DEGREE OF RELIABITY OF THE SIMPLIFIED

HANDBOOK ON UNDER CHASSIS PROBLEMS REPAIR

By

Deemar Arsing

John Michael Lagda

Jojo Belino

A Research Proposal Submitted to BVS-Colleges

In Fulfillment of the Requirements for

Bachelor in Technical-Vocational Teacher Education

December 2022
 CHAPTER I

Introduction

This study is conducted to determine the degree of reliability of the simplified handbook

on under-chassis problems repair. Nowadays, cars are the best partners when it comes to

travelling and transportation because less time is consumed. In order to prolong the lifespan of a

car, repair is needed when encountering problems. Repairing is not simple because in every

problem, there are proper steps that needs to be followed. To know these steps, a reliable

handbook is needed.

Background of the Study

Most car owners use their vehicles for work purposes like commuting from home to

workplace and for delivering goods and services. Over the past decades motor vehicles became

the primary mode of transportation in developing countries (Schoor et al., 2000). As time pass

by, mechanical failures will occur and may lead to road accident without having it repaired,

example of these are tires and brake failure. Data obtained from accident response units (ARU)

indicate that tires and brakes were the main contributors to mechanical failures resulting in

accidents in the Pretoria region (Gauteng Province). The roadside survey (potential mechanical

defect tests (PMDT)) indicated that 40% of the vehicles surveyed on the suburban road and 29%

of the vehicles surveyed on the highway had mechanical defects that contravened current road

and traffic regulations in South Africa and may, therefore, be at risk of causing an accident due

to a mechanical failure (Schoor et al., 2000). Road traffic accidents (RTAs) have turned out to be

a huge global public health and development problem (Hunde & Aged, 2015).

When travelling, driver and passengers’ safety depends on the condition of the vehicle so

maintaining the good condition of a vehicle is an essential role also to prolong the car’s lifespan.
Vehicle maintenance is one of the major concerns in road safety as it can prevent mishaps due to

defects in a car’s roadworthiness. Poor vehicle maintenance may not just pose dangers to the

owners/drivers and their passengers, but also to the safety of other road users as it could be a

primary reason for a road accident to occur. It is important to ensure that a car is well-maintained

in order to keep its roadworthiness as good as when it passed the quality inspection at the

assembly line. This is certainly far from ideal since all car components and the overall system

will be degraded over time due to use and many other factors. Preventive Maintenance (PM) is

conducted to keep car systems and components in working order, as well as to extend their lives

(Jawi et al., 2012).

One of the parts of vehicle that should be maintained is the under-chassis. Let us take a

look on what is chassis first.

Chassis is one of the important parts that used in automotive industry. This structure was

the bigger component in the any automobile vehicle, the vehicle shape dependent to this chassis.

Also known as the “backbone” of the vehicle, because all the major component of a vehicle are

place on it. The main function of the chassis is not only support the components and payload

mounted upon it including engine, body, passengers and luggage, but also to maintain the desired

relationship between the suspension and steering mechanism mounting points. The greater the

energy absorbed by the chassis on impact the lower the energy levels transmitted to a vehicles

occupants and surroundings, lowering the chances of injury. the chassis is subjected to stress,

bending moment and vibrations due to road roughness, weather and components that mounted on

it, When the truck travels along the road, Stress that acting on chassis is varies with the

displacement and each part on the car chassis. The major challenge in today’s ground vehicle

industry is to overcome the increasing demands for higher performance, lower weight in order to
satisfy fuel economy requirements, and longer life of components, all this at a reasonable cost

and in a short period of time also give new safety requirements (Agrwal & Razik, 2013).

The automotive chassis includes suspension, steering, and braking systems. The

suspension system allows the vehicle to travel over rough surfaces with a minimum of up-and-

down body movement.. The steering system allows the driver to control the direction of vehicle

travel. The brake system hold the vehicle stationary when applied (Crouse & Anglin, 1993).

Whenever performing a task, a handbook is very informative in order to have a good

output. The handbook guides readers through the field’s rich history, sorts out its component

constructs, and identifies knowledge gaps to be filled (Christenson et al., 2012). This study aims

to determine the degree of reliability of the simplified handbook on under chassis problems

repair.

