Ats 4

Republic of the Philippines
Department of Education
Unit of Competency: PERFORM DIESEL ENGINE TUNE UP
Module No.: 1 Module Title: Performing Diesel Engine Tune Up
0
TABLE OF CONTENTS
Page
How to Use this Module ………………………………………….. i
Introduction……………………………………………………………. ii
Technical Terms …………………………………………………….. iii
Learning Outcome 1 ………………………………………………… 1
Learning Experiences/ Activities ……………………….. 2
Operation Sheet 1... ……………………………………….. 3
Operation Sheet 2... ……………………………………….. 5
Operation Sheet 3... ……………………………………….. 7
Operation Sheet 4... ……………………………………….. 9
Assessment Performance ………………………………… 12
Operation Sheet 5... ……………………………………….. 15
Operation Sheet 6... ……………………………………….. 16
Operation Sheet 7... ……………………………………….. 18
Operation Sheet 8... ……………………………………….. 20
Operation Sheet 9... ……………………………………….. 24
1
HOW TO USE THIS COMPETENCY-BASED LEARNING MATERIAL
This module contains training materials and activities for you to

complete. The unit of competency “PERFORM DIESEL ENGINE TUNE UP”
contains the knowledge, skills and attitudes required for Automotive
Servicing. It is one of the specialized modules at National Certificate level I
(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 operation sheets that are used in performing the given task.
Information sheet This will provide you with information (concepts,
principles and other relevant information) needed in performing
certain activities.
Operation sheet This will guide you in performing single task, operation
or process in a job.
You may already have some or most of the knowledge and skills covered in
this learner’s guide because you have:
0 Been working for some time
1 Already completed training in this area.
If you can demonstrate to your teacher that you are competent in a

particular outcome, you don’t have to do the same training again. Talk to
your teacher on how to be formally recognized. If you have a qualification or
certificate of competence from previous training, show it to your teacher. If
the skills you acquired are still current and relevant to the unit/s of
competency they may become part of the evidence you can present for RPL.
If you are not sure about the currency of your skills, discuss this with your
teacher.
Inside this learner’s guide you will find the activities for you to
complete and at the back are the relevant operation sheets for each learning
outcome. Each learning outcome may have more than one learning
activities.
2
Course Title : AUTOMOTIVE SERVICING
Unit of Competency : PERFORM DIESEL ENGINE TUNE-UP
Module Title : Performing Diesel Engine Tune-up
Introduction
This module consists of three (3) learning outcomes with nine

5888 important operation sheets that both teacher and students can use to
show actual applications of the following; procedures in installing injection
pump and timing gear case for Isuzu diesel engine C-240,procedures in
installing the injection pump timing gear to engine the vintage type vehicle,
procedures in setting fuel injection timing, procedures in proper usage of
special tools in setting injection timing, procedures in bleeding the diesel
fuel system when engine is not functioning, procedures in bleeding injection
line during cranking the engine or even the engine is running, procedures in
bleeding the fuel system, essential steps in bleeding the fuel system and
procedure in compression testing and precaution.
3
TECHNICAL TERMS
23 Air bleeder a device used to remove air from a hydraulic system.

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

volume through the application of pressure.
26 Compression check a measurement of the compression of each

cylinder at cranking speed or as recommended by the
manufacturer.
27 Compression gauge a test instrument used to test the cylinder

compression.
28 Compression pressure a pressure in the combustion chamber at

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

cylinder when the piston is at BDC and the volume remaining
when the piston is at TDC.
30 Injection period a period of injecting fuel covering the daily period,

rapid combustion and at the end of combustion.
31 Retard (Injection timing) means to set the timing so that

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

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

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

damper or flywheel used to check injection timing.
4
Program/Course: Automotive Servicing NC I
Unit of Competency: PERFORM DIESEL ENGINE TUNE-UP
Module Title: Performing Diesel Engine Tune-up
Learning Outcome 1. Install Injection Pump Following the Correct Timing
ASSESSMENT CRITERIA
5888 Injection timing is set as per engine specifications

5889 Required injection pump installation process is set-up as SOP
requirement.
5890 Mounting bolts are tightened as per specifications and torque
sequence
Resources
23 Automotive Mechanics, 10th edition

24 By: Crouse/ Anglin
25 Modern Automotive Technology
26 By: James E. Duffy
27 Manufacturer’s Manual
28 Toyota Corporation
29 Diesel Mechanics by: Erich J. Schulz Copyright ©1977 by Mc Graw-
Hill, Inc..
30 Diesel Engines by J.N. Seale Copyright © 1977 by Butterworth & Co.
(publishers) Ltd.
31 Diesel Engine Manual by: Perry O. Black Copyright © 1964 by Howard
W. Sams & Co., Inc., Indianapolis, Indiana.
1
LEARNING EXPERIENCES/ACTIVITIES
Learning Outcome No. 1. Install injection pump following the correct

timing
Learning Activities Special Instructions
LO1 Install Injection Pump Following the Correct Timing

5888 Perform the installation of 23 See the operation sheet
injection pump and timing gear no.1 under LO1
case for (Isuzu Diesel Engine C-
240)
5889 Perform the installation 24 See the operation sheet

of injection pump timing gear no.2 under LO1
to engine for vintage type.
5890 Perform the 25 See the operation sheet

setting fuel injection no.3 under LO1
timing
26 See the operation sheet
5891 Perform the proper usage no.4 under LO1
of special tools in setting
injection 27 See the operation sheet
no.4 under LO1
5892 Follow the safety
measures in installing the
injection pump engine
2
OPERATION SHEET NO.1
LO 1: INSTALL INJECTION PUMP FOLLOWING THE CORRECT TIMING
Title: Installing Injection Pump following the correct timing
Condition
Supplies and materials

23 CD
24 Bond paper
25 Board marker
26 White board
Tools
5888 A set of open wrench
5889 Set of special service tool
Equipment
23 Engine
24 Injection system mock-up
25 TV monitor with VCD/LCD
26 Vehicle
PROCEDURE IN INSTALLING THE INJECTION PUMP AND TIMING GEAR

CASE FOR ISUZU DIESEL ENGINE C-240:
5888 Prepare the supplies, materials, tools and equipment

needed;
5888 Preparation for installation of timing gear case.
Fig.1 shows timing

gear case a
assembly
a. Position a piece of wood
under the timing gear case
and install the crankshaft
front oil seal using special
tool; installer (5-85200-013-
0).
Note: Fill the clearance

between lips of oil seal with
grease.
3
23 Assemble the O rings to the timing gear case.
5888 Make certain O rings are,

properly fitted into
position.
5889 Discard used O rings
and install new one.
Fig. 2 shows the O ring
23 Installation of injection pump.

23 Align the marks X and Y on
the crankshaft gear, idler
gear and camshaft gear.
24 Install the injection pump by aligning the mark Z on the

injection pump gear with the mark Z on the camshaft gear.
Note: Apply a thin coat a liquid gasket to both faces of the
gasket.
Fig. 3 shows the

timing mark
5888 Installation of timing gear case.
5888 Install the oil thrower
with its rear face turned to
the gear side on the front part
of the crankshaft gear.
5889 Install the timing

gear case and fix the injection
pump in position of
installation.
Interpretation of timing marks for diesel engine

Fig.4 shows timing
mark in letter
a. Diesel Timing Marks

Signifying letters
4
0 Diesel Timing Marks
signifying numbers
Fig. 5 show timing mark in number
Condition:

CD
Bond paper
Board marker
White board
Tools

Equipment
0 Engine
5
0 Vehicle
Procedure in installing of Injection pump, timing gear to engine
vintage type vehicle.
Prepare the supplies, materials, tools and equipment needed.
Loosen the four nuts attaching the pump to the mounting flange
plate and align the center timing mark on the pump flange with
the pointer on the plate. Tighten the four nuts.
Be sure that the O-ring is in place on the forward face of the pump
mounting flange.
Remove the threaded timing port plug on the governor housing

behind the control lever to expose the camshaft bushing timing
mark. Rotate the pump drive gear to align the timing mark on
the camshaft bushing with the pointer on the governor. The
guide plate notch will be approximately the 8 o'clock position as
viewed from the front. Be sure the engine is positioned as
described in step 10 of the removal procedure.
Insert the automatic timer into the timing gear case and with the
injection pump rotated against the crankshaft, rotate the pump
driver gear to mesh the drive and idler gears. Do not force the
pump into position.
Push the pump forward into the case. Rotate it away from the
crankcase to align the attachment holes.
Attach the pump to the timing gear case.
Rotate the engine crankshaft in the opposite direction of normal

operation until the crankshaft reaches the 18° before TDC mark
on the crankshaft pulley. The governor pointer and the injection
pump camshaft bushing timing marks should now be aligned. If
they are not aligned, the pump has been installed incorrectly
and must be removed and reinstalled.
Install the governor housing timing port plug and proceed with the
pump installation by reversing the remainder of the removal
procedure. Do not connect the no. 1 injecting pipe, fuel control
rod or the batteries.
Bleed the air from the fuel filter and the injection pump by
removing the air bleeder screws.
6
Condition:
0 CD
1 Bond paper
2 Board marker
3 White board
Tools

Equipment
0 Engine
3 Vehicle
PROCEDURE IN SETTING FUEL INJECTION TIMING
0 Prepare the supplies, materials, tools and equipment needed;
1 Disconnect the batteries and the fuel shut off rod at the stop lever.
2 Rotate the crankshaft in the direction of normal operation until no.

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

3
1 /4 turns.
5 Disconnect no. 1 injection pipe from the delivery valve holder.
7
0 Turn the crankshaft in the normal direction of engine operation in
small steps. Stop when fuel begins to flow from the delivery valve
holder. Injection begins at this point. The control lever must be in
the idle position.
1 Read the injection timing point from the scale on the back of the
crankshaft damper. If the timing is correct, the timing mark should
be at the value shown on the Vehicle Emission Control Information
label on the rocker cover +- 2 degrees.
2 If the timing point determined differs from the standard value,

minus 2 degrees, loosen the four pump-to-flange plate nuts and
rotate the pump (toward the crankcase to advance the timing, away
from the crankcase to retard it) to correct the difference. Each
mark on the injection pump timing scale represents 6 degrees.
Tighten the flange plate nuts and repeat the timing procedure to be
sure the timing is correct.
Interpretation of timing marks.
0 Injection pump timing marks
Fig.1
Camshaft bushing timing mark
Fig. 2
8
Condition:

CD
Bond paper
Board marker
White board
Tools
A set of open wrench

Set of special service tool
Equipment
Engine
Injection system mock-up
TV monitor with VCD/LCD
Vehicle
PROCEDURE IN PROPER USAGE OF SPECIAL TOOLS IN SETTING

INJECTION TIMING
Prepare the supplies, materials, tools and equipment needed;

0 Installation of crankshaft gear
Install the crankshaft gear using
special tool; gear installer (9-8522-
0021-0)
Note: Install the crankshaft
gear, so that its side with the
mark X is turned in front of
engine.
Fig. 1 shows the installation

of crankshaft gear
9
Installation of front plate
Install the gasket and front plate by aligning the holes with the
locating dowels on the cylinder body using 3 bolts.
Note: Apply a thin coat of liquid gasket evenly to both faces of
the gasket before installation.
Installation of camshaft
Apply engine oil to the camshaft journals and cams,
then install the camshaft on the cylinder body.
Install the thrust plate bolts and tighten then securely

by fitting tool into the hole in the camshaft gears
Note: When installing the camshaft, care must be given to
avoid scratch the camshaft bearing.
Fig.2. shows the

installation of idle gear
Installation of Idle gear.

5.1 Install the idle gear, so that the
oil port in the idle gear shaft is
turned to the crankshaft gear side
and bolt holes are aligned.
Fig.3. shows the three

signifying letter as mark
5.2 Apply engine oil to the idle gear
shaft and install the idle gear
by aligning the marks X and Y
on the gear with those on the
crankshaft gear and camshaft
gear.
5.3 Install the thrust cellar with its

chamfered side out using 2
bolts.
10
Installation of camshaft gear bolt
6.1 Install the plain washer with its chamfered side out, then
install the bolt.
6.2 Torque the camshaft gear fixing bolts to specification by

inserting a bar into position between the crankshaft and
cylinder body to prevent turning of the crankshaft.
Bolt torque 7m-kg
Fig.4 shows the installation

crankshaft rear oil seal
Installation of crankshaft rear oil seal
Install the oil seal spaces and oil
seal in position from the rear side of the
cylinder body using special tool:
installer. (9-8522-1279-0). Fill the
clearance between lips of the seal with
grease before installing the oil seal.
Note: If the oil seal fitting face of
the crankshaft is found to be
worn, adjust fitting of the oil seal
by installing the oil seal without
the spacer.
SAFETY IN INSTALLING INJECTION PUMP TO ENGINE
0 Do not over tighten pump drive gear nut. The replacement pump
shaft should be aligned in position to eliminate the need to set
pump-to-engine timing for this is not the final torque for the drive
gear.
1 Do not steam-clean the injection pump while the engine is running.
(The temperature difference may cause serious damage to the
pump.
2 When using a timing pin, do not forget to remove it before turning
the engine over; otherwise the injection pump will be damaged.
3 Be careful of mounting the injection pump to engine, dropping it by
accident would damage the body parts of the pump.
4 Do not apply heavy rotational force on pump after gear back lash is
removed as this may preload the pump and effect pump-to-engine
timing.
5 Be sure that the area is clean.
11
ASSESSMENT PERFORMANCE
LO 1.Installing the injection pump following the correct timing.
Workmanship/Performance
Points
A. Setted injections pump following the timing mark safely. 35
 Accurate timing - - - - - - - - - - - - - - - - --- 35
 Minus or plus one tooth ahead or delay --- 25
 Wrong timing - - - - - - - - - - - - - - - - - - ---15
B. Installed injection pump to the engine safely.

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

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

sequence - - - - - - - - - - - - - - - - - - - - 30
 3 bolts are tightened specification and
Sequence - - - - - - - - - - - - - - - - - - - - - -- 20
 Less than 3 bolts tightened in specification and
sequence - - - - - - - - - - - - - - - - - - - - - -- 10
100
12
Learning Outcome 2. Bleed Injecting Fuel System
ASSESSEMENT CRITERIA
Fuel level, line leakage and fuel strainer/filter are checked

Air lock free fuel system is determined screw and primer pumps are
bleed
Resources
Automotive Mechanics, 10th edition

By: Crouse/ Anglin
Modern Automotive Technology
By: James E. Duffy
Manufacturer’s Manual
Toyota Corporation
Diesel Mechanics by: Erich J. Schulz Copyright ©1977 by Mc Graw-Hill,
Inc..
Diesel Engines by J.N. Seale Copyright © 1977 by Butterworth & Co.
(publishers) Ltd.
Diesel Engine Manual by: Perry O. Black Copyright © 1964 by Howard W.
Sams & Co., Inc., Indianapolis, Indiana.
13
Learning Outcome # 2 : Bleed the Injecting Fuel System
LO1 Install Injection Pump Following the Correct Timing
Perform the air bleeding of See the operation sheet no.5

diesel fuel system under LO2
Perform the air bleeding of See the operation sheet no.5
diesel fuel system when not under LO5
cranking or running the
engine.
See the operation sheet no.6
Perform the air bleeding of under LO2
diesel fuel system when
cranking or running the
engine.
Perform in bleeding the Fuel See the operation sheet no.7
System when shut off engine. under LO2
Perform the essential steps in See the operation sheet no.8
bleeding the fuel system under LO2
Follow the safety measure in See the operation sheet no.8
air bleeding under LO2
14
OPERATION SHEET No. 5
LO 2: BLEED INJECTION FUEL PUMP SYSTEM
Title: Bleeding Injection Fuel Pump System
Condition:
Diesel fuel
Rags
Container
Tools
One set of open wrench

One set of box wrench
One set of screw driver
Equipment
Diesel engine mock-up

Vehicle
PROCEDURE IN BLEEDING THE DIESEL FUEL SYSTEM WHEN

ENGINE IS NOT FUNCTIONING.
Prepare the supplies, materials, tools and equipment
After the injection pump is timed to the engine and its mounting
bolts are torque to specifications connect the low-pressure fuel
line, the injection lines, the throttle, and the shut off control to
the injection pump.
Bleed the air from the filters, fuel lines, and the injection pump to
prevent lock of lubrication to the pump elements and possible
damage to the closely fitted parts.
To bleed the system, first check the level of the fuel tank. If it is
below the injection pump, fill the tank.
15
Open the shut off value, the primary filter, the secondary filter, and
the injection-pump vent screws. Allow fuel and air to flow from
the vents until the fuel is free of air bubbles. Then tighten the
vent screws in sequence, one after the other.
Fig.5 shows the diesel fuel injection system
OPERATION SHEET No. 6 under LO2
LO 2: BLEED INJECTING FUEL SYSTEM
Title: Bleeding Injecting Fuel System
Condition:

Diesel fuel
Rags
Container
Tools

16
Equipment

Vehicle
Procedure in bleeding injection line during cranking the engine or

running the engine.
1. Prepare the supplies, materials, tools and equipment
Fig. 1 shows the injection line

and fitting
To vent the injection line, set the
throttle to the full-fuel position.
Shut off lever or the switch in the

“run” position.
Place the decompression lever in the

“decompression” position.
Loosen all the injection-line fitting at

the injectors.
Crank the engine until fuel squirts

from the injection lines, and then
tighten the connection.
The high-pressure side of the

injection lines is usually self-
bleeding since the air is forced out
through the action of the pumping
element. However, when the
cranking motor is only moderate
when the engine fails to start, or
when it continues to run rough,
venting of the injection line is
necessary.
17
Condition:
Diesel fuel
Rags
Container
Tools

Equipment

Vehicle
18
Procedure in bleeding the Fuel System shut off engine.
Prepare the supplies, materials, tools and equipments
Loosen the fuel filter petcock or valve and operate the priming pump
on the feed pump. If the filter is filled with fuel, fuel containing air
bubbles will be discharged from the petcock or valve. Continue
pumping until the discharge fuel contains no more air bubbles.
Then tighten the fuel valve or petcock securely.
Loosen the air bleeder screw at the top of the injection pump and
operate the priming pump. Continue pumping until all air is bled
from the fuel in the pump reservoir. Then close air bleeder screw
securely.
Fig. 1 show the priming pump,

line and fitting
19
OPERATION SHEET No. 8 under LO2
Condition:
Diesel fuel
Rags
Container
Tools

Equipment

Vehicle

Essential Steps in Bleeding the Fuel System
Prepare the supplies, materials, tools and equipments
Make sure that fuel tank shut off is in “on” position.
Bleed the air from fuel filter. Loosen the air bleed screw at the top
of the fuel filter expel in the fuel flowing from the filter.
Bleed the air from the fuel return pipe installed on the fuel injector,
and bleed the air by operation the manual handle of the lift
pump. (If there is more than one injector, bleed the one at the
end of the line).
Bleeding the air from the fuel line – (line from the filter to the
injector pump). Loosen the air venting screw at the injection
pump and operate the manual handle of the lift pump until all
the air bubbles are out.
20
Bleed the air from the fuel injector. Loosen the nipple on the fuel
injector side, set the throttle to half and the decompression lever
to the decompression position and crank engine. When no more
bubbles appear in the fuel flowing from the end of the injection
pipe, re-tighten the nipple.
Fig.1 shows the part and the diesel fuel line connection
SAFETY MEASURE IN BLEEDING
0 If your bleed the system by using the hand priming pump, do not
forget to lock it. If the pump is not locked, there will be no transfer-
pump pressure because fuel will circulate within the transfer
pump.
1 Since the presence of air in the fuel system anywhere between the
fuel tank and the injector will cause a no start of erratic running
condition. Always bleed the air when the system if disassembled,
filter changed or run out of fuel.
2 Air entrapped in the fuel system can cause inadequate fuel
injection, poor operation, and hard starting. Whenever the fuel
system is serviced, it should be bled of entrapped air in the proper
sequence.
3 Be sure that every fittings of the Diesel fuel line are all air tight in
order to prevent atmospheric air pressure enters the line loose
fittings.
4 Be sure that each fuel line is installed onto the same pump outlet
port position from which it was removed value holders from
injection pump delivery valve holders from turning when installing
the lines onto the pump.
21
LO 2.Bleed Injecting Fuel System
Workmanship/Performance Points
A. Checked the fuel level, line leakage and fuel strainer / 35

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

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

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

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

working - - - - - - - - - - - - - - - - - - - - - - - - 15
C. Bleeding the bleeder screw by hand priming the primer 30
pump safely.
 One to tow minutes - - - - - - - - - - - - - - - - 30
-Threetotwominutes-------------- 20
 6 minutes or more - - - - - - - - - - - - - - - - - 10
100
22
Learning Outcome 3. Conduct Compression Testing
ASSESSMENT CRITERIA
Engine requirements in compression testing is determined

Specification compression test result is read and interpreted per SOP.
Corresponding recommendation/prescription is given based on the test
result
Resources

By: Crouse/ Anglin
By: James E. Duffy
Toyota Corporation
Diesel Mechanics by: Erich J. Schulz Copyright ©1977 by Mc Graw-Hill,
Inc..
Diesel Engines by J.N. Seale Copyright © 1977 by Butterworth & Co.
(publishers) Ltd.
Diesel Engine Manual by: Perry O. Black Copyright © 1964 by Howard W.
Sams & Co., Inc., Indianapolis, Indiana.
23
LO 3. CONDUCT COMPRESSION TESTING
TITLE: Conducting Compression Testing
Condition:
Ball pen
Bond paper
watch
Tools
Compression tester for diesel engine

One set of open end wrench
One set of combination wrench
Adjustable wrench
Equipment

Vehicle
PROCEDURES IN COMPRESSION TESTING AND PRECAUTION
Prepare the supplies, materials, tools and equipments Tools
Remove the air cleaner and install a manifold cover.
Disconnect the wire from the fuel shutoff solenoid terminal of the
injector pump. This prevents delivery of fuel during the test.
Fig.1 shows the rotary type of injection pump
24
Disconnect glow-plug wires and remove glow plugs
Screw the compression-tester fitting into the glow-plugs. Hole of

the cylinder to be checked.
Fig. 2 shows the checking and testing of compression pressure
Then, crank the engine for at least 12 crankshaft revolutions

(six “puffs”).
Check all cylinders on the same way. Get the reading of every
cylinder.
Fig. 3 shows the compression tester using a hose type
Note:
Clean the injector bore or sleeve with the recommended tool,
but make certain that no carbon remains in the combustion
space.
25
b. Be sure the crankcase is at the proper level, the battery is
properly charged and with a good effective starter that
produces high efficiency in cranking the engine.
B. INTERPRETATION OF RESULTS FROM COMPRESSION TESTING
The lowest compression pressures reading will be not less than 70

percent of the highest. Therefore, the cylinder will read less than 275
pounds (Pounds per square inch or PSI. In the metric measurement
system, this will be 1,892kpa.)
In connection with the pressure shown not less than 70 percent, I
think, everything is normal, the compression builds up quickly and
evenly. But if, there will be leakage past the piston rings, the
compression pressures will become low on the first strokes but will
tend to build up toward normal with later strokes. However, it does
not reach normal since one of the piston cylinders is lower than
minimum standard and the pressure is rapidly lost, this concluded
low compression.
.70% = 275 PSI

275 ÷ .7 = 393
392 – 275 = 118
118 ÷ .3 = 393
EXAMPLES
126 ÷ .7 = 180
180 – 126 = 54
54÷.3=180
180 x 1.0 =
275 ÷ .7 = 393
393 – 275 = 118
118 ÷ .3 = 393
393 x 1.0 = 393
140 ÷ .75 = 187
187 – 140 = 47
47 ÷ .25 = 187
1.0 x 140 = 140
105 ÷ .75 = 140
140 – 105 = 35
35 ÷ .25 = 140
1.0 x 140 = 140
In some manufacturer like ford, specified that the indicated

compression pressures are considered normal if the lowest reading
cylinder is within 75% of the highest. Refer to the following example
and chart. Seventy-five percent of 140, the highest cylinder reading
are 105. Therefore, if cylinder no.1 being less than 75% of cylinder
no.4 in firing orders 1-3-4-2, this indicates an improperly seated valve
or worn or broken piston rings.
26
If one or more cylinders read low squirts approximately one (1)
table’s spoon of engine oil on top of the piston in the low reading
cylinder. Repeat compression pressure check on these cylinders.
Then, observed the reading compared previous read pressured test:
If compression improves considerably, the piston rings are at
fault.
If compression does not improve, valves are sticking or seating
poorly.
If two other cylinder indicate low compression pressure and
squirting oil on the piston does not increase the compression,
the cause maybe a cylinder head gasket leak between the
cylinders. Engine oil and/or coolant in the cylinders could
result from this problem.
Note: an engine compression test is easy to do but, if the result

need to be tempered with the knowledge of testing conditions that
reduce the accuracy of your test. As the battery gets hotter and
the engine cools down, your results from any one cylinder will
change. It is important to do the test a quickly as possible, with as
little cranking as needed to complete the test. Circumstances arise
where a more accurate leak down test should be utilized before
you start tearing the engine down. Reading that are at the
extremes of the chart. (Meaning over-all very high or very low
readings), may indicate conditions inside the cylinders that a
compression test won’t depict properly.
C. RECOMMENDATIONS ARE GIVEN BASED ON THE RESULTS

