Competency-Based Learning Material: Automotive / Land Transport

COMPETENCY-BASED LEARNING MATERIAL
SECTOR
Automotive / Land Transport
QUALIFICATION
Automotive Servicing NC II
UNIT OF COMPETENCY
Engine Adjustment And Testing
MODULE TITLE
Internal Combustion Engine
Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
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Ms. Monique Montalbo Revision No. Page 1 of 81
COMPETENCY
BASED LEARNING
MATERIALS
Engine Adjustment and

Testing
PARTS OF A COMPETENCY-BASED
LEARNING MATERIAL
Reference / Further Reading

Performance Criteria Checklist
Operation / Task / Job Sheet
Self-Check Answer
Self-Check v
Information Sheet
Learning Experiences
Learning Outcome Summary
Module Content
List of Competencies
In our efforts to standardize CBLM, the
above parts are recommended for use in
Front Page Competency Based Training (CBT) in
Technical Education and Skills
Development Authority (TESDA) Technology
Institutions. The next sections will show
you the components and features of each
part.

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HOW TO USE THIS LEARNER’S GUIDE
Welcome to the Module: Internal Combustion Engine. This module contains

training materials and activities for you to complete.
The unit of competency Engine Adjustment and Testing contains the
knowledge, skills and attitudes required for Automotive Servicing NC I. It is one
of the CORE Modules at National Certificate Level (NCI).
You are required to go through a series of learning activities in order to

complete each learning outcomes 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 self-check at the end of each learning
outcome. Get answer key from your instructor and check your work honesty. If
you have questions, don’t hesitate to ask your facilitator for assistance.
Recognition for Prior Learning (RPL)

You may already have some or most knowledge and skills covered in this
learner’s guide because you have:
Been working for some time.

Already completed training in this area.
If you can demonstrate to your trainer that you are competence in a particular
knowledge or skills, talk to him/her about having them formally recognize so
you won’t have to do the same training again. If you have qualification or
certificate of competency from previous training, show them to your trainer. If
the skills you acquired are still relevant to the module, they may become part
of the evidence you can present for RPL.
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At the end of this learning material is a learner’s diary. Use this diary to record
important dates, job undertaken and to other workplace events that will assist
you in further details to your trainer. A Record of Achievement is also
provided for your trainer to complete once you complete this module.
This learning material was prepared to help you achieve the required
competency in Engine Adjustment and Testing. This will be the source of
information for you to acquire knowledge and skills in this particular trade
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:
1. Talk to your trainer and agree on how you will both organize the
training of this unit. Read through the learning guide carefully. It is
divided into sections which cover all the skill and knowledge you need
to successfully complete in this module.
2. Work through all the information and complete the activities in each
section. Read information sheets and complete the self-check.
3. 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.
4. Your trainer will tell you about the important things you need to
consider when you are completing activities and it is important that
you listen and take notes.
5. You will be given plenty of opportunity 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.
6. Use the self-check questions at the end of each section to test your
own progress.
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7. Use the self-check questions at the end of each section to test your
own progress.
8. When you are ready, ask your trainer to watch you perform the
activities outline in this module.
9. As you work through the activities, ask for written feedbacks on your
progress. Your trainer keeps feedback/pre-assessment reports for this
reason. When you have this learning material and feel confident that
you have sufficient knowledge and skills, your trainer will arrange and
make an appointment with a registered assessor to assess you. The
results of the assessment will be recorded in your Competency
Achievement Record.