REVIEW ON RELATED LITERATURE

UNDER CHASSIS

According to Crouse and Anglin (1993), the automotive chassis includes suspension,

steering, and braking systems.

SUSPENSION SYSTEM- the purpose is to support the weight of the vehicle, cushion bumps

and holes in the road, maintain traction between the tires and the road, and hold the wheels in

alignment allows the vehicle to travel over rough surfaces with a minimum of up-and-down body

movement.

COMPONENTS OF SUSPENSION SYSTEM

 The suspension system components include springs and related parts that support the

weight of the vehicle body on the axles and wheels. The springs and shock absorbers are the two

main parts. The spring support the weight of the vehicle and its load and absorb road shocks. The

shock absorbers help control or dampen spring action.

TYPES OF SPRINGS

1. Coil Spring - is made of a length of round spring-steel rod wound into a coil. Some coil

springs are made from a tapered rod. This gives the spring a variable spring rate. As the spring is

compressed, its resistance to further compression increases.

2. Leaf Spring - two types of leaf springs are single-leaf and multileaf springs. These have

several flexible steel plates of graduated length, stacked and held together by clips. In operation,

the spring bends to absorb road shocks. The plates bend and slide on each other to permit this

action. Coil spring made from tapered rod. The rod is larger in diameter at the center of the coil.

3. Torsion Bar – is a straight rod of spring steel, rigidly fastened at one end to the vehicle frame

or body. The other end attaches to an upper or lower control arm. As the control arm swings up

and down in response to wheel movement, the torsion bar twists to provide spring action.

4. Air Spring – is a rubber cylinder or air bag filled with compressed air. A plastic piston on the

lower control arm moves up and down with the lower control arm. This causes the compressed

air to provide spring action. If the load in the vehicle changes, a valve at the top of the airbag

opens to add or release air. An air compressor connected to the valve keeps the air springs

inflated.

Sprung and Unsprung Weight - The total weight of the vehicle includes the sprung weight and

the unsprung weight. The sprung weight is the weight supported by springs. The unsprung
weight is the part not supported by the springs. This includes the weight of drive axles, axle

shafts, wheels, and tires.

Spring Rate – The softness or hardness of a spring is its spring rate. This is the load required to

move a spring a specified distance.

Controlling Spring Action – the ideal spring for automotive suspension absorbs road shock

rapidly and then returns to its normal position slowly. This is difficult to attain, however, a very

flexible or soft spring allows too much movement. A stiff or hard spring gives too rough a ride.

A medium-soft spring and a shock absorber produce a satisfactory ride. The shock absorber

prevents spring override. This is excessive and continued spring action after a bump or hole has

been passed.

Shock Absorbers – A shock absorber is a tubular hydraulic device placed near each wheel to

control or dampen spring oscillations. On end of the shock absorber attaches to the vehicle body

or frame. The other end attaches to a moving suspension part such as the axle housing or a

control arm. Movement of the spring then causes the shock absorber to lengthen and shorten.

Shock-Absorber Operation – It is basically an oil-filled cylinder or tube in which a piston moves

up and down. This forces the oil or hydraulic fluid in the cylinder to flow through small fluid

passages or orifices in the piston. The resulting fluid friction limits spring bounce.

Gas-Filled Shock Absorbers – There is some air above the fluid in the shock absorber. During

compression and rebound, the rapid movement of the fluid between the chambers can mix the air

with the fluid. Then the fluid foams or aerates. When the piston moves through air or foam, it

meets little resistance.

Other Types of Shock Absorber – various vehicles and suspension systems use different types of

shock absorbers. Some shock absorbers can adjust vehicle height. Others can be reset to change

vehicle ride and handling. Shock absorbers with additional capabilities include spring-assisted,

adjustable, and air.

1. Spring-Assisted Shock Absorbers – Separately-mounted shock absorbers are used with many

suspension systems. Some of these shock absorbers have a variable-rate coil spring or assist

spring attached between the piston rod and the tube. These spring-assisted shock absorbers

combine spring action with shock-absorber action. This helps maintain proper vehicle height

regardless of load.