INTERPRETED
Compute the mathematic by yourself but the following chart
reference will be used by the mechanic when checking cylinder
compression pressures (to avoid mathematical errors) the chart (below
has been calculated so that the lowest reading number is 75% of the
highest reading.
Note: the “actual” compression readings are all important, keep in
mind that few engines will run with a compression under 100 PSI.
However, there are some engines that will test with readings in the
90 PSI range at a regular basis.
27
CHART OF COMPRESSION PRESSURES THAT RANGES MINIMUM AND
MAXIMUM WILL BE THE BASES OF TECHNICIAN RECOMMENDATION.
Maximum
Minimum PSI Maximum PSI Minimum PSI
PSI
135 ......... .101 192 ..........144
136 ......... .102 193 ..........145
139 ......... .104 196 ..........147
140 ......... .105 197 ..........148
143 .......... 107 200. .........150
144 ......... .108 201 ..........151
147 ......... .110 204 ..........153
148 ......... .111 205. .........154
151 ......... .113 208 .........156
152 ......... .114 209. .........157
153 ......... .115 211 .........158
156 ......... .117 213 ..........160
157 ......... .118 216. .........162
160 ......... .120 217 ..........163
161 ......... .121 220 ..........165
164 ......... .123 221 ..........166
165 ......... .124 224 ..........168
168 ......... .126 225 ..........169
169 ......... .127 228. ..........171
172 ......... .129 229 ..........172
175 ......... .131 232 ..........174
176 ......... .132 233. .........175
177 ......... .133 236. .........177
180 ......... .135 237. .........178
181 ......... .136 240 ..........180
184 ......... .138 241 ..........181
187 ......... .140 244. .........183
188 ..........141245..........184
189..........142 248 ..........186
249 ..........187
I therefore recommend that if below the minimum specified

compression pressure the Engine, will be subjective to General Engine
Overhaul.
Note: No top overhaul will be allowed by the car manufacturer.
28
LO 3. Conduct Compression Testing
Workmanship/Performance Points
A. Tested the compression pressure of four cylinders diesel 35

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

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

the cylinder.
 All cylinders recommended correctly - - - - 30
 Three cylinders recommended correctly- - - 25
 Two cylinders recommended correctly- - - - 20
 One cylinders recommended correctly - - - - 15
 None - - - - - - - - - - - - - - - - - - - - - - - - - - 10
100
29
ACKNOWLEDGMENT
Copyright Department of Education 2008
First Published May 2008
This draft was prepared at the Competency-Based Learning Materials

Development Workshop conducted at the Development of the Philippines on
May 5-10, 2008.
This learning instrument was developed by the following personnel:
Technology Teachers:
Jonathan O. Diaz
TVE-Automotive-Technology Coordinator
San Pedro Relocation Center National High School
Langgam, San Pedro, Laguna
Romeo Q. Ibloguin Sr.
Teacher III
E. Rodriguez Vocational High School
Division of City Schools, Manila
Nagtahan, Sampaloc, Manila
Robert S. Domingo
Teacher I
AFG Bernardino Memorial Trade School
Lias, Marilao, Bulacan
Lino A. Olit
Teacher I
30
Community Vocational High School
Masipit, Calapan City, Oriental Mindoro
Arpil P. Medrano
Teacher I
Tanza National Trade School
Paradahan I, Tanza, Cavite
ACADEMIC WRITERS:
Araceli T. Bondoc
Head Teacher III (ENGLISH)
A.J. Villegas Vocational High School
Romhel C. Odtohan
Teacher I (ENGLISH)
AFG Bernardino Memorial Trade
School Lias, Marilao, Bulacan
Mary Ann P. Lait
Teacher I (SCIENCE)
Ragay National Agricultural and Fisheries School
Ragay, Camarines Sur
Helen U. Divina
Teacher I (SCIENCE)
General Mariano Alvarez Technical High School
Poblacion V, GMA, Cavite
Belen P. Caldez
Head Teacher VI (MATH)
E. Quirino High School
31
Arnie Lei M. Bangayan
Teacher I (MATH)
TEAM LEADER: GEORGE CALLANTA
Members : ROBERT DOMINGO
JOHN DIEGO
LINO OLIT
ROMEO IBLOGUIN
NELSON SENEDO
ENGLISH : BELEN TADO
Facilitator : Beatriz Adriano
This work was produced with funding provided by the Department

of Education
32
REFERENCES
Diesel Mechanics by: Erich J. Schulz Copyright ©1977 by Mc

Graw-Hill, Inc..
Diesel Engines by J.N. Seale Copyright © 1977 by Butterworth &
Co. (publishers) Ltd.
Diesel Engine Manual by: Perry O. Black Copyright © 1964 by
Howard W. Sams & Co., Inc., Indianapolis, Indiana.
Automotive Mechanics 8th Edition by William H. Crouse Copyright
© 1982 by MC Graw-HiIl, Inc.
Automotive Mechanics 10th Edition by: William A. Crouse and
Donald L. Anglin. Copyright © 1993 by: GLENCOE Division of
Mc Millan /Mc Graw-Hill School Publishing CO
Manuals:
ISUZU WORKSHOP MANUAL C240 MODEL DIESEL ENGINE BY
ISUZE MOTORS LIMITED TOKYO, JAPAN.
SERVICE TRAINING MANUAL OF MITSUBISHI 4D56 DIESEL
ENGINE. BY OVERSEAS SERVICE DEPARTMENT MITSUBISHI
MOTOR CORPORATION.
Internets
http://dodgeram.info/tsb/recalls/605.htm
http://www.autozone.com/az/cds/en_us/0900823d/80/16/f3
/57/0900823d8016f357/repairInfoPages.htm#hd1-1-2
http://www.valvoline.com/carcare/articleviewer.asp?pg=ccr200
60201d2&cccid=2&scccid=5
http://www.tpub.com/content/construction/14264/css/14264
_105.htm
33
PUBLIC TECHNICAL-
VOCATIONAL
Unit of Competency: Perform Gas Engine Tune Up
Module No.: 2 Module Title: Performing Gas Engine Tune Up
0
TABLE OF CONTENTS
Page
Introduction……………………………………………………………. Ii

Information Sheet 1 …………………………………….. 3
Self Check 1.1 ………………………………………………. 10
Self Check 2.1 ………………………………………………. 14
Operation Sheet 1... ……………………………………….. 14
Performance Criteria ………………………………………. 18
Operation Sheet 1... ……………………………………….. 20
Operation Sheet 2... ……………………………………….. 23
Operation Sheet 1... ……………………………………….. 28
Operation Sheet 2 ……………………………………...….. 35
Operation Sheet 1 ……………………………………...….. 40
Operation Sheet 1 ……………………………………...….. 44
Information Sheet 1 ………………………………………. 48
Operation Sheet 1... ……………………………………….. 49
Operation Sheet 1.. ……………………………………….. 56
Self Check 1.1 ………………………………………………. 57
Self Check 1.1 ………………………………………………. 62
Answer key ………………………………………………….. 63
1
HOW TO USE THIS MODULE
Welcome to the Module “Performing Gas Engine Tune Up”. This module
contains training materials and activities for you to complete.
The unit of competency “Perform Gas Engine Tune Up” contains the
knowledge, skills and attitudes required for Automotive Servicing NC 1
course required to obtain the National Certificate (NC) level & II.
You are required to go through a series of learning activities in order to
complete each of the learning outcomes of the module. In each learning
outcome there are Information Sheets,, Operation Sheets and Activity
Sheets. Do these activities on your own and answer the Self-Check at the end
of each learning activity.
If you have questions, don’t hesitate to ask your teacher for assistance.
Recognition of Prior Learning (RPL)
You have already some basic knowledge and skills covered in this module
because you have been working for some time; and already completed training
in this area.
If you can demonstrate competence to your teacher in a particular skill, talk to
your teacher so you don’t have to undergo the same training again. If you have a
qualification or Certificate of Competency from previous trainings show it to
him/her. If the skills you acquired are consistent with and relevant to this
module, they become part of the evidence. You can present these for RPL. If you
are not sure about your competence skills, discuss this with your teacher.
After completing this module, ask your teacher to assess your competence.
Result of your assessment will be recorded in your competency profile. All the
learning activities are designed for you to complete at your own pace.
In this module, you will find the activities for you to complete and relevant
information sheets for each learning outcome. Each learning outcome may
have more than one learning activity.
This module is prepared to help you achieve the required competency, in
receiving and relaying information. This will be the source of information that
will enable you to acquire the knowledge and skills in Arabic Language and
Values Education independently at your own pace with minimum supervision
from your teacher.
i
Program/Course AUTOMOTIVE SERVICING
Unit of Competency Perform Gas Engine Tune Up
Module Performing Gas Engine Tune Up
INTRODUCTION:
This module contains information and suggested learning activities

on Performing Gas Engine Tune Up. It includes instructions and procedure
on how module on Applying appropriate sealant/adhesive.
Completion of this module will help you better understand the

succeeding module Perform Diesel Engine Tune Up.
This module consists of eight (8) learning outcomes. Each learning

outcome contains learning activities supported by instruction sheets. Before
you perform the instructions, read the information sheets and answer the
self-check and activities provided to ascertain to yourself and your instructor
that you have acquired the knowledge necessary to perform the skill portion
of the particular learning outcome.
Upon completing this module, report to your instructor for

assessment to check your achievement of knowledge and skills
requirements of this module. If you pass the assessment, you will be given a
certificate of completion.
SUMMARY OF LEARNING OUTCOMES:
Upon completion of the module, you should be able to:
LO1. check/adjust valve clearance;

LO2. inspect/test spark plug;
LO3. check/Replace Fuel Filter and Air Cleaner;
LO4. inspect/replace contact points/condenser;
LO5. adjust engine idle speed and mixture;
LO6. test/adjust dwell angle and ignition setting;
LO7. check advance mechanism and adjust ignition timing; and
LO8 .conduct compression test.
ii
Technical Terms
Accumulator A gas filled pressure Electrical load The working device of

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

de Kryger, Kobacik. Bono
Corolla, Service and Repair Manual

by: Gregory’s Scientific Publication
Lancer, Service and Repair Manual

Toyota Training Manual

by: Toyota
VHS/CD
Corolla, Owners Manual

by: Toyota
Learning Outcome # 1: Adjust Valve Clearance
1. Perform engine operation and  Check your answer to answer key

test equipment and answer self
check.
2. Perform, check and adjust valve  See your teacher for guidance
clearance.  Complete the task
1
INFORMATION SHEET No. 1
PRINCIPLE OF ENGINE OPERATION
TOPIC 1. ENGINE CLASSIFICATION BY CYCLES
Piston engine operates on either the two-stroke cycle or the four stroke
cycle. Automotive engines are four-stroke cycle engine. Every fourth piston
stroke is a power stroke, there is power in every two full crankshaft
revolution (720 degrees).
A two-stroke-cycle engine produces twice as much power at the same

crankshaft speed (RPM) as the four-stroke-cycle engine. However, this does
not make the two-stroke-cycle engine twice as powerful. In two-stroke-cycle,
there is power in every one full crankshaft revolution of 360 degrees.
A. ENGINE OPERATION
The action in the spark-ignition engine can be divided into four

parts. Each part consists of a piston stroke. Piston stroke is the movement
of the piston from BDC to TDC to BDC.
Top Dead Center (TDC) – the highest point reached by the

piston head.
Bottom Dead Center (BDC) – the lowest point reached by the

piston head.
Fig 12 shows the piston stroke
The complete cycle of events in the cylinder requires four piston strokes.
These are intake, compression, power and exhaust.
2
CYCLE – means a series of events that repeat themselves. ( see Fig. 17)
Fig. 13 shows the four (4) stroke cycle engine operation
PISTON PISTON VALVE POSITION DEGREES

STROKE MOVEMENT INTAKE EXHAUST
Intake Downward Open Closed 180
Compression Upward Closed Closed 180
Power Downward Closed Closed 180
Exhaust Upward Closed Open 180
Fig. 14 shows the table of piston movement and valve position
INTAKE STROKE intake value is open, air-fuel mixture flows through

the port and into the cylinder while exhaust valve is closed.
COMPRESSION STOKE both valve are closed, the upward moving piston
compresses the air-fuel mixture into a smaller space,
between the top of the piston and cylinder head. This
space is called the Combustion Chamber.
POWER-STROKE as the piston nears TDC the end of the compression

stroke, an electric spark jumps the gap at the spark
plug. The heat from the spark ignites the compressed
air-fuel mixture, the air-fuel mixture then burns
rapidly, producing high temperature of up to 6000F
(3316C), this high temperatures cause very high
pressure which pushes down on the top of the piston.
3
EXHAUST STROKE as the piston approaches BDC on the power-stroke
the exhaust valve opens. After passing through BDC,
the pistons moves up again. The burned gases escape
through the open exhaust port while the intake valve
remains closed.
B. VALVE ACTION
In many engines, each cylinder has two valves. One intake valve, the
other is an exhaust valve, some engines have more than two valves; these are
multi-valve engines. They have three, four, five, or six valves for cylinder.
Fig. 15 shows the valve action
Fig. 16 shows the valve trains
Value train is the series of parts that open and close the valves. The
action starts at the camshaft. The crankshaft drives the camshaft through
gears, sprockets and chain or sprockets and a toothed timing belt, most
camshaft have a cam for each valve in the engine. Each cam is a round collar
with a highest spot or lobe. When the rotating cam brings the cam lobe down
against the top of the bucket tappet, the lobe pushes the tappet down and this
compresses the spring and pushes the value down off its seat. The valve opens
4
as the cam continues to rotate while the lobe moves away from the tappet. The
spring pushes the tappet until the valve seats.
SELF CHECK No. 1
Fill in the blanks with the appropriate answer.

Direction: Write your answer in your test notebook.
The highest point reached by the piston head__________________________.
The lowest point reach by the piston head is _________________________.
A series of events that repeat themselves _____________________.
During intake stroke the piston movement is ____________________ and

the intake valve is _________________________.
During exhaust stroke the piston movement is ______________________

and the exhaust valve is _______________________.
5
INFORMATION SHEET 2
Engine Test Equipment
TOPIC 1
Quick and accurate diagnosis and service of the engine require the use
of various test instruments and gauges. These will show if the battery,
starting, starting, charging, fuel, and emissions systems are operating
properly. They would also indicate the mechanical condition of the engine.
Tachometer Electric or optical

tachometers are used in the shop. The
electric tachometer is connected to the
engine primary circuit. The tachometer
counts the number of times per second
the primary circuit opens and closes.
The optical tachometer has a light beam
focused on a rotating part such as the
engine crankshaft pulley. The tach
instrument counts how many times per
second a mark on the pulley passes by. INSTRUMENT-PANEL
TACHOMETER
Dwellmeter The dwellmeter electrically

measures how long the contact point
remains closed during each ignition
cycle of a contact-point ignition system.
The average for all cylinders is then
displayed in degrees of distributor-cam
rotation. The technician can also use
the dwellmeter to set contact-point gap
and check for unwanted dwell variation SHOP TACHOMETER
as engine speed increases. Excessive (DWELL-TACH)
variation indicates mechanical trouble
in the distributor. Figure 1. Instrument-panel and
shop tachometers that measure
crankshaft speed or engine rpm.
6
In electronic ignition systems, the ECM
controls dwell. It is not adjustable. The
dwellmeter is used to check the duty
cycle of the mixture-control solenoid in a
feedback carburetor.
A dwell-tachometer is a single meter

that serves as both a dwellmeter and a
tachometer. This is possible because
both meters have two leads and require
the same connections. Pushing a button
or turning a knob on the meter switches
Figure 2. Dwellmeter showing
the reading from rpm to dwell. the scales for eight, six and four
cylinder engines (Sun Electric
Corporation).
Cylinder Compression Tester The cylinder

compression tester measures the ability of
the cylinders to hold compression while
the starting motor cranks the engine. The
compression tester is a pressure gauge
that measures the amount of pressure or
compression, built-up in the cylinder
during the compression stroke. How well
a cylinder
holds compression is an indication of
Figure 3. Using a cylinder
the condition of the piston, piston rings,
compression tester. (Toyota Motor
cylinder wall, valves and head gasket. Sales, USA, Inc.)
Cylinder Leakage Tester The

cylinder leakage tester checks
compression but in a different
way. It applies air pressure to the
cylinder with the piston at TDC on
the compression stroke. In this
position, the engine valves are
closed. Very little air escapes from
the cylinder if the engine is in good
condition.
Figure 4. Cylinder leakage tester. The

whistle is used to locate TDC in
number 1 cylinder. (Sun Electric
Corporation)
7
Engine Vacuum Gauge The engine
vacuum gauge measures intake-
manifold vacuum. The intake-
manifold vacuum changes with
the load on engine defects. The
way the vacuum varies from
normal indicates what could be
wrong inside the engine. Before
making the test, check if all
vacuum hoses are properly
connected and not leaking. Make a
backpressure test if a restricted
exhaust system is indicated.
Connect the vacuum gauge to

the intake manifold. Start the
engine and let it run until it
reaches normal operating
temperature. Then note the
vacuum reading at idle and other
speeds, as described below. Figure 5. The cylinder-leakage tester
Figure 8 shows the meaning of applies air pressure to the cylinder
various vacuum-gauge readings. through the spark-plug hole with the
Common vacuum-gauge readings piston at TDC and the valves-closed.
are described below. Places where air is leaking can then
be located. (Sun Electric Corporation)
8
Exhaust Gas Analyzer The exhaust
gas analyzer measures the amount
of various gases in the exhaust.
There are two main types:
0 Two-gas analyzer that
measures HC and CO.
1 Four-gas analyzer that
measures HC, CO, O2 and CO2
Figure 6. Four-gas type of exhaust-

gas analyzer connected to tailpipe to
test the exhaust gas. (ATW)
Figure 7. Two-gas type of exhaust-gas

analyzer, which measures only
hydrocarbons (HC) and carbon
monoxide (CO). (Chrysler Corporation)
Note: An exhaust gas analyzer can also be used to check for exhaust-gas
leakage into the cooling system. Figure 11 shows the exhaust-gas
analyzer being used to locate fuel or fuel-vapor leaks.
9
Four-Gas Analysis Combustion at
the stoichiometric ratio of 14.7:1
provides maximum conversion
efficiency. This results in
minimum tail pipe emissions of
HC and CO. Figure 12 shows the
relationship among the four gases Figure 8. Suggested test
measured by the four-gas specifications for testing exhaust
analyzer. Each gas and its emissions.
readings are described below.
Figure 9. Relationship among the four

gases measured by the four-gas
analyzer. (Sun ElectricCorporation)
1
0
Cylinder-Balance Test The cylinder –
balance test determines if each
cylinder in a running engine
produces the same amount of
power. Disabling a cylinder should
cause a change in engine speed.
The change should be about the
same for all cylinders.
Connect a tachometer to the
engine. Then disable the cylinder.
This is done by shorting the spark
plug or disconnecting each fuel
injector in a port-injected engine.
Note the tach reading. Repeat the
test on each cylinder. All cylinders Figure 10. All cylinders are
are contributing the same amount
contributing to the same amount
of power if the rpm drops are the
of power if the tachometer shows
same. Weaker cylinders show less
that all rpm drops are the same as
of rpm change. Shorting or
each cylinder is disabled. (Sun
disabling a dead cylinder causes
Electric Corporation)
no change in rpm.
1
1
Engine Analyzer An engine analyzer
combines several testers, meters
and gauges into a single piece of
portable shop equipment. When
connected to the vehicle, the
analyzer provides quick and
accurate testing and diagnosis of
various engine and vehicle
systems. Most shop engine
analyzers include an oscilloscope.
It displays voltage patterns of the
ignition system and electronic fuel
injectors. Some computerized
analyzers include a second screen.
This displays information needed
by the technician, such as steps in
a test procedure or the test results.
The analyzer may have a printer to
provide a written report.
Figure 11. Engine analyzer that

includes an oscilloscope for displaying
ignition voltages. (Sun Electric
Corporation)
Service-Bay Diagnostic Computer Some new-car dealerships and other

service-bay diagnostic computer. This is a computerized engine-and-
exhaust gas analyzer with additional capabilities. Ideally, the system
enables the vehicle to tell the computer what is wrong. Then the system
instructs the technician on how to make the needed repairs. Many of these
computers have a touch-sensitive screen. The technician first enters the
vehicle identification number then the technician answers a series of yes-no
questions about how the vehicle is equipped. The technician connects the
computer to the diagnostic connector on the vehicle.
Dynamometer the chassis dynamometer measures engine power and vehicle

speed under various operating conditions. The vehicle is driven onto two
rollers so the drive wheels can spin the rollers. The rollers drive a power
absorber which is usually under the floor. The vehicle remains stationary,
but the engine and other components operate the same as on a road test.
Meters on a console report wheel speed and torque or power.
12
SELF-CHECK No. 2
Multiple-Choice Test
Select the correct answer to each question. Write the letter in your
test notebook.
When connected to the engine, the tachometer measures

0 engine torque
1 engine rpm
2 engine compression
3 engine vacuum
After the engine is at normal operating temperature, the first step in

using the compression tester is to:
0 disconnect the battery
1 adjust engine idle speed
2 remove the spark plug
3 shift the transmission into low gear
3.The cylinder leakage tester applies air pressure to the cylinder with
the piston
0 TDC with both valves closed
1 BDC with both valves closed
2 the starting compression stroke
3 TDC with both valves open
Technician A says use tail pipe measurements of HC and CO to check

the operation of the catalytic converter. Technician B says tail pipe
measurements of O2 and CO2 indicate the air-fuel ratio of the mixture
entering the cylinder. Who is right?
0 A only
1 B only
2 both A and B
3 neither A nor B
A service-bay diagnostic computer may do the following except

0 automatically perform tests
1 interpret the results
2 show how to correct faults
3 grade the technician’s work
1
3
OPERATION SHEET No.1
ADJUSTING VALVE TAPPET CLEARANCE
Adjust tappet clearance according to specifications. Correct clearance

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

These large, barrel shaped, pressure
lubricated tappets are so designed
that by removing the adjusting
screw, the main body can be lifted
out and replaced from above
through the valve chamber. This
eliminates the costly service
operation of dropping the oil pan
and pulling the camshaft. Locking of
the adjustment is both simple and
effective. Accurate valve tappet
settings materially prolong engine
life and aid performance. In addition
to impairing performance, excessive
clearances are harmful to cams and
tappets as well as to the rest of the
valve mechanism. When clearances
Fig.1. Removable Valve Tappet
are too low, the possibility of burned
valves increases.
Check and adjust intake and

exhaust tappets to following
clearances at normal operating
temperature:
Intake - .008"
Exhaust - .014"
Fig. 2 shows the value tappet
14
Procedures in adjusting valve tappet
clearance:
1. Disconnect and ground the high

tension coil wire to prevent
accidentally starting the engine.
Fig. 3. Disconnect high tension coil wire.