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LIST OF COMPETENCIES
No. Unit of Competency Module Title Code
1. Principles of Internal
Combustion Engine
2. Engine Construction
3. Engine Adjustment and

Testing

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MODULE CONTENT
QUALIFICATION Automotive Servicing NCI
UNIT OF COMPETENCY Engine Adjustment and Testing
MODULE TITLE Internal Combustion Engine
This module describe the techniques used in adjusting

MODULE DESCRIPTOR engine valves. Recognize basic engine testing procedures and
required tools.
NOMINAL DURATION 24 hours
LEARNING OUTCOMES
1. Identify the techniques used in adjusting engine valves
2. Recognize basic engine testing process

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LEARNING OUTCOME SUMMARY

LEARNING TEST SYSTEM / COMPONENTS AND
OUTCOME No. 1 IDENTIFY FAULTS
CONTENTS:
Valve Adjustment
ASSESSMENT CRITERIA:
1. Identified the techniques in adjusting engine valves
2. Adjusted and Checked valve clearance
CONDITION:
 Engine
 Service Manual
 Filler Gauge
 Flat screw
 Wrench
METHODOLOGY:
Demonstration
Online Learning
Self-paced Instruction
Distance Learning
ASSESSMENT METHOD:
Written/Online Examination
Practical Demonstration
Direct Observation

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LEARNING EXPERIENCES
LEARNING OUTCOME 1: TEST SYSTEM / COMPONENTS AND IDENTIFY
FAULTS
Learning Activity/Guide Special Instruction

1. Read Information Sheet No. 3.1-1 If you have some problem on the content of
the information sheet, don’t hesitate to
approach facilitator. If you feel that you are
now knowledgeable on the content of the
information sheet, you can now answer self-
check provided in the module.
2. Answer Self-Check No. 3.1-1 Compare your answer to the answer key 1.1-
1. If you got 100% correct answer in this self-
check, you can now move to the next
information sheet. If not, review the
information sheet and go over the self-check
again.

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Information Sheet No. 3.1-1
ENGINE ADJUSTMENT AND TESTING
Learning Objectives:
After reading this Information Sheet, you must be able to:
 Describe the techniques used in adjusting engine valves.

 Recognize basic engine testing procedures and required tools.
Proper and uniform valve adjustments are required for a smooth running
engine. Unless the clearance between the valve stems and rocker arms or valve
lifters is adjusted according to the manufacturer’s specifications, a valve does
not open and close at the proper time, and engine performance is affected.
Having the testing equipment in the shop is NOT enough. The supervisor and
crew must know how to use this equipment properly since it provides the
quickest and surest means of determining what is wrong and where the fault
lies.
VALVE ADJUSTMENT
Valve adjustment, also called tappet clearance adjustment or rocker
adjustment, is critical to the performance and service life of an engine. If the
valve train is too loose (too much clearance), it can cause valve train noise
(tapping or clattering noise from the rocker striking the valve stems). This can
increase part wear and cause part breakage. Valves that are adjusted too tight
(inadequate clearance) may be held open or may not close completely. This can
allow combustion heat to blow over and burn the valve.
When reassembling an engine after reconditioning the valves, make sure the
adjusting screws are backed off before rotating the engine. A valve that is too
tight could strike the piston and damage either the piston or the valve, or both.
Adjust the valve according to manufacturer’s specifications, following the
recommended procedure.
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On any engine, after valve adjustments have been made, be sure that the
adjustment locks are tight and that the valve mechanism covers and gaskets
are in place and fastened securely to prevent oil leaks.
Overhead Valves
Most overhead valves are adjusted "HOT"; that is, valve clearance
recommendations are given for an engine at operating temperature. Before
valve adjustments can be made properly, the engine must be run and brought
up to normal operating temperature.
To adjust a valve, remove the valve cover and measure the clearance
between the valve stem and the rocker arm. Loosen the locknut and turn the
adjusting screw in the rocker arm,
as shown in figure 3.1. On engines
with stud-mounted rocker arms,
make the adjustment by
turning the stud nut.
Figure 3.1 – Adjusting Overhead Valves