2. Adjustable Shock Absorbers- Some shock absorbers are adjustable, either by hand or

electronically. It has three positions that can be selected to change the firmness of the shock

absorber action. Turning the upper dust tube one way produces a harder ride. Turning it the other

way produces a harder ride.

3. Air Shock Absorbers- Air shock absorbers have a rubber boot surrounding the shock absorber.

This forms a sealed air chamber which is filled compressed air. The compressed air increases the

load-carrying capacity of the vehicle while maintaining proper rear-end height. Some shock

absorbers are filled through an air valve by attaching a service-station air hose.

STEERING AND SUSPENSION DIAGNOSE AND SERVICE

The driver may bring the vehicle to the technicians because of a variety of steering and

suspension troubles. The technician can often determine the cause of the trouble by making a

road test and visual inspection. Some troubles are quickly located and repair. Others are more

difficult, sometimes an apparent steering problem is actually in the suspension system.

STEERING SYSTEM

The Steering System purpose the steering system controls the directional movements of

the vehicle. The steering system, in conjunction with the suspension system, provides control and

stability of the vehicle. The motion the operator makes at the steering wheel is transferred to the

front wheels. The basic function of the steering system is to allow the driver to steer the vehicle

safely and precisely. Beyond this, the steering system also provides a way to reduce driver effort

by making the act of steering the vehicle easier. Steering system, in automobiles, steering wheel,

gears, linkages, and other components used to control the direction of a vehicle motion. The

system contains a hydraulic booster, which operates when the engine is running and supplies

most of the necessary force when the driver turns the wheel.

MANUAL STEERING

The steering system has three major components. The steering wheel and steering shaft

that transmits the driver’s movement to the steering gear. The steering gear that increases the

mechanical advantage while changing the rotary motion of the steering wheel to linear motion.

The steering linkage that carries the linear motion to the steering arms.

TYPES OF STEERING GEAR

The two types of steering gear are widely used in automotive vehicles. These are the

recirculating ball steering gear and the rack and pinion steering gear. Both steering is made in

manual and power versions. A few vehicles have a worm and roller steering gear. It is similar to

the recirculating ball. Both use a pitman arm and the parallelogram steering linkage. The pitman

arm connects the steering gear output shaft to the steering linkage.
RECIRCULATING BALL STEERING GEAR

Trucks and large cars often have a recirculating ball steering gear. It has a sector gear on

the inner end of the output shaft. A sector gear is a section of gear teeth from a gearwheel. The

output shaft is called the sector shaft or pitman arm shaft. The teeth on the sector gear mesh with

the teeth of ball nut. It rides on the worm gear that connects to the end of the steering shaft. Balls

roll in grooves inside the ball nut and the worm. As the steering shaft rotates, the worm forces

the balls to roll into grooves. The balls as they roll forces the ball nut to move up or down the

worm. Movement of the ball nut forces the pitman arm to shaft to turn. This swings the pitman

arm which forces the steering linkage to pivot the wheels for steering. The balls are the only

contact between the worm and nut. This reduces friction, the recirculating balls because they

recirculate from one end of the ball nut to the other end during steering. As the balls reach the

end of the groove in the ball nut, they enter the return guides. The balls then travel back to the

other end of the ball nut.

RACK AND PINION STEERING GEAR

Most smaller and down-sized vehicles used a rack and pinion steering gear. It has a

pinion gear on the end of the steering shaft that meshes with a flat rack of gear teeth. Tie rods

connect the ends of the rack to the steering arms which turn the steering knuckles and wheel

inward or outward. The inner end of the tie rods has balls which fit into ball sockets on the ends

of the rack. This allows the outer ends of the tie rods to move up and down with the steering

knuckles and wheels. Flexible rubber boots or bellows protect the steering gear from dust and

water. Many steering systems have an intermediate steering shaft between the steering column

and the steering gear. The intermediate shaft has a universal joint at the upper end a flexible
coupling at the lower end. These helps prevent road shock and noise from passing up through the

steering column to the driver.

POWER STEERING GEAR

A vehicle with a power steering arm has an energy source that aids the driver in turning

the wheels for steering. Most automotive power steering systems are hydraulic A pump supplies

high pressure fluid when the driver turns the steering wheel. This provides most of the required

steering effort. Some cars have electronic power steering.