2. Remove the valve tappet cover
from the left side of the
crankcase for L-head engine but
if the engine is I-head or OHC-
overhead camshaft; remove the
valve tappet cover from the top of
the cylinder head.
Fig.4. Remove valve tappet cover.
3. Remove the spark plug from

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

opening and slowly crank the
engine until an outward pressure
can be felt. Pressure indicates
number one piston is moving
toward Top Dead Center of the
compression stroke. Continue Fig. 6. Remove #1 spark plug.
cranking until the timing mark
on the flywheel is in center of the Note: Be careful with your thumbs.
flywheel housing timing hole. Inspect first the spark plug hole for
Both valves are then closed on unnecessary dirt and other foreign
the compression stroke of objects.
number one cylinder.
15
Use two thin wrenches when
adjusting valve clearance. Use
the lower wrench to hold the
tappet and the upper wrench to
raise or lower the tappet
adjusting screw. When the valve Fig. 7. Adjusting valve tappet clearance
lash is properly adjusted, the
appropriate feeler gauge should
pass between the tappet and its
corresponding valve stem with
a slight drag
Note: Follow/refer to
Manufacturer’s
Specification Manual.
6. Crank the engine one-half
revolution at a time and check
the clearance of each valve;
adjust if necessary. Do this on
each set of cylinder valves in
succession according to the
firing order of the engine, which
is 1-3-4-2.
Note: Locate the firing order of
Engine.
Fig. 8. Checking the valve clearances.
Install new gasket and install valve
tappet cover. Be sure the valve
cover has an oiltight seal with
the crankcase.
Note: Use the appropriate
sealant, gasket and
ensure the correct
bolt tight
Fig. 9. New gaskets.
8. Replace the spark plug, spark plug wire and coil wire.
1
6
PERFORMANCE CRITERIA
Check / Adjust valve clearance
SCORING RUBRICS
Assessment Criteria Score
30% Setting valve tappet

 Valve tappet is set with 95-100% 10
 Valve tappet is not set 75% accurately 20
 Valve tappet is not set 10
70% Checking and adjusting valve clearance
 All valve clearances are checked and
Adjusted with 95-100% accurately 70
 Valve clearances are checked and adjusted
Within tolerance level 60
 Valve clearances are checked with only
50% accuracy 50
100% Total
17
QUALIFICATION : Automotive Servicing NC I
UNIT OF COMPETENCY : Perform Gas Engine Tune Up
MODULE TITLE : Performing Gas Engine Tune Up
LEARNING OUTCOME 2 : Test spark plug
Spark plug clearance is adjusted.
Spark plug is tested.
Spark plug test result is analyzed and appropriate recommendations

are prescribed
REFERENCES:




by: Toyota
6. VHS/CD

by: Toyota
Communication Module
1
8
LEARNING EXPERIENCES / ACTIVITIES
Learning Outcome 2: Test spark plug
1. Perform removing and installing  Read Information Sheet 1

spark plugs.
 Read Operation Sheet 1 “
2. perform gapping the spark plugs.  Follow the procedures in
3. Perform gapping of spark plugs. Operation Sheet 2.
 Complete the task
1
9
Operation Sheet No. 1
LO 2: TEST SPARK PLUG
Sand paper
Rag
New set of spark plug
TOOLS, EQUIPMENT AND MATERIALS:
Running condition engine

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

always putting the plug wire back
on
before changing the next spark plug. Fig. 1 show the location of spark plug
20
Warning:
Change one spark plug at a time,
putting the wire back on after you're
done. If you pull all the wires off at
once, you may put them back on the
wrong spark plugs; this changes the
firing order, and your car will run
badly or not at all. If you must take
all the wires off at once, label them
with white correction fluid or with
masking tape and a marker.
5. Pull off one spark plug wire attached Fig. 2 show the removal of high
to the plug. There is a little rubber tension cable
boot at the plug end of the wire; pull
on this part. Pulling higher up on the
wire can damage the spark plug wire
and cause it to separate; repair or
replace if necessary.
6. Blow or wipe away any dirt or debris

around the spark plug. You do not
want anything to fall into the
cylinder while the spark plug is out.
7. With the spark plug socket and a

ratchet, remove the spark plug by
turning it in a counterclockwise
direction. You may need an
extension for your ratchet if the
spark plugs are deep-set or not
directly accessible. Ratchets with Fig. 3 show the removal of spark plug
flexible heads are especially helpful
for hard-to-reach spark plugs.
Check the spark plug to make sure it needs replacing. A good spark plug
should be lightly coated with grayish brown deposits. If heavy deposits are
present, if the spark plug is black or if the electrode or core nose is
damaged, the plug needs to be replaced with the right type.
21
Installing spark plugs
Torque is one of the most critical aspects of spark plug installation.

Torque directly affects the spark plugs' ability to transfer heat out of the
combustion chamber. A spark plug that is under-torque will not be fully seated
on the cylinder head; hence heat transfer will be slow. This will tend to elevate
combustion chamber temperatures to unsafe levels, and pre-ignition and
detonation will usually follow. Serious engine damage is not far behind.
An over-torque spark plug can suffer from severe stress to the Metal
Shell which in turn can distort the spark plug's inner gas seals or even cause a
hairline fracture to the spark plug's insulator...in either case, heat transfer can
again be slow and the above mentioned conditions can occur or it might lose
either the outside and inside thread of the plug hole.
The spark plug holes must always be cleaned prior to installation,

otherwise you may be torquing against dirt or debris and the spark plug may
actually end up under-torque, even though your torque wrench says otherwise. Of
course, you should only install spark plugs in a cool engine, because metal
expands when its hot and installation may prove difficult. Proper torque specs for
both aluminum and cast iron cylinder heads are listed below.
Cast Iron Aluminum

Spark plug type Thread Diameter Cylinder Head Cylinder Head
(lb-ft.) (lb-ft.)
Flat seat type
18 ø mm 25.3~32.5 25.3~32.5
(with gasket)
" 14 ø mm 18.0~25.3 18.0~21.6
" 12 ø mm 10.8~18.0 10.8~14.5
" 10 ø mm 7.2~10.8 7.2~8.7
" 8 ø mm -- 5.8~7.2
Conical seat type 18 ø mm 14.5~21.6 14.5~21.6
(without gasket)
Conical seat type 14 ø mm 10.8~18.0 7.2~14.5
(without gasket)
Steps:
Hand-tighten each spark plug in place. If you feel any resistance, stop and
start over to prevent cross-threading.
Tighten the plugs with a socket wrench until snug. Do not over tighten.
Replace the spark plug wires. Usually, you will hear a soft pop when the
plug wire snaps onto the plug.
Start the engine. Listen. If the engine runs roughly or doesn't start, make
sure the wires are pushed all the way onto the new plugs.
22
Gapping the Spark Plug
Procedure:
Find the chart listing the proper "gap" for your plugs in your car's repair
manual. The spark plug gap may also be on the sticker on the inside of the
car's hood. The parts store can provide you with this specification as well
or read the basics below.
Insert the spark plug gapping tool in

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

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

Repeat this procedure until the
gap matches the specification
listed in your car's manual. Fig. 4 show gapping of spark plug
5. Repeat with each plug.
Note: Spark plug gap specifications are listed in inches and/or millimeters.
The gapper will have inches on one side and millimeters on the other. This is
shown in every blade of the feller gauge.
Spark Plug Gapping Basics
Since the gap size has a direct affect on the spark plug's tip temperature and
on the voltage necessary to ionize (light) the air/fuel mixture, careful attention
is required. While it is a popular misconception that plugs are pre-gapped
from the factory, the fact remains that the gap must be adjusted for the
vehicle that the spark plug is intended for. Those with modified engines must
remember that a modified engine with higher compression or forced induction
will typically require a smaller gap setting (to ensure ignitability in these
denser air/fuel mixtures). As a rule, the more power you are making, the
smaller the gap you will need.
2
3
A spark plug's voltage requirement is directly proportionate to the gap size.
The larger the gap, the more voltage is needed to bridge the gap. Most
experienced tuners know that opening gaps up to present a larger spark to the
air/fuel mixture maximizes burn efficiency. It is for this reason that most
racers add high power ignition systems. The added power allows them to open
the gap yet still provide a strong spark.
Proper gapping of the spark plug is necessary to get maximum spark energy,
lowest RFI release as well as what is best for the longevity of the secondary
ignition components (coil, cap, rotor, wires, plugs).
When checking plug gaps, the correct way is to use ONLY wire gauges,
though many of us are using the slider style gapping tools. These flat
or feeler gauge style gauges do not accurately measure true width of
spark plug gap.
When increasing the gap size for our high performance applications utilizing
advanced ignition systems such as Mallory, Accel, Jacobs, Crane and Holley
... it is important never to go more than plus or minus .008". This is to
maintain parallel surfaces between ground and the center electrodes.
Something many people do not know is that with Higher Compression ratios
and Superchargers as well as Nitrous, in many cases smaller spark plug
gaps must be used as well as the use of a much hotter ignition system (see
above). These higher cylinder pressures require more energy to jump the
spark plug gap.
The rule of thumb on plug gaps is to open them up in .002" increments at a
time. When the car (race vehicle) begins to lose power or slow down then go
back .001-.002" and this in most cases is the optimum gap.
Remembering that the Ignition Unit, plug brand as well as heat range,
cap and/or rotor styles and in many cases fuel type or brand will change
the optimum spark plug gap settings.
Lastly, NEVER use the porcelain insulator as a fulcrum point when

setting these gaps. This can cause damage to the spark plug.
24
INSPECT/TEST SPARK PLUG LO 2
SCORING RUBRICS

40 % Adjusting spark plug clearance to specification
 4 spark plugs are adjusted to specification 31-40
 3 Spark plugs are adjusted to specification 20-30
 2-1 Spark plugs are adjusted to specification 10
40 % Testing Spark Plug
 4 Spark plugs are tested 31-40
 3 Spark plugs are tested 20-30
 2-1 Spark plugs are tested 10
20% Apply Safely
 No accident 15-20
 Minor accident 10-15
 Major accident 5
100% Total
2
5
Program/Course : Automotive Servicing NC I
LEARNING OUTCOME 3 : Check/replace fuel filter and air cleaner
Fuel filter and air cleaner are replaced.
Fuel filter is free of sediments and impurities.
REFERENCES:




by: Toyota
7. VHS/CD

by: Toyota
2
6
LEARNING EXPERIENCES
Learning Outcome # 3: Check/replace fuel filter and air cleaner
Perform checking/replacing fuel 0 Follow the procedures in

filter of a gasoline engine with Operation Sheet LO3-1
the presence of your instructor. “Check/Replace Fuel Filter”
Follow the procedures in

Operation Sheet LO3-2
“Check/Replace Air Filter”
See your teacher for guidance
Complete the assessment tasks.
LO 3. CHECK/REPLACE FUEL FILTER AND AIR CLEANER
Title: Replacing Fuel Filter
Supplies And Materials
new fuel filter

new air filter element
rag
Tools
Screw driver flat and phillip

1 set combination wrench
Equipment
Running condition vehicle/ Engine mock up
2
7
Procedure
Rest the vehicle for 24 hours to let any remaining fuel pressure bleed off.
Check valves in the fuel lines are meant to maintain pressure to

help prevent vapor lock.
Locate the fuel filter.
Note: The fuel filter is located on

the right side of the engine bay
just in front of the power steering
fluid reservoir. To provide room
to work it is highly recommended
you remove the entire air cleaner
housing.
Note: Location of fuel filter

depends on the model of the
engine
Fig. 1 shows the location of fuel filter

Remove the "snorkel tube" from the
front of the air cleaner housing.
This is a friction fit and if you
squeeze the sides you should be
able to easily pop it out. Undo the
two clips holding the air cleaner
housing cover on and remove the
cover and air filter inside the
housing.
Fig. 2 shows the fuel filter clip and

snorkel tube
2
8
Use the 3/8" ratchet and 10mm
socket remove the support bolt
for the left half of the air cleaner
housing. Remove the temperature
sensor connector by pushing and
holding down the metal clip and
gently pulling the connector off
the back of the air cleaner
housing.
Fig. 3 shows air-cleaner bolt support
Fig. 4 shows the connector clip

The mass air flow sensor has to be
rotated forward towards the front
of the car to unlock the bayonet
lock that holds the air cleaner
housing and mass air flow sensor
together.
Fig. 5 shows the hose clamp
2
9
Disconnect the electrical
connector to the mass air flow
sensor by turning the plastic
locking ring and then gently
pulling the connector off of
the mass air flow sensor.
Fig. 6 shows the electrical connector of

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

The air cleaner housing sits on two
rubber mounts. The housing can
now be lifted up about 3/4" to
clear these mounts and then it
can be separated from the mass
air flow sensor.
Fig. 8 shows the hose clamp screw
3
0
Now that the air cleaner housing is
out of the way there is plenty of
room in which to work. You'll
need a good supply of rags and a
small can to catch the gas that
will inevitably come out of the
filter. Remove the connection
near the rear of the car first. Used
a 19mm open wrench on the filter
side nut to hold the filter steady
and a 19mm flare wrench on the
fuel line nut to break the
connection.
Fig. 9 shows the air cleaner housing

and fuel filter converter
First, loosen the fuel filter hose clamp. Then put the 17mm flare wrench on
and braced it against the side of the engine bay to hold the fuel line
steady. Finally, use the 7/8" open wrench on the nut shaped portion of the
fuel filter (side facing rear of car) where the first connection had already
been undone. This allowed a much better leverage angle on the 7/8"
wrench / fuel filter.
3
1
The fuel line support bracket is
freed up by loosening a 10mm
bolt in the right rear wheel
well that screw into the six-
sided plastic nut on the
support bracket.
Note: Be careful in taking out the

air cleaner units once equipped
with air flow sensor.
Fig. 10 shows the fuel line support

bracket
All that remain is to put everything back together again pretty much in
the reverse order you took it all apart. The order was:
Reattach the fuel line support bracket (note: remember the offset plastic
washer!).
Insert new fuel filter and attach to the forward 17mm fuel line nut. Be careful
to get the filter oriented the proper direction. There should be an arrow on
the fuel filter itself (should point to the rear of the car) and the nut
arrangement between the fuel lines and filter are in one direction.
0 Attach the other fuel line to19mm nut.
Secure the fuel filter hose clamp. Mark the mileage and date on the filter for
future reference.
Attach the rubber hose to the lower left corner of the air cleaner housing.
Set the air cleaner housing to the two lower rubber support mounts and work
the mass air flow sensor into the back of the air cleaner housing being
cognizant of the sealing gasket.
3
2
Rotate the mass air flow sensor to the rear of the car to re-engage the
bayonet lock between the air flow sensor and the air cleaner housing.
Secure the 10mm support bolt on the upper left half of the air cleaner
housing.
Tighten the mass air flow sensor hose clamp with the 8" #2 Phillips
screwdrivers. Use your right hand to hold the clamp in place while using
a screwdriver in your left hand to tighten the hose clamp.
Reattach the mass air flow sensor connector and the air cleaner housing
temperature sensor connector.
Replace the air filter, the air cleaner housing cover and the "snorkel tube."
Finally, start the car and check for leaks. It will probably take a couple
tries before the car will start up.
3
3
CHECK/REPLACE FUEL FILTER AND AIR CLEANER LO 3
SCORING RUBRICS

Replacing fuel filter and air cleaner
100%
 fuel filter and air cleaner are properly replaced and
cleaned with 95%-100% efficiency 90-100
cleaned with 75% efficiency 89-80
 fuel filter and air cleaner are replaced or cleaned with
50% efficiency. 79-70
100% Total
Replacing Air Filter
Supplies and Materials
new air filter element

rag
Tools
Screw driver flat and Philip

wrenches
Equipment
Air compressor
Running condition vehicle/ Engine mock up
Procedure:
Follow the procedures in replacing the air filter.
3
4
Changing the air filter should be part of any major tune-up, but if you drive
on dirt roads or in other dusty conditions, you will need to replace it more
frequently. On most cars, this is a fairly simple procedure. You should change
your car's air filter every 15,000 miles.
Open the hood.
Locate your air filter, usually found on

top of the engine. On cars with
carburetors it is in a round piece of
metal about the size of a medium
pizza; fuel-injected cars have
square or rectangular air filter
housings that may be off to the side
of the engine.
Fig. shows air filter location

Unscrew or unclamp the top to the
air filter housing.
Fig. 2 shows the removal of filter

housing through screw and clamp
Lift out the air filter. It should be a
round or rectangular filter made of
paper or plastic, with a rubber rim.
Fig. 3 shows the removal of air filter

element
3
5
Clean the area with a vacuum cleaner or seal the top of the carburetor. This will
keep debris out of the carburetor as you continue to clean the housing.
Clean out any dirt or bugs from the

inside of the air filter housing with
a rag.
Replace the filter with a new filter.

Consult your manual to determine
the proper filter for your car.
Fig. 4 shows the replenishment of

new filter element
Check your old filter element for dirt,

oil or moisture, cracks and proper
sealing at the gasket.
Replace the cover and close the
hood.
Warning: Avoid using the wrong size air filter. Your engine will run
less efficiently.
Note: Reusable air filters cost more than disposable filters, but if cared
for correctly, they can last for over 50,000 miles.
Another good way to make your air filter last is to actually use a vacuum
cleaner. Simply take the filter out and with the small attachments from the
vacuum, suck out the dust and dirt. Good as new and it will make your
filter last a littler longer.
3
6
CHECK/REPLACE FUEL FILTER AND AIR CLEANER LO 3
SCORING RUBRICS

Replacing fuel filter and air cleaner
100%
cleaned with 95%-100% efficiency 90-100
cleaned with 75% efficiency 90-80
 fuel filter and air cleaner are replaced or cleaned with
50% efficiency. 79-70
100% Total
LEARNING OUTCOME 4 : Inspect / Replace contact points / condenser
Ignition breaker is tested and replaced.
Condenser is tested and replaced
REFERENCE:



3
7
by: Toyota
8. VHS/CD

by: Toyota
Learning Outcome # 4: Inspect / Replace Contact Points / Condenser
1. Perform checking/replacing  Follow the procedures in

contact point and condenser of a Operation Sheet LO4-1
gasoline engine in the presence of “Inspect/Replace Ignition
your instructor. Breaker and Condenser”
 See your teacher for guidance
 Complete the assessment tasks.
Operation Sheet No. 1
MATERIALS
New set of breaker points
New condenser
Grease
Chalk
TOOLS
Screw drivers: flat and phillip
Dwell –tach
Timing light
Wrench 10mm
Feeler gauge
Vehicle service manual
EQUIPMENT
Running condition vehicle
38
Procedure
Contact points should be replaced every 10,000 miles. It's good practice to
replace the condenser at the same time. When you replace the points, you then
must check and, if necessary, re-set the timing to specification.
1. Remove the distributor cap. You

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

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

straight up off the distributor Fig. 1 shows the removal of distributor
shaft. cap
4. Remove the plastic dust cover by
lifting it off the distributor.
5. Remove the old contact points.

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

Unplug the wire from the points
from the black plastic plug that
it's connected to. Just pull it
straight off. Fig.2 shows the location of contact
point
7. Now, withdraw the points and if
they are pitted/excessively worn,
replace them. But if they are still
in good condition keep them as
your spare for an emergency.
Fig. 3 shows the dwell angle
39
Remove the condenser. The
condenser is that little metal can
inside or outside of the
distributor. There is one screw
that holds the condenser on
itself, and there is another which
holds the black plastic plug to the
distributor body. Both of these
screws are readily accessible, so
remove them and the little metal
plug clip, and then remove the
condenser and plug from the
distributor. Fig. 4 shows the condenser
Note: Condenser or capacitor is

applied to a certain model prior to
the requirement needed in terms of
specified micro-farad required in
manual specification of the engine
4
0
INSPECT/REPLACE CONTACT POINT/CONDENSER
SCORING RUBRICS

Checking/Testing or Replacing Contact Point/Condenser
100%
 Contact point/condenser is properly checked/tested and
replaced 90-100
 Contact point/condenser is not properly checked/tested
or replaced 89-80
 Contact point/condenser is not checked/tested or
replaced 79-70
100% Total
LEARNING OUTCOME 5 : Test /Adjust dwell angle and ignition setting
Ignition distributor is checked
Ignition distributor setting is adjusted
REFERENCE:



4
1
by: Toyota
9. VHS/CD

by: Toyota
Learning Outcome # 6: Test/adjust dwell angle and ignition setting
1. Perform testing/adjusting dwell  Follow the procedures in

angle and ignition setting of a Operation Sheet LO6
gasoline engine with the presence “Checking/Adjusting Dwell
of your instructor. Angle and Ignition Setting”
42
Information Sheet
Testing /Adjusting Dwell Angle and Ignition Setting
Dwell* or dwell angle is the number

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

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

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

for new points to allow for rubbing-
block wear when a dwell specification
is given with a high and low limit.
Parts of a distributor assembly.
Note: Use caliper to check the worn-

out cam lobe for dwell angle correction
to avoid overlapping of dwell angle.
4
3
OPERATION SHEET
TESTING/DJUSTING FOR PROPER DWELL ANGLE
MATERIALS
New set of breaker points

New condenser
Grease
chalk
TOOLS
Screw drivers; Philip and flat

Dwell tach meter
Strobe timing light
Wrench 10mm
Feeler gauge
EQUIPMENT
Procedure
Connect the dwell meter as per its manufacturer's instructions: Generally one
of two leads is connected to the positive terminal of the battery and the
other lead to the negative terminal of the coil.
2) Start the engine and read the

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

closed for too many degree of
rotation), you will have to carefully
reset carefully your points to a
slightly larger gap. If the dwell
angle is too low, the points will
need to be set slightly closer.
Adjust the gap .002" or .003".
4) Restart the engine and re-measure Top view of distributor (cap removed)
dwell angle. Repeat 1-3 until dwell showing contact breaker points.
angle is correct.
44
SETTING IGNITION TIMING
Set the timing by connecting the light (inductive or direct) and then mark
the correct timing position on the crank pulley or damper.
Note: Connect the power lead to the + terminal on the battery or the + side
of the coil and the other wire to ground.
Follow your engine manual and make an easy-to-read mark with White-Out
(liquid paper) or chalk.
Disconnect the vacuum line from the distributor and stick a pencil or nail
into it to prevent a vacuum leak.
Start the engine and get it running about 500-600 rpm to prevent any action
from the centrifugal advance mechanism (if there is one) and then slowly
rotate the distributor until the timing mark lines up with its pointer.
Tighten the hold-down on the distributor. If the engine won't run slowly
enough back off on the accelerator linkage at the carburetor. If the
engine runs too slow increase the idle speed.
Check the timing again and then put the light away.
4
5
Test/Adjust Dwell Angle and Ignition Setting LO6
SCORING RUBRICS
Adjust/Dwell Angle 50%
 Dwell angle is properly adjusted 50
 Dwell angle is not properly adjusted 40
 Dwell angle is not adjusted 30
Setting Ignition Timing Safely 50%
 Ignition timing is properly set and practice safely 50
 Ignition timing is not properly set and practiced safely 40
 Ignition timing is not set 30
Total 100%
4
6
LEARNING OUTCOME 6: Adjust engine idle speed and mixture
Fuel mixture and idle speed (rpm) is adjusted

Advanced timing is checked
REFERENCES:




by: Toyota
VHS/CD

by: Toyota
4
7
Learning Outcome No. 6: Adjust engine idle speed and mixture
1. Perform adjust engine idle speed  Follow the procedures in

and mixture of a gasoline engine Operation Sheets LO5 “Adjust
with the presence of your teacher. Engine Idle Speed” and LO5
Adjust Carburetor Air-Fuel
Mixture”
 See your teacher for guidance
ADJUSTING ENGINE IDLE AND MIXTURE
MATERIALS
Gasoline
TOOLS
Screwdrivers flat and Philip
Carburetor synchronizer
Wrench 10mm
EQUIPMENT
48
Procedures
Adjust Engine Idle Speed and Mixture
An improper air-to-fuel mixture results in bad engine performance and higher

gas consumption. Shown here are the steps in adjusting engine idle speed.
Determine if your car has a carburetor by checking your owner’s

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

first unscrewing the
wing nut on top. No
need to disconnect any
hoses connected to the
air filter - just carefully
set it aside.
Fig. 1 shows the removal of air filter

The carburetor is the part
that the air filter was
screwed into. The
air/fuel mixture is
adjusted by two
screws. Typically, these
screws can be found on
the lower-front section
of the carburetor.
Using a flat-head screw
driver, turn both
screws to the right
until they stop. Do not
tighten because this
could damage the
needle points. Fig. 2 shows the idle screws of
carburetor
4
9
Adjust engine idle speed and mixture
SCORING RUBRICS

Checking Engine Speed (RPM)
100%
 RPM is properly checked 90-100
 RPM is not properly checked 89-80
Contact point/condenser is not checked/tested or
replaced 79-70
100%
QUALIFICATION : AUTOMOTIVE SERVICING NC1
UNIT OF COMPETENCY : PERFORM GAS ENGINE TUNE-UP
MODULE TITLE : PERFORMING GAS ENGINE TUNE-UP
LEARNING OUTCOME 7 : CHECK ADVANCE MECHANISM AND ADJUST

IGNITION TIMING.
Ignition timing procedure is applied per engine requirement.