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Valves in Block
This type of valve arrangement is not commonly seen in the field;
however, the adjustment procedure is described in case you should happen to
run across this type.
Valves within the block are adjusted "COLD"; that is, recommended valve
clearances are provided for a cold engine. These valves have mechanisms quite
similar to overhead valves. They are adjusted by removing the side cover plate
beneath the intake manifold on the side of the engine block (fig. 3.2). Since you
must stop the engine to adjust the valves, the piston in the cylinder must be on
TDC of the compression stroke. You can determine this by watching the valves
of the piston that is paired with the one that is being set. As the cylinder that is
being positioned is coming up on the compression stroke, the paired cylinder is
coming up on the exhaust stroke; therefore, the exhaust valve is open. Just as
the exhaust valve closed and the intake valve begins to open, the cylinder to be
set is on TDC of the compression stroke, and you can set the two valves. Once
the No. 1 cylinder is positioned, follow through according to the firing order of
the engine, as this makes the job easier and faster. You may also use this
procedure when adjusting valves on overhead engines.
Figure 3.2 – Adjusting Valve in block

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Checking and Adjusting Valves
Valve clearances are the small gaps between the tops of the valve stems and the
part of the mechanism which presses on them to open the valves .
Check the clearances at regular intervals as specified in the car service
schedule, and adjust if necessary. Reset the clearances whenever the cylinder
head has been removed.
The job is commonly called adjusting the tappets
A few cars have hydraulic tappets, which are self adjusting and do not need
checking.
Before starting, make sure you know the type of valve mechanism commonly
called valve gear - fitted to your engine , and the relative valve clearances. The
car handbook should tell you the clearances - if not, consult a dealer or the car
service manual.
The valve gear fitted to your engine will be either pushrod (OHV) or overhead
camshaft (OHC).
There are two types of OHC valve gear direct acting (fig 3.3) and indirect acting
(fig 3.4).
The tappets on an OHC engine are usually adjusted by placing shims of a
predetermined size under them.
Figure 3.3 – Direct acting overhead cam

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Figure 3.4 – Indirect acting overhead cam

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That is a job best left to a garage which has a micrometer for measuring shims,
and a wide selection of them. But you can check the clearances yourself, and
decide whether they need adjusting.
You must know the firing order of the engine, which cylinder is No. 1, which
are inlet and exhaust valves and which rockers or cams operate them. Make a
plan of all this information on paper.
Find the correct valve clearances for inlet and exhaust valves, and whether they
should be adjusted with the engine hot or cold.
`Hot' means that the engine must be warmed to normal working temperature,
then switched off - and you must work quickly before the engine cools.
`Cold' means absolutely cold: the engine must not have run for at least six
hours - check in the car handbook.
To speed up the job on most pushrod and some types of indirect-acting OHC
engines there is a sequence by which you can check more than one valve at a
time. But the valves of overhead-cam engines usually have to be checked singly.
 Remove the air cleaner if it overhangs the rocker cover

 Tag and number the ignition leads to avoid confusion when replacing
them, then remove them from the plugs, pulling the plug caps, not the
leads. If the leads are clipped down and in the way, unclip them.
 Note the position of any pipes, control cables and other items fastened to
the rocker cover, unfasten them and move them aside.
 Remove all the plugs with a plug spanner. With the plugs out, there is
no compression in the cylinders, so you can turn the engine easily.
 Remove the screws or bolts holding the rocker or cam cover to the cylinder
head. Carefully lift the cover together with its gasket . Put the cover in a
clean place, upside-down on newspaper to catch oil drips. Always fit a
new gasket to the rocker or camshaft cover before refitting

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Adjusting the tappets on pushrod engines
The point in the valve-operating sequence to check a pair of valves is when
another pair is 'rocking' - the brief moment when the rockers are moving in
opposite directions to close the exhaust and open the inlet valve.
For example, on a four-cylinder engine when the rockers on No. 1 are rocking
you can check both valves on No. 4.
Turn the engine in its normal direction of rotation by using a spanner or socket
wrench on the crankshaft-pulley bolt until the two chosen rockers rock.
 Measure the gap between the rocker pad and the valve stem; the feeler
blade should slide in to a close fit. If it will not go in or if it goes in with
room for movement, adjust the gap.