TYPES OF POWER STEERING

Most power steering system are basically a manual a manual steering system with a

power booster added. In a power recirculating ball steering gear, the booster is a power cylinder

and piston built into the steering gear. This is integral power steering because the power booster

is integral with steering gear. It is also having a built in power cylinder and piston. A linkage

type power steering can be attached to manual steering gear. The power cylinder connects

between the vehicle body or frame and the steering linkage to provide the power assist. All

hydraulic power steering system work in the same general way. The hydraulic pump pressurizes

the fluid. Steering effort applied to the steering wheel causes the control valve to open and close

fluid passages. These either admit pressurized fluid into the power cylinder or relieve the

pressure. The pressurized fluid causes the piston to move providing most of the streaming effort.
POWER STEERING COMPONENTS

The power steering hydraulic system includes a control valve assembly and a power

cylinder. In addition, the system has a hydraulic pump, fluid reservoir, and connecting hoses.

The reservoir may be attached to the pump or separately mounted. A filter may be located in the

reservoir or hose to remove dirt and particles from the fluid. Some power steering system also

have a fluid cooler.

1. Power steering pump- The pump usually mounts at the front of the engine and is driven by a

belt from the engine crankshaft pulley. The high pressure can produce high pressure up to 2000

psi in some system. The rotor turns in an oval cam ring inside the pump housing. As the rotor

turns, the area between the rotor, cam ring, and vanes increases and decreases in size.

2. Hoses and fittings- most power-steering systems have a pressure hose and returned hose. The

hoses and fittings provide the fluid path between the power-steering pump and the control valve.

they are made to take high pressure, temperature extremes, and continual stretching flexing. The

hoses also help reduce noise from pump pulsations.

3. Fluid cooler- some vehicles with air conditioning and high under-hood temperatures have

small power-steering-fluid cooler. It prevents excessive fluid temperature that could damage

seals, vanes and other parts. The fluid cooler may simply be a loop in the tubing or a small heat

ex-changer at the front of the vehicle. On some vehicles the remote mounted reservoir provides

the necessary fluid cooling.

4. Power steering fluid- several different hydraulic fluids are used as power steering fluid. Some

manufactures specify either type For dexton automatic transmission fluid. Other manufacturers
use a special power steering fluid. It is made to take the temperature and pressures. Only the

fluid recommend by the vehicle manufacturer should be used in a power steering system.

5. Power- steering pressure switch- some vehicles have powered-steering switch in the pressure

line between the pump and the steering gear the switch signals the engine control module to

increase engine idle speed when the pump pressure or power steering load is high. The switch

position can be read through the diagnostic connector with a scan tool.

AUTOMOTIVE BRAKES

1. The service brakes- operated by a foot pedal, which slow or stop the vehicle

2. The parking brakes - operated by a foot pedal or hand lever, which hold the vehicle stationary

when applied. Most automotive brakes are hydraulic brakes. They operated hydraulically by

pressure applied through a liquid. the services of foundation brakes on many medium and heavy

duty trucks and buses are operated by air pressure. There are air brakes. Many boat and camping

trailers have electric brakes. All these braking systems depends on friction between moving parts

and stationary parts for their stopping force.

DRUM-BRAKES OPERATION

1. leading-trailing drum brake- the return or retracting springs hold both shoes against the wheel

cylinder at the top and against fixed anchor pins at the bottom. Depressing the brakes pedal

causes the wheel cylinder pistons to move top of the shoes outward against the drums. Friction

between the forward or leading shoe and the drum causes the leading shoe to try to rotate with
the drum. This self-energizing action of the leading shoe forces the bottom of the shoe against

the anchor pin. As a result, the leading shoe does most of the braking.

2. Duo-servo drum brake- the top of the shoe rest against a single anchor pin. The bottoms of the

shoes are linked together by a floating adjusting screw. The shoe toward the front of the vehicle

is the primary shoe. The shoe toward the front of the rear in the secondary shoe. The primary

normally has shorter lining than the secondary shoe. It is the self-energizing action both shoes

make total braking force greater than the amount supplied by the wheel cylinder. The secondary

shoe has longer lined because it provides about twice as much braking force as primary shoe.