Ignition timing is checked per ignition specifications.
Safety measures are applied.
REFERENCES:

by: James E. Duffy
Automotive Mechanics 10th Edition

by: William H. Crouse & Donald L. Anglin
by: Toyota
5
0
Learning Outcome 7: Check advance mechanism and adjust ignition timing
Read the attached information Ask your instructor for

sheet in LO7, checking advance guidance.
mechanism and adjusting ignition
timing. For more information refer to
module 9, LO1 & 8
Answer Self Check Refer to answer key
Complete the task
INFORMATION SHEET
LO 7. CHECK ADVANCE MECHANISM AND ADJUST IGNITION TIMING
Topic 1. IGNITION TIMING
Ignition Timing is also called spark timing, refers to how early or late
the spark plug fires in relation to position of the engine pistons. Ignition timing
must vary with engine speed, load and temperature.
There are two types of timing advance and retard:
TIMING ADVANCE
It occurs when the spark plugs fired sooner on the engine’s
compression stokes. The timing is set several degrees before TDC. More timing
advance is needed at higher engine speeds to give combustion enough time to
develop pressure on the power stroke.
51
TIMING RETARD
It occurs when the spark plugs fire later on the compression strokes. It
is the opposite of timing advance; spark retard is needed at lower engine
speeds and under high load conditions. Timing retard prevents the fuel from
burning too much on the compression stroke, causing a spark knock or plug.
There are three basic methods used to control Ignition

System Spark Timing:
Distributor Centrifugal Advance – controlled by engine speed. The

distributor centrifugal makes the ignition coil and spark plugs fire sooner as
engine speed increase. It uses spring-loaded weights, centrifugal force, and
lever action to rotate the distributor cam or trigger wheel against distributor
shaft rotation, spark timing is advanced.
Centrifugal Advance Operation

At low engine speeds, small springs hold the advance weights inward, in
the picture above there is not enough centrifugal force to push the weights
outward, the timing stays as its normal initial setting as long as vacuum
advance is no functioning. As engine speed increase, centrifugal force
overcomes spring tension the weights are thrown outward. The edges of the
weights act on the cam or trigger wheel lever. The lever is rotated on the
distributor shaft. As engine speed keeps increasing, the weights fly out more
and timing is advanced a greater amount, at preset engine RPM, the lever
strikes a stop and centrifugal advance reaches maximum.
Distributor Vacuum Advance – controlled by engine intake manifold

vacuum and engine load. The distributor vacuum advance provides additional
spark advance when engine load is low at part (medium) throttle position. It is
a method of matching Ignition timing with engine load. The vacuum advance
mechanism increase fuel economy because it helps maintain ideal spark
advance at all times. It consists of a vacuum diaphragm, link, movable
distributor plate, and a vacuum supply hose. Shown below
Dual Advance Operation – at idle, the vacuum port to the distributor

advance is covered. Look at the picture above (left side) vacuum is not applied
to the vacuum diaphragm. Spark timing is NOT advanced, During acceleration
and full throttle, engine vacuum drops-tons, vacuum is not applied to the
distributor diaphragm and the vacuum advance does not operate.
Dual-Diaphragm Distributor – a dual-diaphragm vacuum advance

mechanism, used on some distributors, contains two separate vacuum
chambers: An advance chamber and a retard chamber. Sometimes, a control
switch is used in the distributor vacuum line to alter vacuum diaphragm
action.
5
2
Vacuum Delay Valve – a vacuum delay valve restricts the flow of air to
slow down the vacuum action on a vacuum device. Note how the delay valve
has a small orifice (opening) for vacuum. It also has a check valve that allows
flow in only one direction. The vacuum delay valve keeps the vacuum advance
from working too quickly, preventing possible knock or ping. The check valve
allows free release of vacuum from the diaphragm when returning to the retard
position.
Electronic Spark Advance - controlled by various engine sensors, engine

RPM, temperature, intake manifold vacuum, throttle position. An electronic
spark advance system, uses engine sensors and a computer to control ignition
timing. A distributor may be used but it does contain centrifugal or vacuum
advance mechanisms. The engine sensors check various operating condition
and send electrical data to the computer. The computer then changes ignition
timing for maximum engine efficiency.
Ignition System Engine Sensors typically include:
Engine Speed Sensor reports engine RPM to computer.

Crankshaft Position Sensor reports piston position
Intake Vacuum Sensor measure engine vacuum, an indicator of load.
Inlet Air Temperature Sensor check temperature of air entering engine.
Engine Coolant Temperature Sensor measures operating temperature of
engine.
Detonation Sensor allow computer to retard timing when engine pings or
knocks.
Throttle Position Switch notes position of throttle.
The spark control computer receives input signals (different current or

voltage levels) from these sensors. It is programmed to adjust ignition timing to
meet different conditions. The computer may be mounted on the air cleaner,
fender inner panel, under the car dash or under a seat.
Electronic Spark Advance Operation

An example of electronic spark advance, imagine a car traveling down the
highway at 55 mph (88 km/hr). The speed sensor would detect moderate
engine RPM. The throttle position sensor would report Norman operating
temperatures. The intake and coolant temperature sensors would report
normal operating temperatures. The intake manifold pressure sensor would
send high vacuum signals to the computer. The computer could then calculate
that the engine would need maximum spark advance. The timing would occur
several degrees before TDC on the compression stroke. This
53
would assure that the engine attained high fuel economy on the highway.
Since computer system vary, refer to a service manual for more information.
The manual will detail the operation of the specific system.
Base Timing
Is the ignition timing without computers controlled advance. To make the
engine run on base timing, you might have to disconnect a wire near the
distributor or use a scanner to trigger computer retard.
Setting Ignition Timing

The engine requires two types of ignition timing: one is the Basic or Initial
Timing for starting and idling, this timing is determined by the relationship
between piston position and the opening of the primary circuit.
The other timing is Spark Advance, advances and retards the spark from
the base-timing setting, primarily as engine speed and load change. On same
distributors, it is mechanically controlled by centrifugal and vacuum advance
mechanism. Contact point distributors should have the timing checked
periodically. As the contact points and rubbing block wear, ignition timing and
dwell change.
LO 7. CHECK ADVANCE MECHANISM AND ADJUST IGNITION TIMING
PROCEDURE IN SETTING IGNITION TIMING (USING TIMING LIGHT)
Check the timing with the engine at normal operating temperature and
idling at the specified speed, in setting ignition timing follow the procedures.
Supplies and Materials:
Gasoline
Tools:
Timing light
Wrench No. 12mm
Equipment:
Condition vehicle or engine mock up
5
4
Procedure:
Connect the red cable (positive) to positive terminal of the battery.

Connect the black cable (negative) to negative terminal of the battery.
The last cable (usually it is smaller from the two cables) connected to spark
plug No.1.
Start the engine at normal operating temperature and idling at specified
speed.
Aim the timing light at the timing marks.
To adjust timing, slightly loosen the distributor, hold down clamp bolt,
Turn the distributor in its mounting, the rotating timing mark will move
ahead or back. Rotating the distributor in the direction opposite to shaft
rotation
Note: 8 degrees before top dead center. Degrees varies so refer to
Manufacturer’s specification for checking ignition timing.
ADVANCE TIMING. This opens the primary circuit earlier. Turning

the distributor in the same direction as shaft rotation retards the
timing. The spark occurs later, when the timing is correct the specified
timing marks align.
Tighten the distributor clamp bolt.
To recheck the timing as timing light pointed to timing marks, to ensure it
did not change as the clamp was tightened.
Off the engine, and
Remove the cable from spark plug No.1, disconnect the negative cable
and the positive cable,
NOTE:
Keep your hands and the timing-light leads away from the fan and drive
belts. Never stand in line with the fan. A blade might fly off and strike you.
55
Self Check No. 3
Give the correct answers to the following questions
1. Ignition timing is also called ______________________.
When the spark plugs fire sooner on the engine’s

compression strokes called _______________________.
When the spark plugs fire later on the compression strokes,

this is called ________.
What will you do if the timing is advanced or retarded? ____________.
PERFORMANCE CRITERIA LO7)
CHECK ADVANCE MECHANISM

ADJUST IGNITION TIMING
SCORING RUBRICS

Checking and adjusting ignition timing and advance
mechanism
100%
 Ignition timing and advance mechanism is
properly checked and adjusted safely 90-100
 Ignition timing and advance mechanism is not
checked and adjusted properly 89-80
 Ignition timing and advance mechanism is not
checked and adjusted 89-70
100% Total
5
6
LEARNING OUTCOME 8 : Perform compression test
Compression test is performed.

Compression test result is interpreted and appropriates
recommendations is prescribed.
REFERENCES:




by: Toyota
VHS/CD

by: Toyota
5
7
Learning Outcome # 8: Perform compression test
Perform compression testing of a Follow the procedures in

gasoline engine with the Operation Sheet LO8
presence of your instructor. “Performing Compression Test”
Answer Self- Check Compare your answer to answer

key
Complete the assessment tasks.
OPERATION SHEET No. 1 (LO8)
PERFORM COMPRESSION TEST
MATERIALS:
Gasoline
TOOLS
Basic hand tool set
Compression gauge
Safety gauge
EQUIPMENT
Perform Compression Testing
Procedure
The cylinder compression tester measures the ability of the cylinders to hold
compression while the starting motor cranks the engine. The compression
tester is a pressure gauge that measures the amount of pressure or
compression, built-up in the cylinder during the compression stroke. How
well a cylinder holds compression is an indication of the condition of the
piston, piston rings, cylinder wall, valves and head gasket.
Warm up the engine to operating temperature.

Stop the engine.
Remove the spark plug from hole.
58
Connect a pressure gauge to the
cylinder port as shown.
Fig. 1 shows the connector of pressure

gauge
Set the engine speed control to stop position.
Turn the engine with the starter until the pressure gauge registers no
further rise in pressure.
Note: It is a good practice to count the number of compression strokes,

indicated by movement of the gauge needle, and check each cylinder with
the same number of strokes. The engine must be at full cranking speed
or as specified in appropriate service manual to get a good reading.
3. Check the pressure reading against the engine technical manual.
Note: Low pressure indicates leakage through valves, rings or gaskets.

Variations in cylinder pressures of more than 10% usually indicate a
need for cylinder reconditioning.
59
Information Sheet
Interpreting and Analyzing compression result
Engine compression readings are usually considered normal if the

lowest reading is 75 percent or more of the highest.
For example, if one cylinder in an engine has a compression pressure

of 120 psi (828 kPa), then all cylinders should have compression readings
of 90 psi (621 kPa) or higher. Typical compression pressures vary among
engines and manufacturers. In many General Motors engines, no cylinder
should have a compression pressure of less than 100 psi (690 kPa).
Toyota specifies a maximum compression pressure of 142 psi (990 kPa) in
some engines. The following section describes interpreting the results of
the compression test.
The manufacturer’s specification show what the compression

pressures should be. If compression is low, there is leakage past the
piston rings, valves or cylinder-head gasket. If the readings vary, how they
vary may indicate the cause of the problem.
Note: Never perform a wet compression test on a diesel engine. The heat of
a compression could ignite the oil and damage the compression
tester. Also, since the oil is not compressible, it could fill the
combustion chamber and create a hydrostatic lock. This prevents
the crankshaft from turning and may damage the engine.
Self Check No. 4
Direction: Fill in the blanks with the correct answers.
Normal engine compression reading should be ____________________.

If the compression is low, there is leakage past on the ______________.
Excessive carbon buildup in combustion chamber, the compression
gauge reading is ________________________.
_________________ measures the ability of the cylinders to hold
compression.
6
0
ANSWER KEY
No. 1
B
C
A
C
D
No. 2
TOP DEAD CENTER

BOTTOM DEAD CENTER
CYCLE
DOWNWARD, OPEN
UPWARD, OPEN
No. 3
75% and above
piston rings
20 psi above
compression tester
6
1
ACKNOWLEDGMENT
First Published JUNE 2008

Development Workshop conducted at the Marikina Hotel, Marikina City on
February 18-22, 2008.
Technology Teachers:
LINO OLIT
Calapan, Community V.H.S.
ROBERT S. DOMINGO
A.F.G.Bernardino Memorial Trade School-Lias, Marilao, Bulacan
JOHN DIEGO
Isabela SAT
GEORGE CALLANTA
Don A. Roces, Sr. Science Technology High School-Quezon City
ROMEO IBLOGUIN
E.Rodriguez V.H.S.
NELSON SENEDO
Tagum National High School
Contextual Teacher:
BELEN L. TADO
Facilitator:
Beatrice A. Adriano
E. Rodriguez Vocational HS
Encoder
Rowena S. Fonacier
This work was produced with funding provided by the Department of

Education.
6
2
REFERENCES AND FURTHER READING:
Auto-Mechanics 10th Edition by Crouse/Anglin

Auto.-Trouble Shooting: Operation and maintenance/F.Francisco
Encarta Microsoft 2006
Diesel Mechanic/Erich J. Schulz
Modern Machining Technology/Richard Baril
6
3
PUBLIC TECHNICAL-VOCATIONAL
HIGH SCHOOLS
PUBLIC TECHNICAL-VOCATIONAL
Unit of Competency: Performing Underchassis Preventive Maintenance
Module Title: Performing Underchassis Preventive

Module No.: 3
Maintenance
TABLE OF CONTENTS
Page

Introduction……………………………………………………………. ii

Information Sheet 1 ……………………………………….. 5
Information Sheet 2 ……………………………………….. 7
Operation Sheet 1... ……………………………………….. 7
Self Check 1.1 ………………………………………………. 10
Learning Outcome 2….……………………………………………… 11
Operation Sheet 1... ……………………………………….. 27
Operation Sheet 2... ……………………………………….. 27
Operation Sheet 3... ……………………………………….. 29
Self Check 1… ………………………………………………. 33
Self Check 1.1 ………………………………………………. 39
Operation Sheet 1 ……………………………………...….. 44
Self Check ….. ………………………………………………. 51
Operation Sheet 1 ……………………………………...….. 53
Self Check …….……………………………………………. 61
Operation Sheet 1 ……………………………………...….. 73
Self Check ………..…………………………………………. 73
Operation Sheet 1.. ……………………………………….. 96
Self Check ……..……………………………………………. 97
Operation Sheet 1.. ……………………………………….. 102
Self Check …………………………………………………. 103
Answer key ………………………………………………….. 105
HOW TO USE THIS COMPETENCY BASED LEARNING MATERIAL
Welcome to the Module on “Performing Underchassis Preventive

Maintenance”. This module contains training materials and activities for
you to complete.
1
The unit of competency “Perform Underchassis Preventive Maintenance”
contains the knowledge, skills and attitudes required for Automotive Servicing. This
is one of the common modules for National Certificate level I (NC I).
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 and Resource Sheets and Reference Materials for further
reading to help you better understand the required activities. Follow these activities
and answer the self-check at the end of each learning outcome. You may tear a blank
answer sheet at the end of each module to reflect your answers for each self-check.
If you have questions, please don’t hesitate to ask your teacher for assistance.
Your facilitator will always be available to assist you during the training.
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 some time
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 don’t have to
do the same training again. If you have a qualification or Certificate of Competency
from previous trainings show it to your trainer. If the skills you acquired are still
current and relevant to this module, they may become part of the evidence you can
present for RPL. If you are not sure about the currency of your skills, discuss this
with your trainer.
After completing this module ask your trainer to assess your competency. Result
of your assessment will be recorded in your competency profile. All the learning
activities are designed for you to complete at your own pace.
Inside this module you will find the activities for you to complete and at the back
are the relevant information sheets for each learning outcome. Each learning
outcome may have more than one learning activities.
At the end of this module 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 an assessor. A Record of Achievement is provided
for you by your trainer to accomplish once you complete the module.
1
This module was prepared to help you achieve the required competency, in
performing underchassis preventive maintenance independently at your own pace
with minimum supervision from your facilitator.
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 skills and knowledge you need to successfully complete this module.
Work through all the information and complete the activities in each section and
complete the self-check. Suggested references are included to supplement the
materials 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 activities and it is important that you listen and take notes.
Talk to more experienced work mates and ask for their guidance.
Use the 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 the learning guide.
As you work through the activities, ask for written feedback of your progress from
your trainer. After completing each element, ask your trainer to mark on the
report that you are ready for assessment.
When you have completed this module (or several modules) and feel confident that
you have had sufficient practice your trainer will arrange an appointment with you
to asses you. The result of your assessment will be recorded in your Competency
Achievement Record.
Before you perform the manual exercises, read the information/operation sheet
and answer the self-check provided to confirm to your self and to your teacher
that you are equipped with knowledge necessary to perform the skill portion of the
particular learning outcomes.
Upon completion of this module ask your teacher, to assess you. You will be given
a certificate of completion as proof that you met the standard requirements
(knowledge and skills) for this module. The assessment could be made in different
methods, as prescribed in the competency standards.
2
QUALIFICATION : AUTOMOTIVE SERVICING NC I
UNIT OF COMPETENCY : PERFORM UNDERCHASSIS PREVENTIVE
MAINTENANCE
MODULE TITLE : PERFORMING UNDERCHASSIS PREVENTIVE
MAINTENANCE
INTRODUCTION:
This module contains information and practices in performing under chassis

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

Inspect brake system
Inspect/change transmission/differential gear oil
Inspect/replace power steering fluid
Check/refill automatic transmission fluid
Inspect and bleed air brake
Check tire and tire pressure
Check underchassis body parts, bolts and nuts
1
Qualification Automotive Servicing NCI
Module Title Performing Underchassis Preventive Maintenance
Learning Outcome 1 Check clutch fluid and lines
Assessment Criteria: 1. Clutch fluid level and line checked.

Clutch line checked for cracks, twists, bends, loose and
restricted lines.
Low levels of fluid in master cylinder refilled to
maximum level.
Reference
1. Automotive brake system (shop manual) pp. 53-74
Eichhorn, Lane
2. Automotive Mechanics, 10th edition pp. 536-552

Crouse, William H. and Anglin, Donald L. pp. 711-727
3. Toyota Repair Manual
Learning Outcome 1 : Check clutch fluid and lines
Learning Activity 1 Resources
1
Are you ready to perform this activity?
If ready, take your time and be sure to observe 5

good housekeeping in all your activities.
1. Read information on Automotive clutch its Automotive Brake System

operation, and component parts. (shop Manual), Lane Eichhom,
2. Read: Operation sheet on Checking Clutch Drew Connchock, pp 53.
fluid and lines.
3. Read: Resources for types and uses of fluid,
its chemical composition and how fluid is
used in the system.
4. Answer: Self-Check #1 to asses your Automotive Brake System
knowledge to check clutch fluid and lines. (Shop Manual), pp 55-74
5. Refer to Answer key #1 for the correct
answers of self check
2
LO 1. CHECK CLUTCH FLUID AND LINES
Title: Checking Clutch Fluid and Lines
AUTOMOTIVE CLUTCH
The clutch is located between the engine and the transmission. To engage
and disengage the power transmission from the engine by pedal
operation during gear shifting. The clutch gradually transmit power from
the engine to the drive wheels in order to start the automobile smoothly,
and smoothly change the transmission gears according to the condition
under which the vehicle is traveling.
REQUIREMENT OF THE CLUTCH
0 It must engage the transmission and the engine smoothly.

1 Once it engages the transmission, it must transmit power
entirely without slipping.
2 It must disengage the transmission accurately and quickly.
A. PARTS OF THE CLUTCH
Automotive clutch consists of 3 major parts. These are the flywheel,

clutch disc and pressure plate assembly.
FLYWHEEL
On a vehicle with manual transmission, a heavy metal wheel attached to

the engine crankshaft which rotates with it; helps smooth out the power
surges from the power strokes and serves as part of the clutch .The
flywheel and pressure plate are the drive or driving members. They
attach to and rotate with the engine crankshaft.
Fig. 1 Parts of engine flywheel`

3
CLUTCH DISC
It is necessary that the clutch disc transmit power smoothly and once it is
engaged, it transmit power continuously without slipping. The clutch disc
must be built in such a way that, when the power is disconnected, this
can be done accurately as well as quickly.
The clutch disc consists of the facing, which is a friction material (usually
it is made of asbestos) riveted onto both side of the disc circumference
and a hub in the center, which receives the input shaft of the
transmission.
Fig. 2 shows the friction disc
CLUTCH COVER ASSEMBLY OR PRESSURE PLATE ASSEMBLY
Since the clutch cover assembly is fitted to the flywheel of the engine
and rotates integrally with the engine, it must be well-balanced for good
rotation. In addition, it must have good capacity to radiate heat from the
engaged clutch.
Clutch covers are divided in two types depending on the type of springs
used for pushing the pressure plates against the clutch disc: those
having a diaphragm and those with coil springs.
While the diaphragm spring type clutch cover is used frequently today,
the coil spring type clutch cover is also used in some heavy duty
commercial vehicles.
4
Fig. 4 shows the pressure plate assembly
B. TYPES OF CLUTCH
There are two types of CLUTCH, distinguished by the way they are
operated: the hydraulically operated clutch and the mechanically
operated clutch using a cable linkage.
MECHANICAL TYPE CLUTCH
The movement of the clutch pedal of this type is conveyed to

the clutch body directly by a cable.
Fig. 5 shows the clutch table type
5
HYDRAULIC OPERATED CLUTCH
In this type of clutch, the movement of the clutch pedal is converted by

the master cylinder into a hydraulic pressure which then transmitted to
the clutch release fork via the release cylinder. In this type of clutch, the
driver is bothered less by noise vibration from the engine and the clutch
itself is easier to operate.
Fig. 6 shows the hydraulic clutch type
LO 1. CHECK CLUTCH FLUID AND LINES
CLUTCH OPERATION
Disengaging the clutch ( pushing down the clutch pedal down) moves the
pressure plate away from the friction disc. Releasing the clutch pedal
engages the clutch. Spring force clamps the friction disc between the
pressure plate and the flywheel. Then the friction disc and transmission
input shaft turn with the flywheel.
When the driver depresses the clutch pedal, linkage to the clutch fork
causes it to pivot. The fork pushes against the release bearing or throw
out bearing. This forces the release bearing inward against release
fingers or lever in the pressure plate assembly. These pivot pushes the
pressure plate away from the friction
PEDAL DOWN, CLUTCH DISENGAGED
When the clutch pedal is pushed down, the clutch disengages so

no power flows through to the transmission.
6
Fig. 7 shows the clutch disengage
PEDAL UP, CLUTCH ENGAGED
When the clutch pedal is released, the clutch engages, transmitting

power from the crankshaft flywheel to the transmission.
7
Fig. 8 shows the clutch engage
P5MASTER CYLINDER
This liquid filled cylinder is the hydraulic brake system or

clutch where hydraulic pressure is developed when the driver depresses
a foot pedal.
Fig. 9 shows the parts and the cutaway view of master cylinder
How to Check the Fluid for a Hydraulic Clutch in Your Car
Conditions:
Supplies and Materials

8
Brake fluid
Tools
Rags
Check the Fluid for a Hydraulic Clutch in Your Car
Procedure:
Cars with manual transmissions (stick shift) use either

hydraulics (which uses fluid) or a cable to connect your clutch pedal to
the transmission. If your car has a hydraulic clutch, the fluid must be
checked monthly to ensure that it's full and there aren't any leaks.
Instructions
Things Needed:
Brake Fluids
Step1
Determine whether your car has a hydraulic clutch.
Fig. 10 shows the location of master cylinder
Step2
Turn the engine off and open the hood.
9
Step3
Look for a small plastic container about 1 inch in diameter located

close to the back of the engine, usually near the brake fluid reservoir. It
looks a lot like the brake fluid reservoir but it's smaller. Imagine that
the clutch pedal went straight through into the engine compartment:
this is where you'll find the clutch master cylinder and clutch reservoir.
Step 4
Check the fluid level. The reservoir is usually clear with a small
round rubber cap on the top; it should be filled to the top.
Fig. 11 shows the level of fluid
Step 5
Add brake fluid if it’s low.
Fig. shows the refilling of brake fluid
Step 6
Replace the cap.
Tips & Warnings

The hydraulic clutch uses brake fluid. There's no such thing as
10
"clutch fluid" - you'll get laughed at if you go into an auto parts
shop asking for it.
Cars with a clutch cable do not use any fluid.
A leak can often be seen at the reservoir/clutch master cylinder, at

the other end of the clutch hydraulic line at the clutch slave
cylinder, or inside the car behind the clutch pedal.
Take care not to spill brake fluid on yourself or the car's paint - it's
highly corrosive. Wash your hands and wipe any spills with a rag.
If the clutch reservoir is consistently low probably it has a leak.

