AT Module

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College of Education
Unit of Competency: Performing Underchassis Preventive Maintenance
Module Title: Performing Underchassis

Module No.: 3
Preventive Maintenance
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TABLE OF CONTENTS
Page
How to Use this Module ………………………………………….. i

Introduction……………………………………………………………. ii
Technical Terms …………………………………………………….. iii
Learning Outcome 1 ………………………………………………… 1

Learning Experiences/ Activities ……………………….. 2
Information Sheet 1 ……………………………………….. 5
Information Sheet 2 ……………………………………….. 7
Operation Sheet 1... ……………………………………….. 7
Self Check 1.1 ………………………………………………. 10
Learning Outcome 2….……………………………………………… 11
Information Sheet 1 ………………………………………. 25
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
Information Sheet 1 …………………………………….. 80
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.
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.
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 yourself 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 standard
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:
1. Check clutch and brake fluid and lines

2. Inspect brake system
3. Inspect/change transmission/differential gear oil
4. Inspect/replace power steering fluid
5. Check/refill automatic transmission fluid
6. Inspect and bleed air brake
7. Check tire and tire pressure
8. 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.

2. Clutch line checked for cracks, twists, bends, loose
and restricted lines.
3. 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 EXPERIENCES / ACTIVITIES
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
INFORMATION SHEET No. 1
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
1. It must engage the transmission and the engine smoothly.

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

clutch disc and pressure plate assembly.
FLYWHEEL
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
OPERATION SHEET No. 1
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.
1. A chemically-inert hydraulic fluid used to transmit force and motion

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

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

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

cause the moisture?
7. In the master cylinder, the primary piston is the piston that

is: (Choose the correct answer.)
a. directly operated by the pushrod
b. nearest the front-end of the car
c. hydraulically operated by the secondary piston
d. needed only on vehicles with drum brakes
8. What do you call a sensor that turns on a warning light in the

instrument panel when brake fluid is low?
______________________ .
11
9. Parts of master cylinder that force the piston to return to its released
position faster than fluid can flow back to the master cylinder is called
______________________..
10. What are the component parts of a master cylinder?
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
ASSESSMENT CRITERIA:
1. Brake fluid level is checked and maintained between the
minimum and maximum
2. Brake lines or hoses are checked and freed from twist and bends
3. Brake pedal free play is specified
4. Brake operation is checked and tested as per SOP.
12
5. Hydraulic fluid is used/changed without spillage and at the
specified level
6. Brake pedal height/free-play is checked and adjusted
7. Hydraulic brake system is bled in accordance with brake standards
8. Emergency brake function is checked
1. Points for adjustment of emergency brake are identified.
Resources
 Automotive Mechanics, 10th
edition By: Crouse/ Anglin
 Modern Automotive Technology

By: James E. Duffy
 Manufacturer’s Manual
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
1. 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)
1. 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
2. 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 Fig. 19 shows the different

caliper 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
2. IF NECESSARY, ADJUST PEDAL HEIGHT
(a) Disconnect the wiring connector 1 for the stop light switch 2.
(b) Loosen the lock nut 3 of the stop light switch and screw out the
stop light switch in few turns.
(c) Loosen the lock nut 4 of the push rod 5 and adjust the pedal
height by turning the push rod.
(d) Screw in the stop light switch until its pedal stopper lightly
contacts the cushion, and then tighten the lock nut.
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.
3. ADJUST PEDAL FREEPLAY

After adjusting brake pedal height, check and adjust the pedal free-
play.
CHECK PEDAL AND ADJUSTMENT OF BRAKE PEDAL FREEPLAY
1. CHECK BRAKE PEDAL FREEPLAY
(a) 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.
2. IF NECESSARY, ADJUST PEDAL FREEPLAY
(a) 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.
(b) Tighten the lock nut and measure the free-play again.
(c) After adjusting the pedal free-play, check the pedal height and
stop light operation.
CHECK OF PEDAL RESERVE DISTANCE
1. CHECK PEDAL RESERVE DISTANCE

(a) Place chocks under the front and rear wheels, release the
parking brake and start the engine.
(b) Press down on the pedal with 50kg of force and measure the
distance between the top surface of the brake pedal and the asphalt
sheet.
(c) If the reserve distance is less than specification, it may be
caused by excessive shoe clearance between brake shoe and brake
drum.
(d) Adjust the shoe clearance.
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.
1. Remove the vacuum reserve by pumping the brakes several times
with the engine off.
2. Fill the master cylinder reservoir with clean brake fluid. Check the
fluid level often during bleeding procedure; do not let the reservoir
fall below half full.
3. If necessary, bleed the master cylinder as follows:
a. Disconnect the master cylinder forward brake line connection

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

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

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

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

four wheels. Repair any broken, stripped or frozen valves
at this time.
29
Fig. 26 Bleeding the Brake System
4. Proceed to the appropriate wheel first and follow the set

sequence according to the Wheel Bleed Sequence.
5. Place a transparent tube over the bleeder valve and then allow
the tube to hang down into a transparent container, figure 5.
Ensure the end of the tube is submerged in clean brake fluid.
6. Instruct an assistant to slowly depress the brake pedal one

time and hold.
7. Crack open the bleeder valve, purging air from cylinder.