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 Leave the feeler gauge in place whilst you adjust. Use a screwdriver to
prevent a slotted adjusting screw from turning while you tighten the
locknut, then re-check the gap.
If in doubt, turn the crankshaft back a short way; but if you have gone too far,
turn it on almost two more turns in the normal direction and look again.
At the cylinder to be checked, insert the blade or blades of a feeler gauge ,
selected for the correct clearance, between the rocker and the valve system.
If the clearance is correct, the blade is a close sliding fit between the two parts. If
not, it may refuse to enter the gap, or it may be a loose fit, in which case you can
move the rocker up and down with the blade in place.
Adjust an incorrect clearance with the rocker adjuster screw. If the rockers pivot
on a shaft, the screw is usually at the pushrod end.
There may be a slot-headed screw with a locknut. Use a ring spanner to loosen
the locknut and turn the screw clockwise to decrease the gap, and the opposite
way to increase it.
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When the clearance is correct, hold the screw with a screwdriver while you
tighten the locknut, then re-check the clearance.
There may be a self-locking adjusting screw with no locknut. It has a hexagonal

head: adjust it with a spanner.
Alternatively, there may be no rocker shaft , each rocker being held by a nut on
a fixed pivot post. Adjust the clearance by tightening the retaining nut to reduce
the gap, or loosen it to increase the gap.
After re-checking both valve clearances, turn the crankshaft until the next pair
of rockers in the sequence rocks, and repeat the check. Carry on until all the
valve clearances have been checked.
Rule-of-nine method
An alternative sequence often recommended by car manufacturers for in-line

four-cylinder engines, is to follow the 'rule of nine'.
There are some engines - including the Fiesta 1.1 - on which this method is not
recommended: consult your car handbook or service manual if in doubt.
The feeler gauge must be a close sliding fit - with the engine hot or cold,
according to the manufacturer's instructions. With many different sorts of
engine layouts, No. 1 cylinder is usually at the crankshaft-pulley end,
irrespective of which way the engine is mounted in the car.
Turn the engine by means of a socket spanner on the crankshaft-pulley wheel,

or by jacking up one of the driven wheels, engaging a high gear, and turning the
wheel by hand to turn the engine.
Removal of the sparkplugs will make turning the engine easier.
Count the valves of No. 1 cylinder as 1 and 2, the next pair as 3 and 4 up to the
furthest pair, 7 and 8.
Turn the engine until one rocker arm is fully down, the valve being fully open.
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Follow this order:
 Check No. 1 valve clearance with No. 8 8 fully down.

 Check No. 3 valve with No. 6 fully down.
No locknut is used on this type of rocker arm. Keep the feeler gauge in place
while you adjust the self- locking bolt.
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When using the 'rule-of-nine' method, No.1 valve is fully closed when No. 8 is
fully open.
Measure the gap between cam and follower with the lobe pointing directly away
from the follower.
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Keep the feeler gauge in position while making the adjustment
Hold the adjusting nut steady while tightening the locknut

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Hydraulically Operated Valves
On engines with hydraulic valve lifters, it is not necessary to adjust the
valve periodically. The engine lubrication system supplies a flow of oil to the
lifters at all times. These hydraulic lifters operate at zero clearance and
compensate for changes in engine temperature, adapt automatically for minor
wear at various points, and provide ideal valve timing.
To adjust hydraulic lifters with the engine off, turn the crankshaft until
the lifter is on the camshaft base circle (not the lobe). The valve must be fully
closed. Loosen the adjusting nut until you can wiggle the pushrod up and
down. Then slowly tighten the rocker until all play is out of the valve train
(cannot wiggle pushrod). Repeat the adjusting procedure on the other rockers.
To adjust hydraulic lifters with the engine running, install a special oil
shroud or some other device for catching oil spray off the rocker. Start and run
the engine until it reaches operating temperature. Tighten all rockers until they
are quiet. One at a time, loosen a rocker until it clatters. Then tighten the
rocker slowly until it quiets down. This is zero valve lash.
OHC Engine Valves