The reservoir is very small so even a little leak can empty it out
quickly. Without fluid, your clutch pedal is useless so you won't
be able to shift, or to drive. See your mechanic if you suspect a
leak.
SELF-CHECK LO1-1
Check your knowledge in fluids by completing this self-check.
A chemically-inert hydraulic fluid used to transmit force and motion is

called ______________.
What are the three types of fluids?
Types of fluid which are developed for disc-brake system and

developed for higher temperatures are called ________________.
A silicon-based fluid that can take even higher temperatures is called

________________.
What are the types of fluids that have a clear to amber color and are
hygroscopic? _____________________ .
During braking operation, what causes fluid to overheat and cause

the moisture?
In the master cylinder, the primary piston is the piston that is:
(Choose the correct answer.)
0 directly operated by the pushrod
1 nearest the front-end of the car
2 hydraulically operated by the secondary piston
3 needed only on vehicles with drum brakes
What do you call a sensor that turns on a warning light in the

instrument panel when brake fluid is low?
______________________ .
11
Parts of master cylinder that force the piston to return to its released
position faster than fluid can flow back to the master cylinder is called
______________________..
What are the component parts of a master cylinder?
CHECKLIST LO1
OK R A C D T Re Specif
(Repla (Adjus (Clean (Disas (Tight (Repai y
Check
ce) t) ) sembl en) r)
e)
1. Clutch line for
leakage
2. Clutch line for
cracks
3. Clutch line for
twists
4. Clutch line for
bends
5. Clutch line for
loose
connections
6. Clutch line for
restriction
Program/Course: Automotive Servicing
Unit of Competency: PERFORM UNDERCHASSIS PREVENTIVE

MAINTENANCE
Module Title: Performing Underchassis Preventing Maintenance
Learning Outcome 2. Inspect Brake System
Brake fluid level is checked and maintained between the minimum
and maximum
Brake lines or hoses are checked and freed from twist and bends
Brake pedal free play is specified
Brake operation is checked and tested as per SOP.
12
Hydraulic fluid is used/changed without spillage and at the
specified level
Brake pedal height/free-play is checked and adjusted
Hydraulic brake system is bled in accordance with brake standards
Emergency brake function is checked
1. Points for adjustment of emergency brake are identified.
Resources
By: Crouse/ Anglin
Modern Automotive Technology By:

James E. Duffy
Toyota Corporation
Learning Outcome#2: Inspect brake system

Learning Activity #2 Resources
So, you’re now ready to do the next activity

 Read Information sheet on Automotive brake Automotive mechanics 10th
system. edition.
 Read resource on properties of metals. Toyota repair manual
Read Operation sheet on Inspecting brake  Checklist – Diagnostic

system. Worksheet
 Complete: Self-Check #2
 Self-Check #2
 Refer to Model Answer #2 for the correct answer
on self-check.  Model Answer #2
 Call your teacher to check your work.  Checklist
INFORMATION SHEET LO1
LO 2. INSPECT BRAKE SYSTEM
Title: Inspecting Brake System

13
AUTOMOTIVE BRAKES
TYPES OF BRAKES
In automobile it has two types of brakes; These are service brakes and
the parking brakes.
SERVICE BRAKES
This type of brakes usually operated by a foot pedal, which slow or stop
the moving vehicle. Most automotive service brakes are hydraulically
brakes. They operate hydraulically by pressure applied through a liquid.
The service or foundation brakes on many medium and heavy-duty
trucks and buses are operated by air pressure these are air brakes.
Fig. 1 PARTS OF BRAKE SYSTEM ON A

VEHICLE FRICTION IN VEHICLE BRAKES
When the brakes are applied by pushing down on the brake pedal,
a fluid flows through tubes or brake lines to the brake mechanisms at
the wheels. The brake mechanisms apply force on rotating parts so the
wheels are slowed or stopped.
There are two types of wheel-brake mechanisms the drum and

disc. In the drum brake the fluid pressure pushes lined brake shoes
against a rotating drum. In disc brake, the fluid pushes line brake pads
against a rotating disc.
Friction between the stationary shoes or pads and the rotating

drum or disc produces the braking action that slows or stops the
wheels.
14
Then friction between the tires and road slows or stops the vehicle.
BRAKE ACTION
The service braking system includes two basic parts. These are
the master cylinder and the drum and disc wheel-brake mechanisms.
The master cylinder is a reciprocating-piston pump. It pressurizes the
hydraulic system when the driver depresses the brake pedal. This
converts the mechanical force from the brake pedal into hydraulic force
that applies the brakes at the wheels.
Braking begins at the brake pedal, when the pedal is pushed

down, brake fluid is forced from the master cylinder into the lines to the
wheel brakes. As hydraulic pressure increases , brake shoes or pads are
forced against the rotating drums or discs. The resulting friction slows or
stop the wheels and the vehicle.
Fig. 2 shows the action of hydraulic brake
NOTE: Flow of brake fluid to the calipers at the front and to the
wheel cylinder at the rear when the brakes are applied.
OPERATING MECHANISM
1. Master Cylinder
The master cylinder converts the motion of the brake pedal into
hydraulic pressure. It consists of the reservoir tank, which contains
the brake fluid, as well as the piston and cylinder, which generate
the hydraulic pressure.
15
Fig. 3 shows the parts of master cylinder
2. Brake Booster
The force with which the driver steps on the brake pedal would
not be enough to cause the brakes to operate to stop the vehicle
quickly. The brake booster therefore multiplies the driver’s pedal
effort so that a large braking force is created.
The brake booster may be an integral part of the master cylinder
of fitted separately from it. The integrated type is used with
passenger cars and light-duty trucks.
The brake booster consists mainly of the booster body, booster
piston, diaphragm, reaction mechanism and control valve
mechanism.
16
The booster body is divided into the front (constant pressure
chamber) rear (variable pressure chamber) sections, separated from
each other by a diaphragm and booster piston.
Fig. 4 shows the brake master cylinder and booster
3. Proportioning Valve (P Valve)
The vehicle is broken by friction between the tire and the road.
The friction increases in proportion to the load.
Since the engine is usually in the front of the vehicle, the front is
heavier than the rear. When the vehicle is broken, the center of
gravity of the vehicle shifts forward due to inertia, and even a
greater load is applied to the front.
For this reason, a device is needed that causes more braking
force to be applied to the front wheels than to the rear wheels.
Such a device is called a “proportioning valve” or simply a P
valve. It automatically reduces the hydraulic pressure to the
rear wheel cylinders so that it is less than that to the front, so
less braking force is applied to the rear wheels
17
DRUM BRAKES
The drum brake has a metal brake drum that encloses the brake assembly
at each wheel. Two curved brakes shoes expand outward to slow or stop
the drum which rotates with the wheel. The brake assembly attaches to a
steering knuckle, axle housing or strut-spindle assembly.
Brake shoes are made of metal. A facing of friction material called

brake lining is riveted or cemented or bonded to the shoes. The linings
are usually made of non asbestos materials such as fiber glass or a
semi metallic material that can withstand the heat producing braking
action. Asbestos lining has been used, but is being phased out because
of its danger to human health.
Fig. 6 shows the parts of down brake
18
NOTE:
The construction and operation of front drum brakes are the same as
rear drum brakes. Most vehicles have rear wheel parking brakes.
Backing Plate
The backing plate is pressed steel plate, bolted to the rear axle
housing or rear axle carrier. Since the brake shoes are fitted to the
backing plate, all of the braking force acts on the backing plate.
IMPORTANT
If the friction surface of the brake shoe

wears excessively, the brakes will drag.
Brake shoes must be checked carefully
every time the brakes are disassembled to
prevent this problem.
Fig. 7 shows the brake backing plate
WHEEL CYLINDER
When the driver depresses the brake pedal, brake fluid flows from a
pressure chamber in the master cylinder through brake lines to the wheel
cylinder. It converts the hydraulic pressure from the master cylinder into
mechanical movement. The wheel cylinder has two pistons, with seals or
cups and a spring in between. As the pressure increases, the pistons
overcome the brake-shoe return springs and push the shoe outward into
contact with the drum.
19
Fig. 8 shows the construction of wheel cylinder
Brake Shoe & Brake Lining

Brake shoes are usually made of steel plates. The brake lining is
attached to the friction surface of the shoe by rivets (on large vehicles) or
by adhesives (on small vehicles).
Lining must be resistant against heat and wear and have a high
friction coefficient. This coefficient must be as unaffected as possible by
fluctuations in temperature and humidity.
Generally, brake linings are made from fiber metallic mixed with
brass, lead, plastic etc. and formed under heat.
Fig. 9 shows the brake shoe and lining
20
Brake Drum
The brake drum is generally made of gray cast iron and has a
cross-section such as shown below. It is positioned very close to the brake
shoe without actually touching it and rotates with the wheel.
As the lining is pushed against the inner surface of the drum
when the brake is applied, friction heat can reach as high as 200 0C
(3920F) to 3000 (5720F).
Fig. 10 shows brake drum cross section
Disc Brake
A disc brake basically consists of a cast-iron disc (disc rotor) that

rotates with the wheel and fixed friction materials (disc pads) that are
pushed against the disc rotor. Braking force is generated by friction
between the disc and the disc pads.
Fig. 11 shows the brake pad Fig . 12 shows the flow of fluid in fixed
caliper type
21
Fig. 13 shows the flow of fluid in floating caliper type
Disc Rotor
Generally, the disc rotor is made of gray cast iron, and is either
solid ventilated.
The solid type disc rotor consists of a pair of hollow discs to
ensure good cooling, both to prevent fading and to ensure longer pad life.
Fig. 14 shows the types of disc rotor
2. Brake Pad
A disc pad is usually a baked mixture of metallic fibers and resin

containing a small amount of metal power. This type is called the
semi-metallic disc pad.
A slit provided on the rotor slide of the pad to indicate the pad
thickness (allowable limit) so that the pad wear can be checked
easily.
22
On some disc pads, a metallic plate (called an anti-squeal shim) is
fitted in the piston slide of the pad to prevent the brakes from squeaking.
Fig. 15 shows the construction of brake pad
TYPES OF DISC BRAKE CALIPER
Calipers are grouped into the following types by the way in

which they are installed.
Fixed caliper type (double pistons) Floating caliper type (single pistons)
The fixed caliper is provided with the pair of pistons. Braking force is
obtained when the pads are pushed hydraulically by the piston against
both ends of the disc rotor.
23
Floating caliper type, the piston is located in one side of the caliper
only.
Fig. 16 shows the floating caliper type Fig. 17 shows the fixed caliper
type
The floating type calipers are further grouped into the following kinds:
Semi-floating type PS type
F type
FS type
Full-floating type AD type
PD type
Fig. 18 shows the full floating caliper Fig. 19 shows the different
types of rotor
24
PARKING BRAKE
Parking brakes are mainly used for parking the vehicle. Passenger cars
and small commercial vehicles have rear wheel type parking brakes
that shares the brake drums of the service brakes or exclusive parking
brake that are connected to the rear wheels.
Large commercial vehicles use center brake type parking brakes that are
fitted between the propeller shaft and the transmission.
Figure
Fig. 20 shows the parking break lever Fig. 21 shows the parking lever
type with travel
adjusting blot
Fig. 22 shows the two types of parking Fig. 23 shows the parts of the
parking brake brake
25
OPERATING MECHANISM
The operating mechanism is basically the same in both the rear
wheel type parking brake and the center brake type parking brake. The
parking brake lever is located near the driver’s seat. Pulling the parking
brake lever operates the brakes via a cable connected to the lever.
The parking brake lever is provided with ratchet to maintain the
lever at the position to which it was set. Some parking levers have
adjusting screw near the brake lever so the amount of brake lever
travel can be easily adjusted.
The parking brake cable transmits the lever movement to the brake
drum sub-assembly. In the case of the rear wheel parking brake, there is
an equalizer in the middle of the cable to equally divide the lever
operating force to both wheels.
OPERATION SHEET No.
1 LO2. INSPECT BRAKE SYSTEM
CHECK AND ADJUSTMENT OF BRAKE PEDAL
CHECK AND ADJUSTMENT OF PEDAL

HEIGHT 1. Check pedal height
Turn back the floor carpet under the brake pedal

and with the ruler, measure the distance between the top
surface of the brake pedal and the top board (asphalt
sheet)
26
Fig. 24 shows the pedal height
IF NECESSARY, ADJUST PEDAL HEIGHT
0 Disconnect the wiring connector 1 for the stop light switch 2.
1 Loosen the lock nut 3 of the stop light switch and screw out the
stop light switch in few turns.
2 Loosen the lock nut 4 of the push rod 5 and adjust the pedal
height by turning the push rod.
3 Screw in the stop light switch until its pedal stopper lightly
contacts the cushion, and then tighten the lock nut.
IMPORTANT!
Be careful that the pedal stopper of the switch is not touching
the pedal cushion too strongly or the pedal height may be
insufficient.
(e)Connect the wiring connector for the stop light switch.
ADJUST PEDAL FREEPLAY

After adjusting brake pedal height, check and adjust the pedal free-
play.
CHECK PEDAL AND ADJUSTMENT OF BRAKE PEDAL FREEPLAY
CHECK BRAKE PEDAL FREEPLAY
0 After stopping the engine, release the vacuum stored in the
27
brake booster by pumping the brake pedal until the pedal reserve
distance does not change even with the pedal pressure
IMPORTANT!
If vacuum remains in the booster, the correct free-play cannot be
checked.
(b) Lightly push the brake pedal with your finger until it meets
resistance and measure the pedal stroke.
IF NECESSARY, ADJUST PEDAL FREEPLAY
0 If free-play is not within specification, loosen the lock nut 4 of

master cylinder push trod 5. And adjust by turning the push rod.
1 Tighten the lock nut and measure the free-play again.
2 After adjusting the pedal free-play, check the pedal height and
stop light operation.
CHECK OF PEDAL RESERVE DISTANCE
CHECK PEDAL RESERVE DISTANCE

(a) Place chocks under the front and rear wheels, release the
parking brake and start the engine.
Press down on the pedal with 50kg of force and measure the
distance between the top surface of the brake pedal and the asphalt
sheet.
If the reserve distance is less than specification, it may be caused
by excessive shoe clearance between brake shoe and brake drum.
Adjust the shoe clearance.
REFERENCE
The shoe clearance is adjusted differently depending on
the vehicle model and brake type. REFER TO
APPROPRIATE REPAIR MANUAL.
Bleeding the Brake System
NOTE: Pressure bleeding is recommended for all hydraulic systems.

However, if a pressure bleeder is unavailable, use the following procedure.
28
Some hydraulic systems require vacuum bleeding. Check your
vehicles service manual for the procedure.
Refer to figures 3 and 4 when performing the following procedures.
CAUTION: Brake fluid damages painted surfaces. Immediately clean

any spilled fluid.
Remove the vacuum reserve by pumping the brakes several times
with the engine off.
Fill the master cylinder reservoir with clean brake fluid. Check the
fluid level often during bleeding procedure; do not let the reservoir
fall below half full.
If necessary, bleed the master cylinder as follows:
0 Disconnect the master cylinder forward brake line connection

until fluid flows from the reservoir. Reconnect and tighten the
brake line.
1 Instruct an assistant to slowly depress the brake pedal one

time and hold.
2 Crack open the front brake line connection again, purging air
from the cylinder.
3 Retighten the connection and slowly release the brake pedal.

4 Wait 15 seconds and then repeat until all the air is purged.
5 Bleed the rearward brake line connection by repeating

the preceding steps.
6 Loosen and then slightly retighten the bleeder valves at all

four wheels. Repair any broken, stripped or frozen valves
at this time.
29
Fig. 26 Bleeding the Brake System
Proceed to the appropriate wheel first and follow the set sequence
according to the Wheel Bleed Sequence.
Place a transparent tube over the bleeder valve and then allow the
tube to hang down into a transparent container, figure 5. Ensure
the end of the tube is submerged in clean brake fluid.
Instruct an assistant to slowly depress the brake pedal one time

and hold.
Crack open the bleeder valve, purging air from cylinder. Retighten
the bleeder screw and slowly release pedal.
Wait 15 seconds and then repeat the preceding bleed steps. Repeat
these steps until all the air is bled from the system.
Wheel Bleed Sequence:

If you are bleeding the brakes manually, the sequence is RR-LR-RF-
LF. If you are pressure bleeding, bleed the front brakes together and
the rear brakes together.
Typical Procedure for Filling the Master Cylinder Reservoir
Caution: Be careful to avoid spraying brake fluid. To protect the face,

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

depressurizing the system before adding brake fluid. When
depressurized, the reservoir level may rise slightly, giving a more
accurate level reading.
30
LO2. INSPECT BRAKE SYSTEM
Checking Leaks
Hydraulic brake system leaks can be internal and external leaks.

Most internal master cylinder leaks result when the cups lose their ability
to seal the piston. Brake fluid leaks past the cups internally. Sometimes it
also appears as an external leak. Internal and external rubber parts wear
with usage or can deteriorate with age or fluid contamination. Moisture or
dirt in the hydraulic system can cause corrosion or deposits to form in the
bore, resulting in the wear of the cylinder bore or its parts. Although
internal leaks do not cause a loss of brake fluid, they can result in a loss
of brake performance.
When external leaks occur, the system loses brake fluid. External
31
leaks are caused by cracks or brakes in master cylinder reservoirs, loose
system connections, damaged seals, or leaking brake lines or hoses.
To check for a brake fluid leak, perform the following procedure:
Run the engine at idle with the transmission in neutral.

Depress the brake pedal and hold it down with a constant foot pressure.
The pedal should remain firm and the foot pad should be at least 2
inches from the floor for manual brakes and 1 inch for power brakes.
Hold the pedal depressed with medium foot pressure for about 15
seconds to make sure that the pedal does not drop under steady
pressure. If the pedal drops under steady pressure, the master
cylinder may have internal leak or there may be a leak in a brake line
or hose. Visually inspect the system as outlined.
Hydraulic system can be designed so a light force on the clutch

pedal produces a heavy force on the clutch fork. It is done by using a
small piston in the master cylinder and a large piston in the servo.
Operation of the hydraulic clutch linkage is similar to a hydraulic brake
system.
The hydraulic system for a clutch includes hydraulically-operated

release bearing. No clutch is used. The servo and release bearing are
included in the assembly that fits on the transmission front-bearing. One
end of the servo seals against the front of the transmission case. The
release bearing attaches to the carrier on the servo piston at the other
end.
When the clutch pedal is depressed, hydraulic fluid flows from the
clutch master cylinder to the servo. The fluid pushes the servo piston out
of the cylinder. This moves the release bearing against the fingers of the
clutch plate and disengages the clutch
32
Fig. 27 shows the brake line mounting on the diagonally split
brake system
Brake lines are made of steel. Because they are under the floor
pan, they are wrapped with wire armor to protect them from flying debris.
The ends are flared in either a double flare or an ISO flare. The flare
provides maximum protection against leakage. A short flexible brake hose
or flex hose connects the steel brake lines to the wheel cylinders or
calipers.
Another type of end is the block or banjo fitting. It is used with

soft metal washers on each side. A hollow bolt allows fluid to flow from
the hose into the caliper.
CHECKLIST LO2
OK R A C D T Re Specif
(Repla (Adjus (Clean (Disas (Tight (Repai y
Check
ce) t) ) sembl en) r)
e)
1. Brake line for
leakage
2. Brake line for
cracks
3. Brake line for
twists
4. Brake line for
bends
5. Brake line for
loose connections
6. Brake line for

restriction
7. Bleed brake
system
SELF-CHECK LO1
1. What are the two types of leaks in the hydraulic brake system?
33
In a hydraulic system, what causes corrosion or deposits to form in
the bore, resulting in the wear of the cylinder bore or its parts?
What are the component parts of the brake system?
SELF-CHECK No. 2
Check your mastery of learning outcome No. 2 by completing or

supplying answer to the statements below.
Give some safety materials in refilling brake fluid to the

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

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

_________________________________.
What is the function f brake master cylinder?
The diaphragm under the master cylinder cover prevents

__________________________ in the hydraulic system.
What are the component parts of the clutch system?
Program/Course: Automotive Servicing NCI
Unit of Competency PERFORMING UNDERCHASSIS PREVENTIVE

MAINTENANCE
Module Title: Check clutch fluid and lines
Learning Outcome 1. Check clutch fluid and lines
1. Clutch fluid level and lines are checked
34
Clutch line is checked for cracks, twists, bends, loose and restricted
lines.
Low levels of fluid in master cylinder is refilled to maximum level
Resources
 Automotive brake system (shop manual) pp. 53-74

By: Eichhorn, Lane
 Automotive Mechanis, 10th edition pp. 536-552
Course, William H. and Anglin, Donald L. pp. 711-727
Toyota Repair Manual
Toyota Corporation
Learning Outcome 2 : Check clutch fluid and lines

This is your last activity for LO 2
1. Read resource for information on how to refill Automotive Brake System

fluid in master cylinder to maximum level Shop Manual, Lane Eichhom,
following the manufacturer's specification. Drew Connchock, pp. 55-56
2. Read resource on identifying hazards

associated in refilling fuel.
3. Complete self-check #3.
4. Refer to model answer #3 for the correct

answers.
5. Call your teacher to check your work.
MASTER CYLINDER FLUID LEVELS

35
Check the master cylinder fluid levels. Although normal brake lining wear
may cause a slight drop in fluid level, an abnormally low or empty level in
either chamber is a strong indication that there is a leak in the system.
The procedure for filling the master cylinder reservoir is shown below.
Typical Procedure for Filling the Master Cylinder Reservoir
Caution: Be careful to avoid spraying brake fluid. To protect the

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

depressurizing the system before adding brake fluid. When
depressurized, the reservoir level may rise slightly, giving a more accurate
level reading.
SELF-CHECK LO2-1
Check your mastery of learning outcome #1 by completing or

supplying answer to the statements below.
Give some safety measures in refilling brake fluid to the master

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

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

_______________________.
What is the function of brake master cylinder?
36
The diaphragm under the master cylinder cover prevents
___________________________________________ in the
hydraulic system.
What are the component parts of the clutch system?
Learning Outcome 3 Inspect and change power transmission and differential

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

Criteria: 2. Transmission and differential gear oil level checked.
3. Transmission and differential gear oil changed in
compliance with manufacturer.
4. Transmission and differential gear oil refilled to
specified level.
Resources :
1. Automotive Transmission-Principles (CD)
2. Automotive Transmission-Layout and (CD)

Operation
3. Power Train and Underchassis-

Manual
4. The Automotive Drive Trains and pp. 47-49

Chassis Unit
37
Learning Outcome 3: Inspect/Change transmission/differential gear oil

Learning Activity No. 1 Resources
In this activity you will do the following
1. Read: Resource on identifying the component For more information, view

parts of transmission and their functions. CDs:
 Automotive
1.1 Actual identification of the component transmission principles
parts.  Automotive
1.2 Identify its functions using the correct transmission principles,
definition of terms. layout and operation
2. Read: Resource on identifying the component The automotive drive trains

parts of differential and their functions. and chassis unit, pp. 47-49.
2.1 Actual identification of the component

parts
2.2 Identify its functions using the correct
definition of terms.
Modern Technical Physics,
3. Read: Resource on types of gear oil and their Arthur Bieser, pp. 292-294.
uses and application.
Self-Check #4
Refer to Model Answer #4
Request your teacher to check your work in

identifying the part of manual transmission
and differential
38
INFORMATION SHEET
LO 3. INSPECT / CHANGE TRANSMISSION / DIFFERENTIAL GEAR

OIL
Parts of Manual Transmission
39
Fig. 1 differential component parts
40
41
Fig. 2 a disassembled five speed manual transmission with the
major parts
Fig. 4 power flow through a limited slip differential when making a turn
42
GEAR LUBRICANTS
Manual transmissions, transaxles, and transfer cases are all

various types of gearboxes. They are very similar in three ways:
Gears that transmit power

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

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

puncturing of the oil film. Chemical additives are mixed with gear oil to
improve its load-carrying capacity. An oil that has an additive in it to
increase the load-carrying capacity is called an extreme-pressure (EP)
lubricant. Other additives are also added to the oil to improve the
viscosity (thickness), to prevent channeling (solidify) to improve stability
and oxidation resistance, to prevent foaming, to prevent rust and
corrosion, and to prevent damage to the seals.
The typical gear oil is a straight mineral oil (refined crude oil) with the
required additives in it. Today, some oils are made from synthetic oil.
Regardless of type, gear oils for use in most cars and light trucks has a
classification SAE 75W, 75W-80, 80W-90, 85W-90, 90, or 140.
Gear oil is not recommended for use in all gearboxes by the

manufacturers. Gears which are lightly loaded, such as planet-pinion
gears in a planetary gear set, do not require oil. Therefore, some transfer
cases are filled with SAE 10W engine oil. Other transfer cases use
automatic transmission fluid (ATF).
43
ATF is also used as the factory fill in some manual transmissions built by
Crysler. If excessive gear rattle is heard in idle or during acceleration in
direct drive or in overdrive gear. ATF may be drained out and the
transmission filled with multipurpose gear oil, such as SAE 85W-90.
Some manual transaxles are also filled with ATF.
To prevent the lubricant from leaking out, the gearbox has an oiltight
case. Seals are used around each cover and shaft. In addition, seals are
provided around the input shafts and the output shafts. The clutch shaft
on many transmissions does not have a separate seal. Instead, an oil
slinger is used to throw back any oil that reaches it. Other designs have a
passage in the clutch-shaft-bearing retainer that returns to the case any
oil passing through the bearing.
SELF-CHECK
What are the five functions of the gear oil?
In order to improve the gear oil’s load-carrying capacity we mix it with