Retighten the bleeder screw and slowly release pedal.
8. 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
Downloaded from www.shsph.blogspot.com
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:
1. Run the engine at idle with the transmission in neutral.

2. Depress the brake pedal and hold it down with a constant foot
pressure. The pedal should remain firm and the foot pad should be at
least 2 inches from the floor for manual brakes and 1 inch for power
brakes.
3. Hold the pedal depressed 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
2. In a hydraulic system, what causes corrosion or deposits to form in
the bore, resulting in the wear of the cylinder bore or its parts?
3. What are the component parts of the brake system?
SELF-CHECK No. 2
Check your mastery of learning outcome No. 2 by completing or

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

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

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

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

__________________________ in the hydraulic system.
7. 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
ASSESSMENT CRITERIA:
1. Clutch fluid level and lines are checked
34
2. Clutch line is checked for cracks, twists, bends, loose and
restricted lines.
3. Low levels of fluid in master cylinder is refilled to maximum level
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.
1. Give some safety measures in refilling brake fluid to the

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

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

_______________________.
5. What is the function of brake master cylinder?
36
6. The diaphragm under the master cylinder cover prevents
___________________________________________ in the
hydraulic system.
7. 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.
4. Self-Check #4
5. Refer to Model Answer #4
6. 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. 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:
1 Gears that transmit power

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

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

puncturing of the oil film. Chemical additives are mixed with gear oil to
improve its 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
1 What are the five functions of the gear oil?
2 In order to improve the gear oil’s load-carrying capacity we mix it with

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

load-carrying capacity?
4 Enumerate the types of gear that most cars and light trucks use?
5 Identify the component parts of differential.
6 Identify the component parts of transmission.
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.
1. Check for lubricant leaks at all gaskets and seals. The transmission
rear seal at the driveline is particularly prone to leakage.
2. Check the case body for signs of porosity that show up as leakage or
see page of lubricant
48
3. Push up and down on the unit. Watch the transmission mounts to see
if the rubber separates from the metal plate. If the case moves up, but
not down, the mounts require replacement.
4. Move the clutch and shift linkages around and check for loose or
missing components. Cable linkages should have no kinks or sharp
bends, and all movement should be smooth.
5. Transaxle drive axle boots should be checked for cracks, deformation,

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

thoroughly inspected.

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:
1. raise one side of the car
2. remove the access panel

3. place car on jack stands
4. drain gear oil
5. replace gear oil plug
6. remove fill plug
7. pump gear oil into the gearbox
8. replace fill plug
9. remove jack stands
49
10. replace panel
11. 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
3. Give the types of gear oil.
4. What are the uses of gear oil?
5. Give the procedures in inspecting transmission and differential gear

oil.
6. Give the procedures in changing power transmission and differential

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

assessed.
2. Power steering fluid level checked.
3. Power steering fluid replaced in accordance
with manufacturer's specification.
4. Power steering linkages inspected for leakage.
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
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.
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.
1. What is power steering fluid?

a. used as a special power steering fluid
b. the steering axis inclination
c. caused by sagging springs
d. scrub radius
2. Steps to check steering fluid level

a. Open power steering reservoir cap, pull-out dipstick
b. tighten the power steering reservoir plug
c. loosen the power reservoir plug
66
3. Step to replace fluid level
a. open and drain steering fluid
b. tighten and close power steering drain plug
c. pull-out the power steering pump
d. install power steering pump
4. Step to refill power steering fluid

a. fill-up fluid to the power steering fluid
b. loosen bolt of power steering fluid
c. tighten bolt of power steering fluid
d. cut the hose
5. 5. What is the primary purpose of power steering hose?

a. lubricate the pump
b. relieve pressure
c. transmit power through fluid under pressure
d. 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
11. 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.
1. Supplies fluid to the torque converter.

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

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

2. Adding fluid, if necessary.
3. Changing fluid and filter.
4. Checking shift and throttle linkage.
5. Adjusting neutral safety switch.
6. Adjusting bands, if possible.
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.