There are several different methods of adjusting the valves on an overhead cam
(OHC) engine. Many are adjusted like mechanical lifters in a pushrod engine.
The rocker arm adjuster is turned until the correct size feeler gauge fits
between the rocker or cam lobe and the valve stem.
Valve adjusting shims may also be used on OHC engines for the cam-to-valve
clearance. To determine whether shims are required, measure the valve
clearance with a feeler gauge. Then, if needed remove or change the shim
thickness as necessary.
Other OHC engines have an Allen adjusting screw in the cam followers.
Turning the screw changes the valve clearance. Always refer to the
manufacturer’s manual for detailed instructions.

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COMPRESSION TEST
A compression test is one of the most common methods for determining
the mechanical condition of an engine. It should be done when symptoms
(engine miss, rough idle, puffing noise in induction or exhaust) point to major
engine problems. Measure compression pressures of all cylinders with a
compression gauge (fig. 3.12). Then compare them with each other and with
the manufacturer's specifications for a new engine. This provides an accurate
indication of engine condition.
When gauge pressure is lower than normal, pressure is leaking out of
the combustion chamber. Low engine compression can be caused by the
following conditions:
 BURNED VALVE (valve face damaged by combustion heat).

 BURNED VALVED SEAT (cylinder head seat damaged by combustion).
 PHYSICAL ENGINE DAMAGE (hole in piston, broken valve, etc.).
 BLOWN HEAD GASKET (head gasket ruptured).
 WORN RINGS OR CYLINDERS (part wear that prevents a ring-to-
cylinder seal).
 VALVE TRAIN TROUBLES (valve adjusted with insufficient clearance.
This keeps the valve from fully closing. Also, broken valve spring, seal, or
retainer).
 JUMPED TIMING CHAIN OR BELT (loose or worn chain or belt has
jumped over teeth, upsetting valve timing).
Figure 3.12 – Cylinder Compression

tester

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To perform a compression test on a gasoline engine, use the following

procedures:
 Remove all spark plugs so the engine can rotate easily. Block open the
carburetor or fuel injection pump throttle plate. This prevents restricted
air flow into the engine.
 Disable the ignition system to prevent sparks from arcing out of the
disconnected spark plug wires. Usually, the feed wire going to the
ignition coil can be removed to disable the system.
 If the engine is equipped with electronic fuel injection, it should also be
disabled to prevent fuel from spraying into the engine. Check the
manufacturer’s manual for specific directions.
 Screw the compression gauge into one of the spark plug holes. Some
gauges have a tapered rubber-end plug and must be held by hand
securely in the spark plug opening until the highest reading is obtained.
 Crank the engine and let the engine rotate for about four to six
compression strokes (compression gauge needle moves four to six times).
Write down the gauge readings for each cylinder and compare them to
the manufacturer’s specifications.
The compression test for a diesel engine is similar to that of a gasoline
engine; however, do not use the compression gauge intended for a gasoline
engine. It can be damaged by the high-compression-stroke pressure. A
diesel gauge must be used that reads up to approximately 600 psi.
To perform a diesel compression test, use the following procedures:
 Remove all injectors or glow plugs. Refer to the manufacturer’s

manual for instructions.
 Install the compression gauge in the recommended opening. A heat
shield must be used to seal the gauge when it is installed in place of
the injector.
 Disconnect the fuel shut-off solenoid to disable the fuel injection

pump.
 Crank the engine and note the highest reading on the gauge.
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A wet compression test should be used when cylinder pressure reads