_________________.
What do we call the oil that has an additive in it to increase load-

carrying capacity?
Enumerate the types of gear that most cars and light trucks use?
Identify the component parts of differential.
Identify the component parts of transmission.
44
Learning Outcome 3: Inspect/Change transmission/differential gear oil
In this activity you will perform the following:
1.Inspect transmission/differential gear oil; Before doing the activity, read

Repair Manual and view CDs
2. Read: Resource material about viscosity of and VHS about inspecting and
substances, composition of gear oil and the checking leakage.
types of lubricants
3. Check leakage in transmission/differential. Answer self-check #5 and

check your answers using
4. Refill oil to specified level. model answer #5
Proceed to refilling using the

manufacturer's manual.
Call your teacher to check

your work
INFORMATION SHEET N0. 1

OIL
PROPER OIL VISCOSITY
Viscosity is a measure of an oil's resistance to flow. A low-viscosity oil is

thin and flows easily. A high-viscosity oil is thicker. It flows more slowly.
Engine oil should have the proper viscosity so it flows easily to all moving
parts. The oil must not be too thin. Low viscosity
reduces the ability of the oil to stay in place between moving engine parts.
If the oil is too thin (low viscosity), it is forced out from between the
moving parts. Rapid wear results.
Oil that is too thick (high viscosity) flows too slowly to engine parts,
especially when the engine and oil are cold. This also causes rapid engine
wear. The engine runs with insufficient oil when first starting. Also, in
cold weather, a high-viscosity oil may be so thick that it prevents normal
45
cranking and starting. A single-viscosity oil (defined below) gets thick
when cold and thin when hot.
Fig. 1 Gear oil recommendation chart
When properly operated and maintained, a manual

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

transmission/transaxle life. If the amount of oil falls below minimum
levels, or if the oil becomes too dirty, problems result.
46
LUBRICANT CHECK
The transmission/transaxle gear oil level should be checked at the

intervals specified in the service manual. Normally, these ranges from
every 7,500 to 30,000 miles. For service convenience, Many units are now
designed with a dipstick and filler tube
accessible from beneath the hood. Check
the oil with the engine off and the vehicle
resting on level grade. If the engine has
been running, wait 2 to 3 minutes before
checking the gear oil level.
Some vehicles have no dipstick. Instead,

the vehicle must be placed on a lift, and
the oil level checked through the fill plug
opening on the side of the unit. Clean the
area around the plug before loosening and
removing it. Insert a finger or bent rod into
the hole to check the level. The oil may be
hot.
Fig. 2 shows the other transmission

has dipstick
Lubricant should be level with, or not more than 1/2 inch below the fill
hole. Add the proper grade lubricant as needed using a filler pump.
Manual transmission/transaxle lubricants in use today include single
and multiple viscosity gear oils, engine oils, and automatic transmission
fluid. Always refer to the service manual to determine the correct
lubricant and viscosity range for the vehicle and operation conditions.
47
Fig. 3 shows the drain and filler plug
LUBRICANT REPLACEMENT
Transmission/transaxle lubricant can be changed with the

manufacturer's specified intervals. Typical intervals are 24,000 or
30,000 miles or every two years. Vehicles
used for towing trailers, off-road
operation, or continuous stop-
and-go driving may require shorter
change intervals.
Drive the vehicle to warm the

lubricant before placing the
vehicle on the hoist.
Clean and remove the drain plug
and allow the lubricant to drain
into a clean catch pan. Inspect the
lubricant for metal particles, which
may appear as a shiny, metallic
color in the lubricant. Large
amounts of metal particles indicate severe bearing, synchronizer, gear,
or housing wear.
Fig. 4 shows the typical transmission gear
Oil viscosity range data
If all lubricants are has drained, replace the washer or apply a

recommended sealant to the threads on the drain plug and replace it.
Tighten the drain plug with the recommended torque. Fill the
transmission or transaxle with the proper lubricant.
VISUAL INSPECTION
Visually inspect the transmission/transaxle at regular intervals.

Perform the following checks.
Check for lubricant leaks at all gaskets and seals. The transmission rear
seal at the driveline is particularly prone to leakage.
Check the case body for signs of porosity that show up as leakage or see
page of lubricant
48
Push up and down on the unit. Watch the transmission mounts to see if
the rubber separates from the metal plate. If the case moves up, but
not down, the mounts require replacement.
Move the clutch and shift linkages around and check for loose or missing
components. Cable linkages should have no kinks or sharp bends,
and all movement should be smooth.
Transaxle drive axle boots should be checked for cracks, deformation, or

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

inspected.

OIL
How to Change the Oil in Your Gearbox
Please do not attempt this if you do not have the proper equipment and if
you are not confident of your abilities I can accept no responsibility of
you damage your car or hurt yourself.
Basic Steps:
raise one side of the car
remove the access panel

place car on jack stands
drain gear oil
replace gear oil plug
remove fill plug
pump gear oil into the gearbox
replace fill plug
remove jack stands
49
replace panel
lower car
Tools and Materials

2.4 quarts gear oil (Lotus recommends SAE 75W/90, similar is OK)
Allen head wrench (remove access panel)
10mm hex head socket (remove access panel)
wheel blocks (any wood pieces)
automobile jack
two jack stands (not essential but recommended)
torque wrench (not essential but recommended)
drain pan
gear oil pump
17mm and 24mm sockets and handle
Start as if doing an oil change
Follow the directions for jacking the car and removing the engine
access panel as described in the oil change instructions.
50
Fig. 5 proper jacking of vehicle
This shows the view looking forward, with the rear support point just under the cross
member that encloses the fuel tank. The gear box is barely visible in the top left of
the picture.Drain the Transmission Gear Oil
51
Fig. 6 shows the drain plug
Locate the drain plug. It is a large hex headed bolt, 24mm, that is at the
lowest point on the transmission casing. You can see the two half
shafts that drive the rear wheels as well as the twin cables that run to
the shift mechanism.
Loosen and remove the fill plug, 17mm (see location below). This will
allow air into the casing as the oil drains out the bottom.
Loosen and remove the drain plug, indicated above. Be prepared to

catch the rush of oil as it comes out.
(I loosened the fill plug thinking it will let enough air in during the
draining process. Do not make the mistake of removing the fill plug
while draining. The oil will suddenly come out in a rush. Ask me how I
know! What a mess!)
Fig. 7 shows the gear box filler
52
Replace the drain plug and torque to 29 ft-lbs. It is the one with the big
head. The filler and the drain are threaded the same. Do not mix them up
when replacing them.
Carefully note the position of the filler. It is not the bolt holding
the bracket on. It is horizontal and is near the split in the casing.
The filler and the drain are threaded the same. Do not mix them up
when replacing them.
Fig. 8 shows the filler
pump The pump is not visible enough.
Fill the gearbox with new fluid. This is easily done using a cheap oil
pump specifically for this task. Continue to pump the new fluid into the
hole until you have pumped about two quarts. Then proceed slowly until
the fluid reaches the level of the hole. A small amount will drip out at
which time you should replace the fill bolt.
Replace the fill bolt and torque to 29 ft-lbs.
You can now replace the access panel and lower the car back onto its
wheels as described in the oil change instructions.
Please dispose the used oil responsibly.
SELF-CHECK
1. What is transmission?
2. Identify the component parts of transmission.
53
Give the types of gear oil.
What are the uses of gear oil?
Give the procedures in inspecting transmission and differential gear oil.
Give the procedures in changing power transmission and differential gear

oil
Learning Outcome 4 Inspect and replace power steering fluid
Assessment Criteria: 1. Technical data pertaining to power steering fluid

assessed.
Power steering fluid level checked.
Power steering fluid replaced in accordance with
manufacturer's specification.
Power steering linkages inspected for leakage.
Resources :
1. Automotive Training Manual (step 2) pp 2-16
Mazda
2. The Automotive Drive Trains and pp. 129-134

Chassis Unit Francisco, Felizardo Y.
3. Automotive Technology (training pp. 12, 15

manual)
4. Modern Technology Physics, 6th edition pp. 268-275

Bieser, Arthur
5. The Auto Repair Book Doyle, John pp. 325-341
6. Nissan Diesel Chassis Repair Manual pp. 45-71
54
Learning Outcome 4: Inspect/replace power steering fluid
With complete tools, equipment and automobile

vehicle,
you are going to:
Nissan Diesel Chassis
1. Read: Resource material on how to inspect or Repair Manual pp. 47-71
replace power steering fluid following
manufacturer's manual.
Modern Technical Physics
2. Read: Resource on chemical composition of Arthur Biesser 6th edition, pp.
steering fluid. 270-275
3. Complete: Resource to inspect/replace the Automotive Technology

following level of power steering fluid, sizes of (Training Manual) p. 12
power steering hoses, and clips and types of
steering fluid.
4. Self-check #6
5. Model Answer #6
6. Call your teacher when you have completed this

task.
LO 4. INSPECT / REPLACE POWER STEERING FLUID
POWER STEERING SYSTEMS

55
Hydraulic Principles Used in Power Steering
Two basic principles are used in all hydraulic power steering systems: (1)
Liquids can be compressed very little, (2) Pressure applied to a liquid
makes it act equally in all directions, so liquids can be used to transmit a
force.
Pressure can be multiplied into a force. For instance, connect two

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

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

power assistance for the driver. All such systems consist of the same
principal components. Note: Large cylinder has ten times more piston
area than smaller cylinder.
56
Fig. 2 principal components of hydraulic power steering system
57
Interconnecting hoses and a means of driving the pump are also needed.
A V-belt (or belts) is the usual pump drive, and all components are
interconnected to form an oil circuit. Circulation of the oil is continuous
when the engine is running.
Basically, the pump supplies hydraulic fluid under pressure to the control
valve, which directs the fluid to the right or left side of the power cylinder
piston, depending upon the direction of turn being made. The power
cylinder, when actuated by this applied pressure, reduces the amount of
effort required at the steering wheel. Arrangement of the principal
components differs according to installation requirements. Some of these
are shown in the following illustrations.
In the so-called linkage type, the second valve and power cylinder may be
separate parts and mounted separately in the linkage, (a) or they may be
in a single unit known as an in-line unit (b).
In the semi-integral type the control valve is assembled on the steering
gear, and the power cylinder is mounted in the linkage. In the integral
type, the control valve and power cylinders are an integral part of the
steering-gear assembly.
Rack-and-pinion type
The oil pump's control valve structure and operation are basically the
same as the ballnut type, except that the steering gear and power cylinder
coupling are as shown below.
58
Fig. 3 parts of rack-and-pinion type
59
Fig. 4 shows the typical power steering pump
FLUID LEVEL - The fluid is checked at the pump reservoir with a

dispstick attached to the reservoir cap. However, it is not simply a matter
of pulling the cap and reading the dipstick, so follow the manufacturer's
procedure.
60
FLUID LEAKS - Clean the suspected area, then cycle the wheel from lock
to lock several times. Fluid leakage will not only cause abnormal noises,
but may result in unequal and abnormal steering efforts. If no sign of
leakage are apparent, repeat the wheel cycling process and inspection
several more times. Consult the appropriate section of the service
manual for detailed information about the action necessary to correct
any leaks.
POWER STEERING HOSES The primary purpose of power steering hoses

is to transmit power (fluid under pressure) from the pump, to the steering
gearbox, and to return the fluid ultimately to the pump reservoir. Hoses
also, through material and construction, functions as additional
reservoirs and act as sound and vibration dampers.
Hoses are generally a reinforced synthetic rubber material coupled to
metal tubing at the connecting points. The pressure side must be able to
handle pressures up to 1,500 psi. For that reason, wherever there is a
metal tubing to a rubber connection, the connection is crimped. Pressure
hoses are also subject to surges in pressure and pulsations from the
pump. The reinforced construction permits the hose to expand slightly
and absorb changes in pressure.
Where two diameters of hose are used on the pressure side, the larger
diameter or pressure hose is at the pump end. It acts as a reservoir and
as an accumulator absorbing pulsations, The smaller diameter or return
hose reduces the effects of kickback from the gear itself. By restricting
fluid flow, it also maintains constant back pressure on the pump, which
reduces pump noise. If the hose is of one diameter, the gearbox is
performing the damping functions internally.
Fig. 5 shows power steering hose may have two internal

dimensions
61
Because of working fluid temperature and adjacent engine temperatures,
these hose must be able to withstand temperatures up to 300oF. Due to
various weather conditions, they must also tolerate sub-zero
temperatures as well. Hose material is specifically formulated to resist
breakdown or deterioration due to oil or temperature conditions.
Fig. 6 types of hose used in power steering
62
Fig. 7 parts of rack-and-pinion power steering system
63
LO 4. INSPECT / REPLACE POWER STEERING FLUID
HOW TO CHECK POWER STEERING FLUID
Introduction
Checking power steering fluid on most cars is easy, though not all cars
have it: if you can parallel park with one hand and eat an ice cream
cone with the other, then you have power steering.
Tips & Warnings:
Check the fluid level and the power steering belt if you hear a
squeal when you turn the wheel all the way to one side.
Take the car into a mechanic if the steering is stiff.
Keep in mind that although drifting or shuddering may signal

problems with the steering system, these symptoms may also
relate to the car's tires, suspension, brakes or other front-end
problems.
Power steering fluid does not get "used up" - other than a leak,
there's no reason that the fluid should be low. Fill the reservoir to
the proper level and check frequently if you find it low. If it
continues to be low, check for leaks and go see your mechanic. An
empty power steering pump can be damaged very quickly and is
costly to replace.
PROCEDURE
Step1
Find the hood release, usually located beneath the dash. Pull.
Step2
Walk around the front of the car. Find the hood latch. The hood latch
is usually located at the front edge of the hood. Depress the latch.
While depressing the latch, lift and open the hood.
Step3
64
Fig. 8 locate the belt of power steering pump
Locate the belts. The power steering pump is driven by a pulley and a
belt and has a clear plastic or metal (usually round) reservoir on top if it.
The power steering cap will often say "power steering."
Step4
Fig. 9 check the fluid level in the power steering pump
Check the fluid level either by looking at the side of the reservoir (if you
have the clear plastic type) or by unscrewing the cap (for the metal type).
Some reservoirs may have a small dipstick attached to the cap. Typically,
you have a choice between checking the fluid warm or cold, and there
will be corresponding "Hot" and "Cold" levels.
65
Step5
Fig. 10 shows the refilling of fluid
Add fluid if necessary. Use only the proper type of power steering fluid for
your car. Check the owner's manual and the bottle. Some cars require
power steering fluid specifically for your make of car.
SELF-CHECK
Check your mastery of learning outcome #3 by completing this self-check.
What is power steering fluid?

0 used as a special power steering fluid
1 the steering axis inclination
2 caused by sagging springs
3 scrub radius
Steps to check steering fluid level

0 Open power steering reservoir cap, pull-out dipstick
1 tighten the power steering reservoir plug
2 loosen the power reservoir plug
66
Step to replace fluid level
0 open and drain steering fluid
1 tighten and close power steering drain plug
2 pull-out the power steering pump
3 install power steering pump
Step to refill power steering fluid

0 fill-up fluid to the power steering fluid
1 loosen bolt of power steering fluid
2 tighten bolt of power steering fluid
3 cut the hose
5. What is the primary purpose of power steering hose?

0 lubricate the pump
1 relieve pressure
2 transmit power through fluid under pressure
3 none of the above
Module Title Performing Underchasis Preventive Maintenance
Learning Outcome 5 Check and refill automatic transmission fluid
Assessment Criteria: 1. Automotive transmission checked for leakage.

2. Automotive transmission fluid level checked in
accordance with service manual.
3. Transmission fluid refilled to specified level.
Resources :
1. Automotive Technology (manual) pp. 79-81
2. Modern Technical Physics pp. 292-294
3. Automotive Technology (training pp. 12, 15

manual)
4. Modern Technology Physics, 6th edition pp. 268-275

Bieser, Arthur
5. The Auto Repair Book Doyle, John pp. 325-341
6. Nissan Diesel Chassis Repair Manual pp. 45-71
67
Learning Outcome 5 Check/refill automatic transmission fluid
Have you done checking for transmission leakage?

In this activity you will encounter different
experiences as you go along checking transmission
leakage. Before you do the checking, perform the
following tasks:
Automotive Mechanics 10th
1. Read Resource to: edition, Crouse-Anglin, pp.
a. identify component parts of automatic 620-630
transmission
b. understand the functions of each part.
Now that you know the component parts and

functions of automatic transmission, you can:
2. Read instructions to: edition, Crouse-Anglin, pp.
b. check automatic transmission leakage 640-645
c. check the level of oil in accordance with
the service manual
3. Self-check no. 1 prepare task sheet
4. Refer to Model Answer no. 1
Request your teacher to check your

answers
68
INFORMATION SHEET
LO 5. CHECK / REFILL AUTOMATIC TRANSMISSION
FLUID AUTOMATIC TRANSMISSION FLUID
Automatic transmission fluid is a special lubricant with about the same

viscosity as an SAE 20 engine oil. It has several additives such as
viscosity-index improvers, oxidation and corrosion inhibitors, extreme-
pressure and antifoam agents, detergents, dispersants, friction modifiers,
pour-point depressants, and fluidity modifiers. Automatic transmission
fluid is usually dyed red. This makes a leak more easily identifiable by its
color.
There are several types of automatic transmission fluids. Each is

compounded to work with certain transmissions. Dexron-II is the most
widely used. Type F is specified for some 1982 and earlier Ford
transmissions. Dexron-IIE is recommended for use in many electronically
controlled transmissions and transaxles. These fluids use shift solenoids
and force motors with small oil-flow passages. For proper operation, the
fluid must not thicken excessively in low temperatures. Dexron-IIE
maintains the proper viscosity at low temperatures. It can also be used in
other automatic transmission for which Dexron-II is specified.
TRANSMISSION FLUID COOLER
Overhead automatic-transmission fluid can damage the friction elements

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

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

transmission fluid. As the hot transmission fluid flows through the tube,
the engine coolant carries away excess heat. Cooler lines similar to steel
fuel lines carry the transmission fluid between the case and the radiator.
69
DISASSEMBLED VIEW (1)
70
DISASSEMBLED VIEW (2)
Fig. 1 & 2 show the parts of automatic transmission
71
HYDRAULIC SYSTEM
Functions of the Hydraulic System
Figure below shows the complete hydraulic system of a 4-speed

automatic transmission.The hydraulic system provides the pressurized
fluid to operate an automatic transmission or transaxle. The hydraulic
system:
Fluid Pressure
Piston
Clutch Patches
Plates
Fluid Pressure
Function
Planetary gear set with clutch engaged. One set of clutch plates is splined
to the sun-gear drum. The other set is fixed to the planet-pinion carrier.
When fluid pressure from the pump acts on the apply side of the clutch
piston (as shown), the clutch plates are forced together. This locks the
sun gear to the planet carrier and the planetary gear set rotates as a
single unit.
Supplies fluid to the torque converter.

Directs pressurized fluid to the band servos and multiple-disc
clutches.
Lubricates the internal parts.
Removes heat generated by the torque converter and other moving
parts.
These four jobs are possible because the automatic transmission or

transaxle is fitted with automatic-transmission fluid (ATF). Without the
proper amount of fluid, the transmission may not shift and the vehicle
may not move. Major components in the hydraulic system include the oil
pump, band servos, and multiple disc clutches. Other major
components are the valve body and governor.
NORMAL MAINTENANCE
Normal maintenance of an automatic transmission or transaxle includes:
Checking fluid level, color, and condition.

Adding fluid, if necessary.
Changing fluid and filter.
Checking shift and throttle linkage.
Adjusting neutral safety switch.
Adjusting bands, if possible.
72
The level of the automatic-transmission fluid (ATF) should be checked
with every change of engine oil. Many vehicle manufacturers recommend
changing the transmission fluid and filter at periodic intervals. The length
of the intervals depends on how the vehicle is used. For example,
Chevrolet recommends changing the fluid and filter every 100,000 miles
[160,000 km] for normal service. For severe service, Chevrolet
recommends changing the fluid and filter every 15,000 miles [25,000
km]. Severe service includes using the vehicle for trailer, tow or as a
delivery vehicle, police car, or taxi.
FLUID CHECKS
Checking Fluid Level and Adding Fluid
A check of the fluid level, color and conditions should be made at every
change of engine oil. To check the fluid level, drive the vehicle for 15
minutes or until the engine and transmission are at normal operating
temperature. Park the vehicle on level ground and firmly apply the
parking brake. Let the engine idle. Place the transmission selector lever in
park (or NEUTRAL, if specified by the manufacturer).
Clean any dirt from around the dipstick cap. Pull out the dipstick, wipe it,
reinsert it, and pull it out again. Note the fluid level on the dipstick.
Touch the fluid on the end of the dipstick to get an indication of fluid
temperature. If the fluid feels cool, the fluid level should be on the low
side of the dipstick. If the fluid level feels warm or hot, (too hot to hold),
the dipstick level should be on the high side.
Fluid level will vary under normal operating conditions as much as ¾

inch [19 mm] from cold to hot. For example, as the temperature of the
fluid goes from 60°F [16°C] to 180°F [82°C], the level of the fluid may rise
to as much as ¾ inch [19 mm]. Some dipsticks are marked to show
proper levels at different fluid temperatures.
NOTE: On some automatic transaxles, the fluid level goes down as

temperature increases. The COLD mark on the dipstick is above the FULL
mark. If the fluid level is low, add a sufficient amount of the specified fluid
to bring the level within the marks for the fluid temperature. Do not
overfill an automatic transmission or transaxle. Too much fluid will cause
foaming. Foaming fluid cannot operate bands and clutches properly. Then
they will slip and probably burn. This could result to a transmission or
transaxle that needs an overhaul.
73
CHECKING FLUID COLOR
Automatic transmission fluid is normally red in color.