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

contaminated fluid may also have a brown color. If the fluid appears
contaminated, drain it then remove and inspect the pan. A small
amount of metal particles and friction material 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:
1. Clean the suspected area with solvents

to remove any traces of fluid.
2. 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
1. What is automatic transmission fluid?
2. Identify the component parts of an automatic transmission.
3. Explain the functions of the parts of an automatic transmission.
4. Explain the procedure in checking automatic transmission fluid.
5. 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
1. 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 Nissan Diesel Engine Repair

in bleeding air tank considering: Manual, pp. 6-14
1.1 proper use of personal protective Change from vapor to liquid.

equipment (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.
Return Spring Relay

Piston
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. valve
Spring Seat
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:

1. Limits an adjustable hold-
off pressure to the spring
brake actuators.
2. Provides for quick release of
air pressure from the spring
cavity of the spring brake
actuator allowing fast actuator
application.
3. Modulates the spring brakes
through application of the foot
brake valve in the event of loss
of rear axle service brake
pressure, This action takes
advantage of the driver's natural
reaction to apply the foot brake
valve in an emergency brake
situation and eliminates the
need to actuate dash mounted
controls.
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.
1. Trailer brake system. When the control valve is in the manual position
air supply to the trailer system is cut off. When the control valve is
placed in the automatic position air supply to the trailer system 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.
2. 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.
3. 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.
2. Tire inspected for wear and deformities in accordance
with manual.
3. Cause of abnormal tire wear determined.
4. Tire pressure check in accordance with manufacturer’s
specification.
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
2. Read: Resource on inspecting tire for

unwanted solid object.
2.1inspect tire for solid unwanted object
2.2determine tire air pressure,
temperature and volume
2.3record tire rotation Prepare task sheet
3. Self-Check 8
4. Refer to Model Answers 8
5. 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.
1. Read: Resource on causes of tire wear The Automotive Drive Trains

and deformities. and Chassis Unit, Felizardo
Y Francisco, pp. 118-121
2. 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,
3. In inspecting tire, determine causes of abnormal Arthur Bieser, pp. 382-388
tire wear. Matter and Chemistry, pp.
3.1 Read: 106-107
- ideal gas flow
- polymers
4. Call the teacher to check your answers.
Consider the next activity and find out the science

concept relevant to the pressure gauge.
1. 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
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.
1. Matching tire and wheel
width. Do not try to
install a narrow tire with
a high-aspect ratio on a
wide rim. For example, a
tire with an 80 aspect
98
ratio must not be installed on a wide rim that requires a 60 tire.
2. Matching tire and wheel diameter. Do not try to mount a 16-inch

tire on a 16.5-inch wheel, or a 15-inch tire on a 15.5-inch wheel.
The result could be a deadly explosion when inflating the tire. Check
the rim size. It may be stamped near the center of the wheel disc.
3. Mixing tires. All tires 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.
4. Respecting compressed air. A terrific force is contained in an inflated

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

Before checking tire pressure and 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
1. Technician A says the lower the aspect ratio the wider the tire appears.
Technician B says aspect ratio is the ratio of the tires section height to
section width. Who is right?
a. A only
b. B only
c. both A and B
d. d. neither A nor B
101
2. All the following are true about radial tires except-
a. all plies run parallel to each other
b. there is less squirm than with bias-ply tires
c. a belt steel mesh or other material is applied over the plies
d. a radial tire has greater rolling resistance than bias plies
3. Recommend inflation pressures for the front and rear tires on the car are listed
in the-
a. VECI label
b. tire information label
c. VIN number
d. sidewall markings
4. If two radials and two non-radials are on the vehicle, the radials should be-
a. on the front c. removed from the vehicle
b. on the rear d. inflated to a higher pressure
5. When rotating tires, all the following are true except-

a. do not rotate tire if the front and rear tires are of different sizes.
b. directional tires must remain on the same side of the car.
c. check tire pressure after rotating tires.
d. always perform a five tire rotation.
Learning Outcome 8 Check underchasis body bolts and nuts
Assessment Criteria: 1. Body bolts and nuts inspected for tightness and
damage.
2. Cross member bolts and nuts checked for tightness.
3. Transmission mounting bolts and nuts checked.
4. Propeller shaft bolts and nuts checked for tightness
and damage.
5. Leaf spring shackle center bolts and nuts checked for
tightness and damage.
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:
1. size
2. threads per inch or pitch
3. thread series, which is the coarseness or fineness of the thread
4. thread class (closeness of fit)
5. right-hand or left-hand direction of the threads. All threads are right-
hand unless otherwise 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.
1. Pitch in USC threads is:

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

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

a. prevailing-torque fasteners
b. torque-to-yield fasteners
c. used with a cotter pin
d. self-tapping setscrews
107
5. Bolts that are tightened by measuring how much head is turned
are:
a. prevailing-torque fasteners
b. torque-to-yield fasteners
c. used with a cotter pin
d. self-tapping setscrews
6. Before installing a bolt in an aluminum part, coat bolt threads with

antiseize compound to:
a. lock the bolt in place
b. prevent thread damage when removing the bolt
c. turn the bolt with less torque
d. none of the above
108
ANSWER KEY LO1-1
1. Brake fluid
2. a. DOT 3
b. DOT 4
c. DOT 5
3. DOT 4
4. DOT 5
5. a. DOT 3
b. DOT 4
6. Hard and prolonged braking
7. Letter a
8. Fluid level sensor
9. Return springs
10.
 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