below the manufacturer's specifications. It helps you to determine what engine
parts are causing the problem. Pour approximately 1 tablespoon of 30-weight
motor oil into the cylinder through the spark plug or injector opening, then
retest the compression pressure.
If the compression reading GOES UP with oil in the cylinder, the piston
rings and cylinders may be worn and leaking pressure. The oil will temporarily
coat and seal bad compression rings to increase pressure; however, if the
compression reading STAYS ABOUT THE SAME, then engine valves or head
gaskets may be leaking. The engine oil seals the rings, but does NOT seal a
burned valve or a blown head gasket. In this way, a wet compression test helps
diagnose low-compression problems.
Do NOT put too much oil into the cylinder during a wet compression test
or a false reading may result. With excessive oil in the cylinder, compression
readings go up even if the compression rings and cylinders are in good
condition.
Compression readings for a gasoline engine should run around 125 to

175 psi. The compression should not vary over 15 to 20 psi from the highest to
the lowest cylinder. Readings must be within 10 to 15 percent of each other.
Diesel engine compression readings average approximately 275 to 400 psi,
depending on the design and compression ratio. Compression levels must not
vary more than about 10 to 15 percent (30 to 50 psi). Look for cylinder
variation during an engine compression check. If some cylinders have normal
pressure readings and one or two have low readings, engine performance is
reduced. If two adjacent cylinders read low, it might point to a blown head
gasket between the two cylinders. If the compression pressure of a cylinder is
low for the first few piston strokes and then increases to near normal, a
sticking valve is indicated. Indications of valve troubles by compression test
may be confirmed by taking vacuum gauge readings.
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VACUUM GAUGE TEST
When an engine has an abnormal compression reading, it is likely that
the cylinder head must be removed to repair the trouble. Nevertheless, the
mechanics should test the vacuum of the engine with a gauge. The vacuum
gauge provides a means of testing intake manifold vacuum, cranking vacuum,
fuel pump vacuum, and booster pump vacuum. The vacuum gauge does NOT
replace other test equipment, but rather supplements it and diagnoses engine
trouble more conclusively.
Vacuum gauge readings are taken with the engine running and must be
accurate to be of any value; therefore, the connection between the gauge and
the intake manifold must be leakproof. Also, before the connection is made, see
that the openings to the gauge and the intake manifold are free of dirt or other
restrictions.
When a test is made at an elevation of 1,000 feet or less, an engine in good
condition, idling at a speed of about 550 rpm, should give a steady reading
from 17 to 22 inches on the vacuum gauge. The average reading will drop
approximately 1 inch of vacuum per 1,000 feet at altitudes of 1,000 feet or
higher above sea level.
When the throttle is opened and closed suddenly, the vacuum reading should
first drop about 2 inches with the throttle open, and then come back to a high
of about 24 inches before settling back to a steady reading as the engine idles,
as shown in figure 3.13. This is normal for an engine in good operating
condition.
If the gauge reading drops to about 15 inches and remains there, it would
indicate compression leaks between the cylinder walls and the piston rings or
power loss caused by incorrect ignition timing. A vacuum gauge pointer
indicating a steady 10 inches, for example, usually means that valve timing of
the engine is incorrect. Below-normal readings that change slowly between two
limits, such as 14 and 16 inches, could indicate a number of problems. Among
them are improper carburetor idling adjustment, maladjusted or burned
breaker points, and spark plugs with the electrodes set too closely.
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Figure 3.13 – Approximate

Vacuum gauge readings on a normal operating engine
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A sticking valve could cause the gauge pointer to bounce from a normal
steady reading to a lower reading and then bounce back to normal. A broken or
weak valve spring can cause the pointer to swing widely, as the engine is
accelerated. A loose intake manifold or leaking gasket between the carburetor
and manifold shows a steady low reading on the vacuum gauge. A vacuum
gauge test only helps to locate the trouble. It is not conclusive, but as you gain
experience in interpreting the readings, you can usually diagnose engine
behavior.
CYLINDER LEAKAGE TEST

