, Kobacik.Bono
5. Automotive Mechanics; 10th ed.

Crouse: Anglin
6. Internet Websites
Document No.
Date Developed:

CBLM Gasoline Fuel System

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COMPETENCY BASED LEARNING MATERIALS

SERVICING ENGINE MECHANICAL COMPONENTS

Technical Education and Skills Development Authority

Welcome to the Module: SERVICING COOLING SYSTEM. This module

 You will be given plenty of opportunities to ask questions and practice on

ALT723301 Perform Diesel Engine Tune Up

ALT723302 Perform Gas Engine Tune Up

ALT723303 Service Automotive Battery

ALT723304 Service Ignition System

ALT723305 Test and Repair Wiring/Lighting System

ALT723306 Perform Underchassis Preventive Maintenance

ALT723307 Service Starting System

ALT723308 Service Charging System

ALT723309 Service Engine Mechanical System

ALT723310 Service Clutch System

ALT723311 Service Differential and Front Axle

ALT723312 Service Steering System

ALT723313 Overhaul Manual Transmission

ALT723314 Service Brake System

ALT723315 Service Suspension System

UNIT OF COMPETENCY: SERVICE ENGINE MECHANICAL COMPONENTS

MODULE TITLE: SERVICING GASOLINE FUEL SYSTEM

INTRODUCTION: This module covers the principles of operation, servicing,

NOMINAL DURATION: 16 HOURS

SUMMARY OF LEARNING OUTCOMES:

1. Explain fuel octane rating

1. Fuel octane rating information is accessed and used in accordance

1. Fuel octane rating information is accessed and in accordance

CONDITIONS: Students/Trainees must be provided with the following:

EXPLAIN FUEL OCTANE RATING

LEARNING ACTIVITIES SPECIAL INSTRUCTION

 Answer self-check #9.1-2

INFORMATION SHEET # 9.1-1

PROPERTIES OF GASOLINE FUEL

After reading this information sheet, you should be able to:

Gasoline is a complex mixture

its widespread use in the

Gasoline contains hydrogen and carbon molecules. The chemical

Normal combustion occurs gradually in each cylinder. The flames front

PROPERTIES OF GOOD GASOLINE FUEL FOR BETTER ENGINE

Many of the performance characteristics of gasoline can be controlled in

An octane number of rating was developed by the petroleum industry so

Methods of determining gasoline Octane Number

The following factors affect knock:

Most electronically controlled ignition systems have a sensor to detect if

Gasoline is very volatile. It readily evaporates so its vapor adequately mixes

The volatility of gasoline is a significant factor in the following

The difference in gasoline blends is the vapor pressure of the finished

Several additives are put into gasoline to control harmful deposits,

BASIC FUEL ADDITIVES

Because of the deactivating or poisoning affect that lead has on a catalytic

Isopropyl alcohol is added seasonally to gasoline as an anti-icing agent to

 Metal Deactivators and Rust Inhibitors

Metal deactivators and rust inhibitors are used to inhibit reactions

 Gum or Oxidation Inhibitors

Ethanol blends are approved by all auto manufactures because of their

Many automakers continue to warm motorist about using fuel that

Methanol tertiary butyl ether (MTBE) has been used as an octane

Aromatic hydrocarbons are petroleum-derived compounds including

INFORMATION SHEET # 9.1-2

PROPER HANDLING OF GASOLINE FUELS

After reading this information sheet, you should be able to:

Safety tips for handling gasoline:

2. Fuel pump is tested as per service procedure

3. Fuel pump is replaced as per service procedure

4. Occupational safety and health standards observed