1. a. internal leak
b. external leak
2 moisture or dirt
109
3 b. vacuum brake booster
c. release button
d. parking brake lever
e. parking brake cable
f. rear drum brake
g. service brake pedal
h. brake light switch
i. front disc brake
j. master cylinder
k. dual proportioning valve
l. brake lines
ANSWER KEY NO. 2
1. goggles, hand gloves
2. chemically inert, high and low temperature
3. disconnect socket, open the reservoir cap
4. ½ to ¾ inch (12.7 to 19 mm)
5. It acts as a reservoir to hold the brake fluid.
6. build-up pressure in the brake circuit.
ANSWER KEY LO2-1
1. goggles, hand gloves
2. chemically inert, high and low temperature
3. disconnect socket, open the reservoir cap
4. 1/2 to 3/4 inch (12.7 to 19 mm)
5. a vacuum from forming in the hydraulic system
6. build up pressure in the brake circuits
110
ANSWER KEY No. 3
1. An assembly of gears that provides the different gear ratios as well as neutral
and reverse, through which engine power is transmitted to the final drive to
rotate the drive wheel.
2.
3. Oil #90
Oil #140
4. A liquid lubricant is usually made from crude oil and used for
lubrication between moving parts.
5. Correct level of oil.
6. a. position the vehicle

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

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

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

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

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

Transaxles, Jack Erjavec
4. Brakes 10 - Technical Training Bulletin "L" Series
115

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SIBUGAY TECHNICAL INSTITUTE

Lower Taway, Ipil, Zamboanga Sibugay

Unit of Competency: Performing Underchassis Preventive Maintenance

Module Title: Performing Underchassis

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

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

Welcome to the Module on “Performing Underchassis Preventive

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

Recognition of Prior Learning (RPL)

This module contains information and practices in performing under chassis

1. Check clutch and brake fluid and lines

Module Title Performing Underchassis Preventive Maintenance

Learning Outcome 1 Check clutch fluid and lines

Assessment Criteria: 1. Clutch fluid level and line checked.

2. Automotive Mechanics, 10th edition pp. 536-552

3. Toyota Repair Manual

LEARNING EXPERIENCES / ACTIVITIES

Learning Outcome 1 : Check clutch fluid and lines

Learning Activity 1 Resources

If ready, take your time and be sure to observe 5

1. Read information on Automotive clutch its Automotive Brake System

LO 1. CHECK CLUTCH FLUID AND LINES

Title: Checking Clutch Fluid and Lines

REQUIREMENT OF THE CLUTCH

1. It must engage the transmission and the engine smoothly.

A. PARTS OF THE CLUTCH

Automotive clutch consists of 3 major parts. These are the flywheel,

On a vehicle with manual transmission, a heavy metal wheel attached to

Fig. 1 Parts of engine flywheel`

Fig. 2 shows the friction disc

CLUTCH COVER ASSEMBLY OR PRESSURE PLATE ASSEMBLY

MECHANICAL TYPE CLUTCH

The movement of the clutch pedal of this type is conveyed to

Fig. 5 shows the clutch table type

In this type of clutch, the movement of the clutch pedal is converted by

Fig. 6 shows the hydraulic clutch type

INFORMATION SHEET No. 2

LO 1. CHECK CLUTCH FLUID AND LINES

PEDAL DOWN, CLUTCH DISENGAGED

When the clutch pedal is pushed down, the clutch disengages so

PEDAL UP, CLUTCH ENGAGED

When the clutch pedal is released, the clutch engages, transmitting

This liquid filled cylinder is the hydraulic brake system or

OPERATION SHEET No. 1

How to Check the Fluid for a Hydraulic Clutch in Your Car

Supplies and Materials

Check the Fluid for a Hydraulic Clutch in Your Car

Cars with manual transmissions (stick shift) use either

Fig. 10 shows the location of master cylinder

Look for a small plastic container about 1 inch in diameter located

Fig. 11 shows the level of fluid

Add brake fluid if it’s low.

Fig. shows the refilling of brake fluid

Tips & Warnings

 Cars with a clutch cable do not use any fluid.

 A leak can often be seen at the reservoir/clutch master cylinder,

 If the clutch reservoir is consistently low probably it has a leak.

Check your knowledge in fluids by completing this self-check.

1. A chemically-inert hydraulic fluid used to transmit force and motion

2. What are the three types of fluids?

3. Types of fluid which are developed for disc-brake system and

4. A silicon-based fluid that can take even higher temperatures is called

6. During braking operation, what causes fluid to overheat and