PINK FLUID – This indicates that the fluid cooler in the radiator is
leaking. Engine coolant has contaminated the fluid. Repair or
replace the fluid cooler, and remove and overhaul the transmission
or transaxle. Replace the seals, bands, lined clutch plates, nylon
washers, and speedometer and governor gears. Coolant can affect
these parts. Clean all other parts and passages. Flush the cooler
lines and flush or replace the torque converter.
BROWN FLUID. ATF may turn dark in normal use. However,

contaminated fluid may also have a brown color. If the fluid appears
contaminated, drain it then remove and inspect the pan. A small
amount of metal particles and friction material in the bottom of the
pan is normal. Replace the filter, and refill with new fluid. Large
pieces of metal or other material indicate excessive wear or failure.
The transmission or transaxle should be removed and overhauled.
Flush the cooler lines and flush or replace the torque converter.
CHECKING FLUID CONDITION
Fluid color and odor can be checked

to determine the condition of the
fluid. Look at the color and smell the
fluid on the end of the dipstick. If the
fluid is brown or black and has a
strong burnt odor, bands and clutch
plates may have slipped, overheated,
and burned. Particles of friction
materials from the bands and clutch
plates have probably circulated
through the torque converter,
transmission, and fluid cooler.
These particles can cause valves in

the valve body to stick. This may
cause noisy, rough or missed shifts.
Slipping may occur because the
servos and clutches cannot work
properly. A quick check of fluid
condition can be made by placing
one or two drops of fluid from the
end of the dipstick on a paper towel.
74
As the towel absorbs the fluid, examine the stain for specks or particles.
This indicates solid material in the fluid. If the stain spreads and is red or
light brown in color, the fluid probably is good. If the stain is dark and
remains small, the fluid is oxidized and should be changed. Oxidized
fluid has combined with oxygen in the air and no longer has its original
properties.
INSPECTING THE PAN
Gum or varnish on the dipstick, discolored fluid, and particles or specks

on the paper towel indicate the sump on pan should be removed and
inspected. A small amount of materials in the pan is normal. Look for
large pieces of metal and large amounts of friction material. These
indicate abnormal wear or failure. The unit requires rebuilding or
overhaul.
CHECKING FOR FLUID LEAKS
When the dipstick shows a low fluid level,

look for a fluid leak. Some fluid can be lost
through the case vent if the fluid has
foamed. To help locate the source of a leak,
automatic transmission fluid is usually dyed
red. This makes the leak easier to detect
and identify. Another method of leak
detection is to use an ultraviolet leak
detector. If a leak detector is not available,
use the following procedure:
Clean the suspected area with solvents to

remove any traces of fluid.
Remove the torque-converter shield, if

present and expose as much of the torque
converter as possible. Inspecting the pan.
A small amount of material is normal.
Large pieces of metal
75
OPERATION SHEET No.
CHECKING FLUID LEVEL IN AUTOMATIC TRANSMISSION
Instructions
Tips & Warnings:

There are three types of ATF: Dexron (also called Mercron), Type F and
ATF+, which is used in DaimlerChrysler products; your owner's
manual should list the type to use.
With some cars the engine should not be running while you check
the fluid, so be sure to consult your owner's manual.
ATF doesn't get used up, so if it's low, that indicates a leak. Don't
ignore leaks or drive around with low ATF since it can lead to
expensive transmission repairs.
Never overfill the fluid as it can cause automatic transmission

failures. To curb overfilling, some newer vehicles do not have a
dipstick on the transmission, which makes it hard to tell if the
fluid is low.
SELF-CHECK
What is automatic transmission fluid?
Identify the component parts of an automatic transmission.
Explain the functions of the parts of an automatic transmission.
Explain the procedure in checking automatic transmission fluid.
Explain the procedure in refilling automatic transmission fluid.
Learning Outcome 6 Inspect and bleed air tank
Assessment Criteria: 1. Data pertaining to air tank obtained

2. Air tank inspected for moisture and leakage
3. Air tank bleed/drained of accumulated water.
Resources :
76
NISSAN DIESEL ENGINE Repair manual
(model PD and PDT)
2. Excellence in Automotive Glencoe Mc pp. 118-119

Grow hill
Learning Outcome 6: Inspect/bleed air tank
Have you inspected and bled an air tank?
1. Read: Resource on the procedure of inspecting Nissan Diesel Engine

and bleeding air tank. Repair Manual Model PD and
PDT, pp. 6- 12 to 6-14.
1.1 Prepare tools needed for inspecting and
bleeding air tank
1.2 Follow correct procedure in performing
these tasks.
2. Complete: Checking air tank, applying Data checklist provided

pressure, volume and temperature. experiment on vapor to liquid
state, Excellence in
3. Self-Check #8. Automotive by Glen Grace Hill,
pp. 118-
4. Refer to Model Answers #8. 119.
5. Call your teacher to check your answers.
77
After performing the first activity, you can now do
the second activity.
1. Read: Resource on the principles/procedure in Nissan Diesel Engine Repair

bleeding air tank considering: Manual, pp. 6-14
1.1 proper use of personal protective equipment Change from vapor to liquid.
(PPE)
1.2 hazards in bleeding air tank.
2 Complete: Checking/inspecting moisture and

leakage.
3 Call your teacher to check your work.
Learning Outcome 6: Inspect/bleed air tank
This is the final activity for LO5. In this

activity, you are going to:
1. Perform the procedure in bleeding an air tank Nissan Diesel Engine Repair
considering: Manual, pp. 6-6 to 6-14
1.1 proper use of personal protective equipment

(PPE)
1.2 hazards associated in performing the task.
1.3 drained accumulated water.
2 Check air tank's pipes, hoses and clips.
3 Call your teacher to check your work.
Inspecting/Bleeding Air Tank
DESCRIPTION AND OPERATION

GENERAL AIR BRAKE SYSTEMS
78
The air brake system consists of three sub-systems; the air supply
system, the air delivery system, and the parking/emergency air brake
system. The components making up the brake system of each vehicle
may differ, but all systems operate in basically the same manner.
All models use a vertically split brake system. If a failure occurs in the
front brake system, the rear brake system will continue to operate
and give reduced stopping capability until the air supply is depleted.
In the event of a failure in the rear system, the relay valve modulates
application of the rear spring brake units and the front brakes continue to
function.
AIR SUPPLY SYSTEM

The air supply system is the source of air pressure for the brake system.
It consists of a compressor, reservoirs, governor, low pressure indicator,
depth gauge, safety valve, drain cock/automatic moisture ejector valve
and tank charging valve.
The compressor is engine driven and controlled by a governor. When

reservoir air pressure reaches 793-861 kPa (115-125 psi), the governor
cuts out the compressor. When reservoir pressure drops to 82-179 kPa
(12-26 psi) below the cut-out pressure, the governor allows the
compressor to cut in again. When reservoir air pressure drops below 353
kPa (60 psi), the low pressure indicator valve closes an electrical circuit
to the warning buzzer and the warning light. If the air reservoir pressure
exceeds 1034 kPa (150 psi), the safety valve will release the pressure.
The air reservoirs are equipped with manual drain valves and/or an
automatic moisture ejector valve which can be drained for the removal of
moisture from the air brake system.
AIR DELIVERY SYSTEM

The air delivery system delivers the air brake pressure from the air supply
system to the brake chambers. It controls the amount of air pressure that
is delivered to the brake chambers, and thus controls the amount of
braking during a stop. It consists of the foot control valve, the relay valve,
quick release valve, and the brake chamber.
AIR STORAGE SYSTEM

A number of variations have been incorporated into the air storage
system of Louisville models however they may be broadly classified thus:
Two tank system with emergency release - introduction (1975) to

august 1980.
Two tank system less emergency release - August 1980 to 1983
Model Year.
The two tank system has the primary tank on the vehicle right hand
side and secondary on the left.
79
Three tank system 1983 Model Year.
The three tank system uses a dust compartment reservoir on the right
hand side, the smaller (rear) tank acting as a "wet tank" by cooling
and condensing contaminants. Air operated equipment should not be
connected into the "wet tank".
The above is a simplified statement of design levels, changes in pipe and

hose diameters and routing and valve positioning will be evident on
inspection of various models.
Refer to diagrams in this section for general layout.
PARKING/EMERGENCY SYSTEM
The parking brake system is composed of a parking brake control valve, a
relay or double check valve (tractors), quick release valves and spring
brake chambers. The spring brake chambers use a powerful spring to
mechanically apply the brakes when air pressure is not available
(provided the brakes are properly adjusted).
Air pressure releases the spring brake chamber when the vehicle is
moving. The air pressure is delivered to the spring chamber by a relay
valve or a double check valve which is controlled by an air pressure signal
from the control valve on the instrument panel. The relay valve or double
check valve also functions to prevent the application of the spring brakes
and service brakes at the same time thus preventing brake system
damage.
TRACTOR/TRAILER AIR BRAKE SYSTEM

The tractor trailer air brake system is standard on 9000 models. Its
function is to provide air supply to the trailer for its braking system and
control the trailer brakes during normal and emergency stops. It also
protects a tractor's brake system should a failure occur in the trailer's air
system and provides operation of the trainer brakes independent of the
tractor brakes. The following components are part of this system: tractor
air supply control valve, tractor protection valve, trailer brake hand
control valve and the hoses, hanger and connectors.
Air pressure from the reservoir to the reservoir port of the governor forces
the piston to overcome the resistance of the pressure setting spring. (The
piston and the inlet and exhaust valve move up when reservoir air
pressure reaches the governor cut-out setting.) The exhaust steam seats
on the inlet and exhaust valve thus opening the inlet passage. Reservoir
air pressure then flows by the open inlet valve, through the passage in the
piston and out the unloader port to the compressor unloading
mechanism.
As air pressure in the reservoir drops to the governor cut-in setting, the
force exerted by air pressure on the piston will be reduced so that the
pressure spring will move the piston downward. The inlet valve will close
and the exhaust valve will open. With the exhaust valve open, air in the
80
unloader line will escape through the exhaust stem and out the exhaust
port.
Some governors am mounted directly to the compressor, allowing direct

connection between the compressor unloader and the governor unloader
port.
SAFETY VALVE
The Safety Valve protects the air
brake system against excessive air
pressure build up. The safety valve
consists of a spring loaded ball valve
subjected to reservoir pressure
which will permit air to exhaust the
reservoir pressure to the atmosphere
if reservoir pressure rises above the
valve pressure setting which is
determined by the force of the spring. A safety valve setting of 1034 kPa
(150 psi) is used and is not adjustable.
Should system pressure rise to approximately 1034 kPa (150 psi) air
pressure would force the ball vent off its seat and allow reservoir pressure
to vent to the atmosphere through the exhaust port in the spring cage.
When reservoir pressure decreases sufficiently, the spring force will seat the
ball check valve, sealing off reservoir pressure. This occurs at 930 kPa (135
psi) for the 1034 kPa (150 psi) setting. It is important to note that the desired
pressure setting of the safety valve is determined by the governor cut-out
pressure. The opening and closing pressures of the safety valve should
always be in excess of the governor cut-out pressure setting. The pressure
setting is stamped on the lower wrench flat of the valve.
Normally, the safety valve remains inoperative and only functions when
reservoir pressure rises above the setting of the valve. Constant 'popping
off' or exhausting of the safety valve can be caused by a faulty safety
valve, governor compressor unloader mechanism, or a combination of any
of the preceding items.
AUTOMATIC MOISTURE
EJECTOR
VALVE (Typical)
The Automatic Moisture
Ejector Valve (Fig. 4) expels
moisture and contaminants
from the air system reservoir.
81
It operates automatically from ascending and descending reservoir
pressures and
requires no control from other sources. The automatic moisture ejector
valve may be drained manually by depressing the stem wire located in the
exhaust port.
The elector valve has a die cast aluminum body and cover, and is
mounted in the bottom or lower end port of the air system reservoir.
Automatic Moisture Ejector Valve
With no air pressure in the system, the inlet and exhaust valves are
closed. Upon charging the air system, a slight pressure opens the inlet
valve which permits air and contaminants to collect in the sump. The
inlet valve remains op
en when pressure is ascending in the system until (governor) cut-out

pressure is reached. The spring action of the valve guide in the sump
cavity closes the inlet valve. The inlet valve and the exhaust valve are now
closed.
When reservoir pressure drops approximately 13 kPa (2 psi), air pressure

in the sump cavity opens the exhaust valve and allows moisture and
contaminants to be ejected from the sump cavity until pressure in the
sump cavity drops sufficiently to close the exhaust valve.
The length of time the exhaust valve remains open and the amount of
moisture and contaminants ejected depends upon the sump pressure and
the reservoir pressure drop that occurs each time air is used from the
system.
To drain the valve manually, use a tool to move the wire in the exhaust
port upward and hold it in until draining is completed to 0 kPa (0 psi).
LOW PRESSURE INDICATOR SWITCH

Low pressure indicator switches are located in both the primary and
secondary air supply lines. The switches operate a warning buzzer and a
light in case of low air pressure.
TANK CHARGING VALVE

A valve is provided in the supply reservoir to allow air pressure to build
up in the brake system from an external air source. The tank valve is
similar to a tire valve stem and operates similarly.
AIR GAUGE
Air Brake systems are dual circuit type which provides an emergency
brake system, primary or secondary service circuit, should a failure occur
in any part of the brake system. The air gauge provides a direct reading of
each service system's air pressure.
82
PRESSURE PROTECTION VALVE -- PR-3
The pressure protection valve is a normally closed, pressure control valve
which can be referred to as a non-exhausting sequence valve. An example
would be in an air brake system to protect on reservoir or reservoir
system from another, by Closing automatically at a preset pressure
should a reservoir system failure occur. The valves can also be used to
delay filling of auxiliary reservoirs to ensure a quick build-up of brake
system pressure. Air entering the supply port is initially prevented from
flowing out the delivery port by the inlet valve which is held closed by the
pressure regulating spring above the piston.
Fig. 3 pressure valve
When sufficient air pressure builds beneath the piston to overcome the
setting of the regulating spring, the piston will move, causing the inlet
valve to unseat (open), and allow air to flow out the delivery port. As long
as air pressure at the supply port and beneath the piston remains above
the specified closing pressure, the inlet valve will remain open.
SINGLE CHECK VALVE

Single check valves protect the primary and secondary air reservoirs
against air pressure loss in the compressor, the supply tank against a
loss of either primary or secondary system pressure by protecting the
remaining system's operation, and allow an emergency stop.
The single check valve is located in the air line from the supply tank to
83
each reservoir. It allows air to flow in
one direction only and prevents the flow
of air in the reverse direction. Air flow in
the normal direction moves the check
valve disc from its seat (Fig. 6), and the
flow is unobstructed. Flow in the
reverse direction is prevented by the
seating of the disc, which is caused by a
drop in the up-stream all pressure and
assisted by the spring.
Relay
Piston
Return Spring
FOOT CONTROL VALVE (E-7)

Service Port
The foot control valve is mounted to the
dash panel and uses a suspended
pedal. It is the dual brake valve type
which provides two separate circuits to
control the primary and secondary Cartridge
systems of the dual or split systems. Spring Seat
valve
Fig. 5, 6 and 7 show

foot
control valve,
R-6elay valve,
modulating valve R-
Dual foot control valves are connected

to each of the air supply systems. The
all from supply tanks is metered by the
foot control valve as the driver applies
the pedal during a brake stop. The
metered air pressure is then delivered
to a rear axle relay valve which controls
the amount of air to the brake
chambers. This amount of air is proportional to the air delivered from
the foot valve air.
The front brakes are supplied directly from the foot control valve.
84
RELAY VALVE TYPE R-6
The relay valve is an air actuated,

graduating directional control
valve of high capacity and fast
response. Upon receipt of signal
pressure from the service brake
valve, it will gradually hold and
release air pressure from the brake
chambers to which it is connected.
MODULATING VALVE (R-7)
This valve performs four functions:

Limits an adjustable hold-off
pressure to the spring brake
actuators.
Provides for quick release of air
pressure from the spring cavity
of the spring brake actuator
allowing fast actuator
application.
Modulates the spring brakes
through application of the foot
brake valve in the event of loss
of rear axle service brake
pressure, This action takes
advantage of the driver's natural
reaction to apply the foot brake
valve in an emergency brake
situation and eliminates the
need to actuate dash mounted
controls.
BRAKE SERVICE AIR CHAMBER
The air system on air vehicles with

spring actuated rear wheel parking
brakes is equipped with a tank
valve for connection to an outside
air supply, This valve permits the
system to be recharged with air from an outside source, releasing the
85
spring actuated parking brakes. This enables the vehicle to be towed in
an emergency.
Outside air source can be used only if the protected system is in operating
condition.
The brake chamber assembly consists of two separate air chambers, each
with its own diaphragm and push rod. The service brake chamber applies
the brake by air pressure and releases it by spring pressure when air is
exhausted. The parking or emergency brake is applied by spring pressure
and is released by air pressure.
Diaphragms should be replaced every 80,000 km (50,000 miles) or every
12 months. Compressed air, admitted to the brake chamber, enters the
chamber behind a dLm3hraoPa which forces the push plate and push rod
outward. On cam-type air brakes, the outward movement of the push rod
rotates the slack adjuster which rotates the
brake camshaft and cam, forcing the shoes
against the drum. Air pressure delivered to
the air chambers (delivered through the inlet
port) acts on the diaphragm, thus moving
the push rod and plate. The amount of force
coming from the chamber is equal to the air
pressure multiplied by the effective area of
the diaphragm.
This force is proportional to the air pressure
delivered to the chambers.
WARNING: The very strong spring in these units is highly compressed and
can cause
serious, even fatal, injury if the spring is released without control. Do not
remove chamber clamp before the spring is caged. Install release tool in
spring plate and tighten down to cage the spring.
REAR SPRING BRAKE CHAMBER

Spring brakes are a dual purpose device containing both a Service Air
Brake Actuator
and a Spring Mechanism for positive parking and emergency use.
Application is by driver control or automatic at a predetermined service
brake air system pressure.
As Parking Brake - Once applied, spring brakes cannot be released

unless adequate air pressure is available to operate the service brakes.
As Emergency Brake - Spring brakes are capable of stopping a moving

vehicle if there is a failure in the normal service brake air system.
SPRING BRAKE ACTUATOR OPERATION

A spring chamber incorporating a powerful internal spring and an
operating piston is installed in place of the pressure plate of the service
86
brake actuator. Its purpose is to apply the brake mechanically, by means
of the spring and piston, to act as
a parking brake.
Manual Release
The spring pressure can be wound-
off, by a threaded bolt on each
spring chamber, to allow the
vehicle to be moved in an
emergency, when there is a system
failure or low air pressure, or to
dismantle the brakes for repair.
When the parking brake is 'OFF'
the service brake part of the
actuator will operate normally for
service brake application.
The Emergency Spring Brake

Release Reservoir and
Control Valve
The function of this reservoir (3rd
tank) is to provide sufficient air to
release the spring (park) brakes at
least twice after they have automatically applied because of a failure on
the air supply side of the park brake control valve (e.g. compressor drive
failure) and so allow the vehicle to be moved to a place of safety for repair.
In its normal operating condition the emergency spring brake release
valve allows the blended park brake supply circuit air to pass unhindered
to the park brake control to provide release pressure in the spring brake
unit. To release the spring brakes after a blended air supply failure,
depress the emergency release valve knob. The failed supply circuit will
now be closed off at the valve and air from the emergency release tank
will be routed through the valve to the park brake control and be
available to release the brakes.
CAUTION: The only braking available with the system in this condition
is by the park brake control. Use only to move the vehicle to safety.
QUICK RELEASE VALVE

The quick release valve reduces the time required to release the brakes by
hastening the exhaust of air from the brake chambers or valves. The valve
body contains a diaphragm which permits supply pressure from the
control valve to flow through the quick release valve to the brake
chambers. When control pressure is reduced, the air which has passed
through, escapes rapidly through the exhaust port, rather than back
through the brake valve.
87
DOUBLE CHECK VALVE
Double Check Valves are used in an air
brake system to direct a flow of air into a
common line from either of two sources,
whichever is at the higher pressure. They
may be used for directing air flow for
specific functions or to select the higher
pressure of either of two sources of air as
a supply source.
It is used with the tractor hand control
valve to allow either foot brake control or
hand brake control valve applications of
the trailer brakes.
The double check valve operates as
follows: air under pressure enters either
end of the double check valve (supply
port). The moving shuttle responds to the
pressure and seals the opposite port,
assuming it is at a lower pressure level
than the other. The air flow continues out
the delivery port of the double check
valve.
The position of the shuttle will reverse if

the pressure levels are reversed.
VM1 - TRACTOR/TRAILER VALVE

(Where fitted)
The VM1 valve is a combination of two

double check valves and a tractor
protection valve.
With this valve either of the two service

brake circuits of the dual air system on
the vehicle can be used to apply the
trailer brakes. In addition the VM1, when
used in conjunction with a control valve
88
such as the PP-3/7, can open and close the trailer service and supply
hoses in the same manner as a tractor protection valve.
The VM1 prime mover or tractor protection manifold is located on the air
manifold and performs three main functions.
Trailer brake system. When the control valve is in the manual position air
supply to the trailer system is cut off. When the control valve is placed
in the automatic position air supply to the trailer system is shut off
should there be a sudden drop in air pressure on the trailer side of the
primer mover or tractor protection manifold, as with a trailer
breakaway.
The second function of the prime mover or tractor protection manifold is

to permit operation of the trailer brakes from either the prime
mover/tractor primary or secondary circuit. As long as both prime
mover or tractor air circuits are in operation, blended air from both
circuits, which is supplied by the prime mover/tractor brake valve, will
be supplied to the trailer brakes, Should either prime mover/tractor
air circuit malfunction, the prime mover/tractor protection manifold
would provide pressure from the operating air circuit to the trailer.
The third function of the prime mover/tractor protection manifold is to

permit independent control of the trailer brakes by means of a hand
control valve located on the steering column.
The prime mover/tractor protection manifold also includes
connections for service stoplights and trailer emergency stoplights.
The functions of the double check valve and the trailer emergency
breakaway valve have been incorporated in the prime mover/tractor
protection manifold.
CONTROL VALVE (PP-3/7)

The PP-3/7 push pull control valve is a pressure sensitive, manually
operable, on-off control which will automatically return to the
exhaust position when manual force is removed and supply air
pressure is below the required minimum.
Learning Outcome 7 Check tire and tire pressure
89
Assessment Criteria: 1. Tire inspected for unwanted solid object.
Tire inspected for wear and deformities in accordance
with manual.
Cause of abnormal tire wear determined.
Tire pressure check in accordance with manufacturer’s
specification.
Resources :
1. Automotive Mechanics 1oth edition, pp. 749-753
Crouse-Anglin;
2. Auto Repair. John Doyle; pp. 297-298
3. The Automotive tire drive trains and pp. 118-121

chassis unit; Felizardo Y. Francisco;
4. Modern technical Physics; Arthur Bieser pp. 382-384
5. Matter and chemistry pp. 106-107
6. Modern technical Physics; Arthur Bieser; pp. 268-269
7. Automotive Mechanics; 10th ed, Crouse- pp. 757-763

Anglin;
Learning Outcome 7: Check tire and tire pressure
90
You've encountered problems while
inspecting/bleeding air tank, haven't you?
In this activity, you are going to learn about tires

following manufacturer's specifications
1. Read: Resource on identifying the following: edition, Crouse-Anglin, pp.
1.1 purpose of tires 749-753
1.2 bias and radial plies
1.3 tire tread
1.4 tire valve
Read: Resource on inspecting tire for unwanted

solid object.
2.1inspect tire for solid unwanted object
2.2determine tire air pressure,
temperature and volume
2.3 record tire rotation Prepare task sheet
Self-Check 8
Refer to Model Answers 8
Call the teacher to check your answers.
Learning Outcome 7: Check tire and tire pressure
91
After performing the first activity, you are now
going to inspect tire for wear and deformities in
accordance with manufacturer's manual.
Read: Resource on causes of tire wear and The Automotive Drive Trains
deformities. and Chassis Unit, Felizardo
Y Francisco, pp. 118-121
Perform correct procedures in inspecting tire for
wear and deformities considering proper use of
personal protective equipment, proper handling
of tools and equipment.
Modern Technical Physics,
In inspecting tire, determine causes of abnormal Arthur Bieser, pp. 382-388
tire wear. Matter and Chemistry, pp.
3.1 Read: 106-107
0 ideal gas flow
1 polymers
Call the teacher to check your answers.
Consider the next activity and find out the science

concept relevant to the pressure gauge.
Perform actual checking of tire pressure in

accordance with manufacturer's manual.
2. Measure/convert units from English to metric or Modern Technical Physics by

vice versa. Bieser, pp. 268-269.
3. Apply correct procedures in checking tire Automotive Mechanics 10th

pressure. edition, Crouse-Anglin, pp.
757-763.
4. Request the teacher to check your answers
92
INFORMATION SHEET No. 1 Checking Tire and Tire Pressure
TIRES AND TUBES
Purpose of Tires
The automotive chassis includes the

brake, steering, and suspension
systems. The chassis components
that drive the vehicle and support its
weight are the wheels and tires. Only
the vehicle tires have contact with
the road surface.
Tires have two functions. First they
are air-filled cushions that absorb
most of the shocks caused by road
irregularities. The tires flex as they
meet those irregularities. This
reduces the effect of road shocks on
the vehicle, passengers, and load.
Second, the tires grip the road to
provide good traction. This enables
the vehicle to accelerate, brake and
93
make turns without skidding.
Types of Tires
There are two types of tires and tubeless. Tube tires have an inner tube
inside the tire. This is a round rubber container that holds the air which
supports the vehicle. Both the tube and tire mount on the wheel rim. The
tire valve is part of the tube and protrudes through the rim. Compressed
air is forced through the valve to inflate the tube. The air pressure in the
tube then causes the tire to hold its shape. Tubes are used in some truck
and motorcycle tires. Tubes are seldom used in passenger and light-duty
vehicles. Most automotive vehicles use tubeless tires. The tire mounts on
an airtight rim so air is retained between the flange and the tire bead.
Tire Construction
The tire casings for tube and tubeless tires are made in the same way.
Layers of cord or plies are shaped on a form and impregnated with
rubber. The tire sidewall and treads are then applied. They are vulcanized
in place to form the tire. To vulcanize means to heat the rubber under
pressure. This molds the tire into desired form.
The number of cord layers or plies varies. Passenger-car tires have 2, 4, or
6 plies. Heavy-duty truck and bus tires may have up to 14 plies. Tires for
heavy-duty service, such as earth-moving machinery, may have up to 32
plies.
All tires do not have the same shape or profile. The aspect ratio or profile
ratio differs. This is the ratio of a tire's section height to section width.
Three aspect ratios are 80, 70, and 60. The lower the number, the wider
the tire appears. A 60-series tire is only 60 percent high as it is wide.
Bias and Radial Plies