Another aid in locating compression leaks is the cylinder leakage tester.
The principle involved is that of simulating the compression that develops in
the cylinder during operation. Compressed air is introduced into the cylinder
through the spark plug or injector hole, and by listening and observing at
certain key points, you can make some basic deductions.
The commercial testers, such as the one shown in figure 3-14, have a gauge
indicating a percentage of air loss. The gauge is connected to a spring-loaded
diaphragm. The source of air is connected to the instrument and
counterbalances the action of the spring against the diaphragm. By adjusting
the spring tension, you can calibrate the gauge properly against a variety of air
pressure sources within a given tolerance.
In making a cylinder leakage test, remove all spark plugs, so each piston can
be positioned without the resistance of compression of the remaining cylinders.
Next, place the piston at TDC or "rock" position between the compression and
power strokes. Then you can introduce the compressed air into the cylinder.
Note that the engine tends to spin. Now, by listening at the carburetor, the
exhaust pipe, and the oil filler pipe (crankcase), and by observing the coolant in
the radiator, when applicable, you can pinpoint the area of air loss. Aloud
hissing of air at the carburetor indicates a leaking intake valve, or valves.
Excessive hissing of air at the oil filler tube (crankcase) indicates an excessive
air leak past the piston rings. Bubbles observed in the coolant at the radiator
indicates a leaking head gasket

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As in vacuum testing, indications are not conclusive. For instance, a
leaking head gasket may prove to be a cracked head, or bad rings may be a
scored cylinder wall. The important thing is that the source of the trouble has
been pinpointed to a specific area, and a fairly broad, accurate estimate of
repairs or adjustments required can be made without dismantling the engine
Figure 3.14 – Cylinder leakage

tester
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Direction: Give the correct answer of the following questions.
1. What three characteristics of a valve spring should you check?
2. Overhead valves are adjusted with the engine in what condition ?
3. When you perform a wet compression test and the reading goes up, what
is the most likely problem?
4. You make a vacuum gauge test at sea level with the engine idling at 550
rpm, and you get a reading of 10 inches. What is the most probable
cause?
5. When performing a cylinder leakage test, you notice a loud hissing of air
from the carburetor. This is an indication of what type of problem?
6. What are the two types of OHC Valves?
7. What are usually adjusted by placing shims?

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ANSWER KEY 1.1-2
1. Spring squareness, spring free height and spring tension
2. Normal operating temperature
3. Piston rings and cylinders may be worn and leaking pressure
4. Incorrect timing
5. Leaking intake valves
6. Direct and Indirect acting
7. Tappets
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TASK SHEET No. 3.1
TITLE: VALVE CLEARANCE

Valve Clearance
Performance Objectives To be able to check and adjust valves.
Supplies/Materials Hand tools, service manual,
Equipment Engine
1. Prepare hand tools

Steps/Procedure 2. Prepare engine and working table
3. Prepare personal Protecting
equipment
Assessment Methods Demonstration With Oral Questioning

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JOB SHEET No. 3.1
TITLE: PERFORM VALVE CLEARANCE
Performance Objectives To be able to check and adjust valves.
Supplies/Materials Hand tools, service manual,
Equipment Engine
1. Observe safety at all times.