Plies can be applied two ways: diagonally or radially. For many years,
most tires had diagonal or bias plies. These plies crisscross. This makes a
tire that is strong in all directions because the plies overlaps, however,
the plies tend to move against each other and produce heat, especially at
high speed. Also, the tread tends to close or "squirm' as it meets the road.
Radial tires were brought out to remedy these problems. In a radial tire,
the plies run parallel to each other and vertical to the tire bead. Stabilizer
belts are applied over the plies to give strength parallel to the beads. Belts
are made of rayon, nylon, fiberglass, or steel mesh.
All new cars and most light-duty vehicles have radial tires. The radial-tire
sidewall is more flexible than the bias-ply. Therefore, the radial tire tread
wraps around the edge of the tire to compensate for the flexible sidewall.
The result is that the radial tread does not hell up as much when the
vehicle rounds a curve. This keeps more of the tread on the road and
reduces the tendency of the tire to skid.
The radial tire provides better fuel economy than a bias-ply tire. This is
because the radial has less rolling resistance and less engine power is
required to roll the tire. The radial also wears more slowly. It has less heat
buildup and the tread does not squirm as the tire meets the road.
94
Some bias-ply tires are belted. These tires are bias-ply tires to
which stabilizer belts have been added under the tread.
Tire Tread
Tire tread is part of the tire that meets
the road. It has a raised pattern
molded into it. There are many
designs, depending on the intended
use of the tire. Many passenger
vehicles use mud-and-snow tires.
These can be identified by M+S or
M&S molded into the sidewall. They
provide quiet running with good traction in mud and snow.
Mud and snow tires are used on four-wheel-drive pickup trucks. Its tread
pattern is deeper and wider or "more aggressive" than normal tread
designs. This provides better mud-and-snow traction with acceptable
wear on paved surfaces. The tread compound is also designed to resist
tearing and chunking.
The treads shown are symmetric and nondirectional. "Nondirectional"
means the tire can run equally well in either direction. The tire can be
installed with either sidewall facing out. The tire must be installed for
forward rotation in the direction of an arrow on the sidewall.
Directional and asymmetric sports car tread are used as the rear of the
Chevrolet Corvette. "Asymmetric" means the inside half of the tread is not the
same as the outside half. The tire is installed on the side of the car marked
on the sidewall, and with the specified direction of forward rotation. This tire
provides better braking and handling characteristics than a comparable
symmetric, nondirectional tire. Different size tires are used at the front and
rear of the Corvette. As a result, each tire is position specific. It can run only
in a specified wheel-position on the car. Other tires are classified as snow
tires, studded tires, and off-road tires. Snow tires have large rubber cleats
that cut through snow to improve traction. 95
Studded tires have steel studs that stick out above the tread. These
improve traction on ice and snow. However, many states regulate or ban
studded tires because of possible damage to the road surface. A variety of
off-road tires are available. These often have tread patterns
using knobs or cleats. Off-road tires usually make noise and wear
prematurely when driven on the highway.
96
Some tires use two different
compounds in the tread. Con
compound is softer than the other
for improved traction. In general,
the softer the compound, the
better the traction. The harder the
compound, the longer the tread
life.
Tire Valve
Air is put into the tire or tube
trough a spring-loaded tire valve
or Schrader valve. On tube tires,
the valve is on the inner tube and
sticks out through a hole in the
rim. Tubeless tires use a separate
tire valve mounted in a hole in the
rim.
Spring force and air pressure hold
the tire valve in its normally-
closed position. A cap is usually
threaded over the valve stem end
to protect it from dirt. The cap
also keeps guard against air
leaks. Some tire valves have a
non-movable valve core. The core
is three-pronged white plastic. A
special deflator is required to let
air out of the tube.
Tire pressure
The amount of air pressure in the
tire depends on the type of tire
and how it is used. Passenger-car
tires are inflated from about 22 to
36 psi (152 to 248 kPa).
Heavyduty tires for trucks and
buses may be inflated to 100 psi
(690 kPa). The maximum inflation
pressure is marked on the tire
sidewall. A tire placard or tire
information label lists the
97
recommended inflation pressure for each tire. This label is usually located
on a door edge or door jamb, or inside the glovebox door. The label also
lists maximum load and tire size (including spare). Running the tires at
the specified pressure helps provide better vehicle handling while avoiding
premature tire wear. Underinflated tires wear on the outsides of the tread.
Also, the tires flex excessively which produces extra heat and more rapid
wear. Overinflation causes the center of the tread to wear. The tire cannot
flex normally and this puts stress on the sidewalls and plies.
Tire Pressure Monitoring

Some vehicles have an electronic low-tire pressure warning system
(TPWS). This system senses or monitors the tire pressure in a moving
vehicle. When the pressure drops in a tire, an instrumentpanel light
illuminates to alert the driver. A tire-pressure-sensor and transmitter
mounts inside the tires on each wheel. When the tire pressure fall below
25 psi (172 kPa), the tire pressure sensor sends a radio signal to the
receiver-control module in the instrument panel. This turns on the LOW
TIRE PRESSURE light.
The receiver-control module also has selfdiagnostic capabilities and can
store fault codes. If no signal is received from a tirepressure sensor, the
control module turns on a SERVICE LTPWS light.
The tire-pressure sensors are peizoelectric devices and do not need

batteries. In a piezoelectric device, a small voltage appears across a
crystal when a pressure is applied. In the tire-pressure sensors, the
vibration produced by the rolling tire generate the voltage. Therefore, the
system works only when the vehicle is moving or the tire is being vibrated.
Tire Size and Sidewall Markings

The format for the metric tire-size designation found on most tires is
shown. Various letters and numbers may appear in each position. Each
marking has a special meaning.
TIRE INSPECTION
Cautions for Servicing
Tires
Several cautions must be
followed to avoid personal
injury and to prevent
damage to the wheel and
tire.
Matching tire and wheel
width. Do not try to
install a narrow tire with
a high-aspect ratio on a
wide rim. For example, a
tire with an 80 aspect
98
ratio must not be installed on a wide rim that requires a 60 tire.
Matching tire and wheel diameter. Do not try to mount a 16-inch tire
on a 16.5-inch wheel, or a 15-inch tire on a 15.5-inch wheel. The
result could be a deadly explosion when inflating the tire. Check the
rim size. It may be stamped near the center of the wheel disc.
Mixing tires. All tires on a vehicle should be the same size, construction
(radial or non-radial), and speed rating unless otherwise specified by
the vehicle manufacturer. If two radials and two non-radials are on the
vehicle, put the radials on the rear. Snow tires should be installed in
pairs on the drive axle (either front or rear), or on all four wheels.
Never put non-radial (bias or belted-bias) snow tires on the rear if
radials are on the front. Match tire sizes and construction on four-
wheel drive vehicles. Tires affect vehicle stability and handling. Mixing
tires may cause handling problems.
Respecting compressed air. A terrific force is contained in an inflated tire.

An explosion of the tire-and-wheel assembly can result from improper
or careless mounting procedures. Never stand over a tire while
inflating it. If the tire explodes, the sudden release of compressed air
has enough energy to throw a person more than 30 feet (9 m) in the
air. People have been seriously injured or killed by exploding tires.
Protecting your eyes Wear eye protection (safety glasses, safety goggles, or
a face shield) when demounting and mounting tires. When deflating a
tire, avoid the air stream from the tire valve. The air comes out at high
speed and can blow dirt or debris into your eyes.
Checking Tire Pressure and Inflating Tires

Before checking tire pressure and adding air, know the correct pressure
for the tire. The specification is in the owners manual and on the vehicle
tire-information label. When the vehicle is carrying a heavy load, pulling a
trailer, or driving at sustained highway speed, higher tire pressure may be
necessary. Maximum pressure should never exceed the maximum
pressure marked on the tire sidewall.
Inflation pressure is given for a cold tire. Pressure increases as tire
temperature rises. Highway driving on a hot day can increase the tire
pressure from 5 to 7 psi (35 to 48 kPa). As the tire cools, it loses pressure.
Never bleed a hot tire to reduce its pressure. The pressure will then be low
when the tire cools. Install the cap on the tire valve after checking
pressure or adding air.
Tire Inspection
The purpose of inspecting tires is to determine if they are safe for further
use. When defects or improper wear patterns are found, inform the driver.
Recommend the services that will correct the cause of the abnormal wear.
Tires have tread-wear indicators or wear bars. These are filled-in sections
of the tread grooves that will show when the tread has worn down to
99
1/16 inch (1.6 mm). A tire with a wear bar showing is worn out and
should be replaced. Too little tread remains for continued safe driving. A
tread-depth gauge can be inserted into the tread grooves to measure tread
depth of at least 1/32 inch (0.8 mm) in any two adjacent grooves at any
location on the tire.
Check for bulges in the sidewalls. Bulges mean plies have separated and
the tire could fail at any time. Tires with separated or broken plies should
be replaced.
Wheels and Tires
Examine the sidewalls and tread area of each tire in turn. Check for
cuts, tears, and lumps, bulges, separation of the tread, and
exposure of the ply or cord. Check that the tire bead is correctly
seated on the wheel rim, that the valve is sound and properly
seated, and that the wheel is not distorted or damaged.
Check that the tires are of the correct size for the vehicle, that they are
of the same size and type on each axle, and that the pressures are
correct.
100
Check the tire tread depth. The legal minimum at the time of writing is
1.6mm over at least three-quarters of the tread width. Abnormal
wear may indicate incorrect front wheel alignment.
SELF-CHECK
Technician A says the lower the aspect ratio the wider the tire appears. Technician
B says aspect ratio is the ratio of the tires section height to section width.
Who is right?
0 A only
1 B only
2 both A and B
3 d. neither A nor B
101
All the following are true about radial tires except-
0 all plies run parallel to each other
1 there is less squirm than with bias-ply tires
2 a belt steel mesh or other material is applied over the plies
3 a radial tire has greater rolling resistance than bias plies
Recommend inflation pressures for the front and rear tires on the car are listed in the-
0 VECI label
1 tire information label
2 VIN number
3 sidewall markings
If two radials and two non-radials are on the vehicle, the radials should be-
0 on the front c. removed from the vehicle
1 on the rear d. inflated to a higher pressure
When rotating tires, all the following are true except-

0 do not rotate tire if the front and rear tires are of different sizes.
1 directional tires must remain on the same side of the car.
2 check tire pressure after rotating tires.
3 always perform a five tire rotation.
Learning Outcome 8 Check underchasis body bolts and nuts
Assessment Criteria: 1. Body bolts and nuts inspected for tightness and
damage.
Cross member bolts and nuts checked for tightness.
Transmission mounting bolts and nuts checked.
Propeller shaft bolts and nuts checked for tightness
and damage.
Leaf spring shackle center bolts and nuts checked for
tightness and damage.
Resources :
1. Automotive Mechanics 10th ed; Crouse- pp. 58-69
Anglin; pp. 38-47
2. Power train and under chassis. (Shop pp. 11-17

manual)
102
Learning Outcome 8: Check underchassis body bolts and nuts
This is your last activity for Module 1.

In this activity, you are going to: Automotive Mechanics 10th
1. Read: Resource to identify the location of edition, Crouse and Anglin,
underchassis bolts and nuts. pp. 38-47.
2. Indicate your observation in the diagram

provided.
Fill-out the checklist.
3. Check underchassis body bolts and nuts for
tightness and damage.
4. Self Check 9
5. Refer to Model Answers 9
6. Call the teacher to check your work.
INFORMATION SHEET No. 1 Checking Underchassis Body Bolts and
Nuts Automotive Fastener, Bolts and Nuts
FastenersFasteners hold automotive parts together, Examples are

screws, nuts, and studs. Others are rivets, snap rings, and cotter pins.
Most fasteners are removable so the assembly can be taken apart. There
are 3 permanent ways of fastening pans together, such as soldering and
welding. Metal pans and panels are welded together to form the car body.
Screw Threads
A fastener that has a spiral ridge, or screw thread, on its surface is a
threaded fastener. This includes bolts, screws, studs, and nuts.
Bolts and screws are lengths of rod with a head on one end and threads
on the other. A stud looks like a headless bolt with threads on one or both
ends. Bolts, screws. And studs have external (outside) threads, Nuts and
threaded (or tapped) holes have internal (inside) threads.
Screws, bolts, studs, nuts, and tapped (threaded) holes are manufactured
with either US customary (USC) or metric screw threads. They are not
interchangeable. A USC screw will not fit a metric tapped hole.
103
And a metric screw will not fit a USC tapped hole. Some cars have metric
fasteners.
Others have USC fasteners. Some have both. To work on a variety of cars,
you need new fasteners of both types available. In addition, your tools
must include both USC and metric sockets and wrenches.
USC Screw Threads

Five ways of describing USC screw threads are by:
size
threads per inch or pitch
thread series, which is the coarseness or fineness of the thread
thread class (closeness of fit)
right-hand or left-hand direction of the threads. All threads are right-
hand unless otherwise noted. If the bolt tightens as the head is
turned clockwise, the bolt has right-hand threads.
When you are doing a service job, you must use the correct screw, bolt,
or nut. A 1/4-inch screw can have 20, 28, or 32 threads per inch. You
cannot use a 20-thread (coarse) screw in a 28-thread (fine) hole.
METRIC SCREW THREADS
Metric bolts, screws, and threads are measured in millimeters. Thread
pitch is the distance between individual threads. A pitch may run from
1 to 2 mm as the diameter of the threads increases. A bolt with a basic
thread diameter of 6 mm has a pitch of 1 mm. A bolt with a thread
diameter of 16 mm has a pitch of 1 mm.
Bolt and Screw Strength

The type of material from which the bolt or screw is made determines its strength. Markings on USC and
metric screw and bolt heads show their strength. Common metric fastener bolt-strength markings are
9.8 and
10.9. On metric fasteners, the higher number
indicates greater strength. Metric
millimeter
bolt pitch
Diameter Diameter
millimeter millimeter
Length millimeter Length millimeter
Property class (bolt

Grade marking (bolt strength)
strength)
104
The table shows typical applications for bolts or screws of different
strength. The minimum tensile strength is the pull in pounds that a
round rod with a cross section of 1 square inch can stand before it
break apart. Higher-strength bolts and screws are more expensive. They
are used only where the
added strength is needed.
Screw and Bolt Heads

Vehicles have a great variety of screw and bolt heads. Several parts along
with screwdrivers and wrenches required to turn them are shown. Most
bolts have hex heads. This means the heads are hexagonal, or six-sided.
Nuts
The hex nut is the most common in the automotive shop. The slotted
hex and the castle nut are used with a cotter pin
Thread Pitch
½ inch
Grade Bolt
Marking Diameter
Collage -13 per
inch
Fine
Extra Pitch
105
Checking Underchassis
Front and rear  Starting at the front right-hand

suspension and side, grasp the road-wheel at
wheel bearings the 3 o'clock and 9 o'clock
positions and shake it
vigorously.
 Check for free play or insecurity
at the wheel bearings,
suspension balljoints, or
suspension mountings, pivots and attachments.
 Now grasp the wheel at the 12 o'clock and 6 o'clock
positions and repeat the previous inspection. Spin the
wheel, and check for roughness or tightness of the front
wheel bearing.
 If excess free play is suspected at a component pivot
point, this can be confirmed by using a large screwdriver
or similar tool and levering between the mounting and the
component attachment. This will confirm whether the
wear is in the pivot bush, its retaining bolt, or in the
mounting itself (the bolt holes can often become
elongated).
 Carry out all the above checks at the other front wheel,
and then at both rear wheels.
Springs and  Examine the suspension struts (when applicable) for
shock absorbers serious fluid leakage, corrosion, or damage to the casing.
Also check the security of the mounting points.
 If coil springs are fitted, check that the spring ends locate
correctly in their seats, and that the spring is not badly
corroded, cracked or broken.
 If leaf springs are fitted, check that all leaves are intact,
that the axle is securely attached to each spring, and that
there is no deterioration of the spring eye mountings,
bushes, and shackles.
 The same general checks apply to vehicles fitted with
other suspension types, such as torsion bars, hydraulic
displacer units, etc. Ensure that all mountings and
attachments are secure, that there are no signs of
excessive wear, corrosion or damage, and (on hydraulic
types) that there are no fluid leaks or damaged pipes.
 Inspect the shock absorbers for signs of serious fluid
leakage. Check for wear of the mounting bushes or
attachments, or damage to the body of the unit.
106
Shock  Depress each corner of the vehicle in
absorbers turn, then release it. The vehicle
should rise and then settle in its
normal position. If the vehicle
continues to rise and fall, the shock
absorber is defective.
 A shock absorber which has seized will
also cause the vehicle to fail.
SELF-CHECK
Select the one correct, best, or most probable answer to each question.
You can find the answer in the section indicated at the end of each
question.
Pitch in USC threads is:

0 distance between individual threads
1 number of threads per inch
2 depth of the threads
3 thread class
Pitch in metric threads is the:

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

0 prevailing-torque fasteners
1 torque-to-yield fasteners
2 used with a cotter pin
3 self-tapping setscrews
107
Bolts that are tightened by measuring how much head is turned
are:
0 prevailing-torque fasteners
1 torque-to-yield fasteners
2 used with a cotter pin
3 self-tapping setscrews
Before installing a bolt in an aluminum part, coat bolt threads with

antiseize compound to:
0 lock the bolt in place
1 prevent thread damage when removing the bolt
2 turn the bolt with less torque
3 none of the above
108
ANSWER KEY LO1-1
Brake fluid
a. DOT 3
0 DOT 4
c. DOT 5
DOT 4
DOT 5
a. DOT 3 b.
DOT 4
Hard and prolonged braking
Letter a
Fluid level sensor
Return springs
10.
locking
primary piston assembly
secondary seal
secondary piston
primary seal
spring retainer
spring
cylinder body
proportioner with O' ring
quick take-up valve
grommet
fluid level switch
reservoir
diaphragm
reservoir cover
ANSWER KEY LO1-2

a. internal leak b.
external leak
2 moisture or dirt
109
b. vacuum brake booster
0 release button
1 parking brake lever
2 parking brake cable
3 rear drum brake
4 service brake pedal
5 brake light switch
6 front disc brake
7 master cylinder
8 dual proportioning valve
9 brake lines
ANSWER KEY NO. 2
goggles, hand gloves
chemically inert, high and low temperature
disconnect socket, open the reservoir cap
½ to ¾ inch (12.7 to 19 mm)
It acts as a reservoir to hold the brake fluid.
build-up pressure in the brake circuit.
ANSWER KEY LO2-1
goggles, hand gloves
chemically inert, high and low temperature
disconnect socket, open the reservoir cap
1/2 to 3/4 inch (12.7 to 19 mm)
a vacuum from forming in the hydraulic system
build up pressure in the brake circuits
110
ANSWER KEY No. 3
An assembly of gears that provides the different gear ratios as well as neutral
and reverse, through which engine power is transmitted to the final drive to
rotate the drive wheel.
2.
Oil #90 Oil

#140
A liquid lubricant is usually made from crude oil and used for lubrication
between moving parts.
Correct level of oil.
a. position the vehicle b.

open drain plug
111
ANSWER KEY
a. to lubricate all moving parts and prevent wear

0 to reduce friction and power loss
1 to protect against rust and corrosion
2 to keep the interior clean
3 to cool the gearbox
Chemical additives
extreme pressure lubricant
b. SAE 75W
0 75W-80
1 80W-90
2 85W-90
Refer your answer to resource material provided
Refer your answer to resource material provided
ANSWER KEY No. 1 (LO4)
0 A
1 A
2 A
3 A
4 C
1. Automatic-transmission fluid is a special lubricant with about the same

viscosity as an
SAE 20 engine oil.
112
Parts of an Automatic Transmission
a. Automatic transmission is a transmission in which gear ratios are changed or

adopts to speed automatically when the accelerator pedal is pressed.
.
0 Automatic transmission is the same whether for rear-wheel drive, front-wheel
drive or four-wheel drive vehicles. Most automatic transmission has three or
four forward speed. They also have PARK, NEUTRAL, and REVERSE.
Pull out the dipstick, wipe it, reinsert it, and pull it out again. If fluid feels cool, the
fluid level should be on the low side of the dipstick. If fluid feels warm or hot
(too hot to hold) the dipstick level should be on the high side.
Fluid level will vary under normal operating conditions as much as ¾ inch (19
mm) from cold to hot.
ANSWER KEY LO7
113
B
ANSWER KEY No. 1 (LO8)
114
REFERENCES AND FURTHER READING
Automotive Mechanics 9th and 10th edition, Crouse/Anglin
Automotive Technology - A System Approach, 2nd edition, Jack

Erjavec/Robert Scharff
Today's Technician Shop Manual for Manual Transmission and

Transaxles, Jack Erjavec
Brakes 10 - Technical Training Bulletin "L" Series
115
ACKNOWLEDGMENT
First Published JUNE 2008

Development Workshop conducted at the Development Academy of the
Phils, Tagaytay City on May 5-10, 2008.
Technology Teacher:
Jonathan O. Diaz
TVE-Automotive-Technology Coordinator
San Pedro Relocation Center National High School
Langgam, San Pedro, Laguna
Romeo Q. Ibloguin Sr.

Teacher III
E. Rodriguez Vocational High School
Nagtahan, Sampaloc, Manila
Robert S. Domingo
Teacher I
Lino A. Olit
Teacher I
Community Vocational High School
Masipit, Calapan City, Oriental Mindoro
Arpil P. Medrano
Teacher I
Tanza National Trade School
Paradahan I, Tanza, Cavite
George C. Callanta
Don Alejandro Roces, Sr. Science-Technology High
School Quezon City
116
John Diego
Isabela School of Arts and Trades
Isabela
Robert Domingo
AFG Bernardino Malolos Trade School
Malolos, Bulacan
Lino Olit
Calapan Community Vocational HS
Calapan Mindoro
Romeo Ibloguin
E. Rodriguez Vocational HS
Sta. Mesa, Manila
Nelson Señedo
Tagum, Davao del Norte
ACADEMIC WRITERS:
Araceli T. Bondoc
Head Teacher III (ENGLISH)
A.J. Villegas Vocational High School
Romhel C. Odtohan
Teacher I (ENGLISH)
Mary Ann P. Lait

Teacher I (SCIENCE)
Ragay National Agricultural and Fisheries School
Ragay, Camarines Sur
Helen U. Divina
Teacher I (SCIENCE)
General Mariano Alvarez Technical High School
Poblacion V, GMA, Cavite
117
Belen P. Caldez
Head Teacher VI (MATH)
Arnie Lei M. Bangayan

Teacher I (MATH)
English:
Belen Tado
Facilitators:
Ms. Beatrice A. Adriano
Encoder:
Rowena S. Fonacier
This work was produced with funding provided by

the Department of Education.
118

Ats 4

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Ats 4

Uploaded by

Copyright:

Available Formats

Republic of the Philippines

Unit of Competency: PERFORM DIESEL ENGINE TUNE UP

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

How to Use this Module ………………………………………….. i

Technical Terms …………………………………………………….. iii

Learning Outcome 1 ………………………………………………… 1

Learning Experiences/ Activities ……………………….. 2

Operation Sheet 1... ……………………………………….. 3

Operation Sheet 2... ……………………………………….. 5

Operation Sheet 3... ……………………………………….. 7

Operation Sheet 4... ……………………………………….. 9

Assessment Performance ………………………………… 12

Learning Outcome 2 ………………………………………………… 13

Learning Experiences/ Activities ……………………….. 14

Operation Sheet 5... ……………………………………….. 15

Operation Sheet 6... ……………………………………….. 16

Operation Sheet 7... ……………………………………….. 18

Operation Sheet 8... ……………………………………….. 20

Assessment Performance ………………………………… 22

Learning Outcome 3 ………………………………………………… 23

Operation Sheet 9... ……………………………………….. 24

Assessment Performance ………………………………… 29

This module contains training materials and activities for you to

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

If you can demonstrate to your teacher that you are competent in a

Unit of Competency : PERFORM DIESEL ENGINE TUNE-UP

Module Title : Performing Diesel Engine Tune-up

This module consists of three (3) learning outcomes with nine

23 Air bleeder a device used to remove air from a hydraulic system.

24 Combustion the act or process during burning.

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

26 Compression check a measurement of the compression of each

27 Compression gauge a test instrument used to test the cylinder

28 Compression pressure a pressure in the combustion chamber at

29 Compression ration the ratio between the total volume in the

30 Injection period a period of injecting fuel covering the daily period,

31 Retard (Injection timing) means to set the timing so that

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

33 Timing gears gear attached to the crankshaft, camshaft, idler

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

Unit of Competency: PERFORM DIESEL ENGINE TUNE-UP

Module Title: Performing Diesel Engine Tune-up

Learning Outcome 1. Install Injection Pump Following the Correct Timing

5888 Injection timing is set as per engine specifications

23 Automotive Mechanics, 10th edition

Learning Outcome No. 1. Install injection pump following the correct

Learning Activities Special Instructions

LO1 Install Injection Pump Following the Correct Timing

5889 Perform the installation 24 See the operation sheet

5890 Perform the 25 See the operation sheet

LO 1: INSTALL INJECTION PUMP FOLLOWING THE CORRECT TIMING

Title: Installing Injection Pump following the correct timing

Supplies and materials

PROCEDURE IN INSTALLING THE INJECTION PUMP AND TIMING GEAR

5888 Prepare the supplies, materials, tools and equipment

5888 Preparation for installation of timing gear case.

Fig.1 shows timing

Note: Fill the clearance

5888 Make certain O rings are,

Fig. 2 shows the O ring

23 Installation of injection pump.

24 Install the injection pump by aligning the mark Z on the

Fig. 3 shows the