Steps/Procedure 2. Turn the ignition switch to the "LOCK" (OFF)
position.\
3. Remove the rocker cover assembly
4. Install the special tool dial gauge extension
(MD998913) to the dial gauge. When installing the
dial gauge to the magnet base plate, the dial gauge
must have almost the same angle as the inlet valve
has
5. Rotate the crankshaft clockwise and align the timing
mark of the rocker shaft holder with the one circular
timing mark of the V.V.T. sprocket. Therefore, the
No. 1 cylinder is set at the top dead centre on its
compression stroke.
6. For the No. 1 cylinder inlet valve, check and adjust
the valve clearance according to the following
procedures. Slowly rotate the coupling clockwise.
When lightly touching the worm wheel to the
minimum lift stopper, stop the worm wheel at the
position shown in the illustration.
7. Set the dial gauge on the upper face of the valve
spring retainer at the forward engine side. Set the
dial gauge to 0. Slowly rotate the coupling. Place the
worm wheel as shown in the illustration so that the
centre of the worm wheel gear can engage with the
worm shaft (at around the middle lift position).
8. Pushing the feeler gauge with 0.15 mm in thickness
between the swing cam and the roller of the rocker
arm, rotate the coupling clockwise. Rotate the worm
wheel to the minimum lift side. Insert the feeler
gauge top by approximately 5 mm.
9. Check that the feeler gauge is securely inserted
10.
Assessment Methods Demonstration With Oral Questioning


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CRITERIA YES NO
1. Identified the stationary parts of an engine
2. Identified the moving parts of an engine

Performance Criteria Checklist No. 1.1

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COMPETENCY-BASED LEARNING MATERIAL

Date Developed: Document No. AS-NCI

Engine Adjustment and

Reference / Further Reading

Learning Outcome Summary

Date Developed: Document No. AS-NCI

Welcome to the Module: Internal Combustion Engine. This module contains

You are required to go through a series of learning activities in order to

Recognition for Prior Learning (RPL)

Been working for some time.

In doing the activities to complete the requirements of this module, please be

3. Most probably, your trainer will also be your supervisor or manager.

5. You will be given plenty of opportunity to ask questions and practice

Date Developed: Document No. AS-NCI

No. Unit of Competency Module Title Code

3. Engine Adjustment and

Date Developed: Document No. AS-NCI

QUALIFICATION Automotive Servicing NCI

UNIT OF COMPETENCY Engine Adjustment and Testing

MODULE TITLE Internal Combustion Engine

This module describe the techniques used in adjusting

NOMINAL DURATION 24 hours

Date Developed: Document No. AS-NCI

LEARNING OUTCOME SUMMARY

Date Developed: Document No. AS-NCI

Learning Activity/Guide Special Instruction

Date Developed: Document No. AS-NCI

 Describe the techniques used in adjusting engine valves.

Figure 3.1 – Adjusting Overhead Valves

Date Developed: Document No. AS-NCI

Figure 3.2 – Adjusting Valve in block

Date Developed: Document No. AS-NCI

Figure 3.3 – Direct acting overhead cam

Date Developed: Document No. AS-NCI

 Remove the air cleaner if it overhangs the rocker cover

Date Developed: Document No. AS-NCI

Date Developed: Document No. AS-NCI

There may be a self-locking adjusting screw with no locknut. It has a hexagonal

An alternative sequence often recommended by car manufacturers for in-line

Turn the engine by means of a socket spanner on the crankshaft-pulley wheel,

Removal of the sparkplugs will make turning the engine easier.

 Check No. 1 valve clearance with No. 8 8 fully down.

Hold the adjusting nut steady while tightening the locknut

OHC Engine Valves

Date Developed: Document No. AS-NCI

 BURNED VALVE (valve face damaged by combustion heat).

Figure 3.12 – Cylinder Compression

Date Developed: Document No. AS-NCI

To perform a compression test on a gasoline engine, use the following

 Remove all injectors or glow plugs. Refer to the manufacturer’s

 Disconnect the fuel shut-off solenoid to disable the fuel injection

A wet compression test should be used when cylinder pressure reads

Compression readings for a gasoline engine should run around 125 to

Figure 3.13 – Approximate

CYLINDER LEAKAGE TEST

Date Developed: Document No. AS-NCI

Figure 3.14 – Cylinder leakage

Direction: Give the correct answer of the following questions.

1. What three characteristics of a valve spring should you check?

2. Overhead valves are adjusted with the engine in what condition ?

is the most likely problem?

from the carburetor. This is an indication of what type of problem?