The functions of each shoe change when braking with the vehicle moving in reverse.

Disc brakes

The disc brake has a metal disc or rotor instead of a drum. It uses a pair of flat lined shoes or

pads that are force against the rotating disc to produce braking. The pads are held in caliper that

straddles the disc. The caliper has one or more pistons with a seal and dust boot for each.

There are three types of disc brake;

1. Fixed-caliper disc brake- A caliper has pistons on both sides of the disc. Some use two

pistons, one on each side. Others use four pistons with two on each side. The caliper is

rigidly attached to steering knuckles or other stationary vehicle parts. Only the pistons

and pads move when the brakes are applied.

2. Floating-caliper disc brake-A typical floating caliper has only one piston, located in the

inboard side of the disc. The caliper moves or floats on rubber bushings on one or two

steel guide pins. The bushings allow the caliper to move slightly when the brakes are
 applied. Applying the brakes causes brake fluid to flow into the caliper. This pushes the

piston outward, so the inboard shoe is forced against the disc.

3. Sliding-caliper disc brake- it is similar to the floating caliper brake. Both calipers move

slightly when the brakes are applied. However, the sliding calipers slides on machined

surfaces on the steering knuckle adapter or anchor plate. No guide pins are used.

HANDBOOK

The most complete, current guide to every aspect of maintenance engineering, and

extensively updated to cover the latest technologies and methods, Maintenance Engineering

Handbook, Eighth Edition, offers in-depth details on identifying and repairing faulty equipment.

This definitive resource focuses on proven best practices for maintenance, repair, and overhaul

(MRO), inventory management, root-cause analysis, and performance management. This

thoroughly revised edition contains new chapters on reliability-based maintenance, preventive

maintenance, sustaining maintenance, ultrasonics, operating dynamics, simplified failure modes

and effects analysis, criticality analysis, and process and value-stream mapping.

Complaint Possible cause Check or correction

1. Hard steering a. Power steering inoperative Refer to vehicle service manual

b. Low or uneven tire pressure Inflate to correct pressure
c. Friction in steering gear Lubricate, adjust or repair
d. Friction in steering linkage Lubricate, adjust or repair
e. Friction in ball joints Lubricate or repair
f. Excessive positive caster Align wheels
g. Body or frame bent or misaligned Straighten
h. Spring sag
Replace or adjust
2. Excessive play a. Looseness in steering gear Adjust, replace worn parts
 steering b. Looseness in linkage Adjust, replace worn parts
c. Worn ball joints or steering knuckle parts Replace worn parts
d. Loose wheel bearing
Adjust

3. Wander a. Mismatched tires or uneven pressure Correct

b. Linkage binding
c. Steering gear binding Adjust, lubricate, replace worn p
d. Excessive toe out Adjust, lubricate, replace worn p
e. Looseness in linkage Align wheels
f. Looseness in steering gear Adjust, lubricate, replace worn p
g. Loose ball joints Adjust, lubricate, replace worn p
h. Loose leaf spring Replace
i. Unequal load in vehicle Tighten
j. Stabilizer bar ineffective Adjust load
Tighten or replace
4. Pulls to one side a. Uneven tire pressure Inflate to correct pressure
b. Uneven caster or camber Align wheels
c. Tight wheel bearings Adjust or replace
d. Uneven springs Tighten, replace defective parts
e. Uneven torsion bar adjustment Adjust
f. Brakes dragging
Adjust or repair
5. Pulls to one side a. Brakes grab Adjust, replace brake lining
b. Uneven tire pressure Inflate to correct pressure
while braking c. Incorrect or uneven caster Align wheels
d. Causes listed under item 4
6. Shimmy a. Uneven or low tire pressure Inflate to correct pressure
b. Loose linkage Adjust, replace worn parts
c. Loose ball joints Replace
d. Looseness in steering gear Adjust, replace worn parts
e. Front springs too soft Replace tighten attachment
f. Incorrect or unequal camber Align wheels
g. Irregular tire tread Replace worn tires, match tread
h. Wheel imbalance Balance wheels
7. Tramp a. Wheel imbalance Balance wheels
b. Excessive wheel run out Remount tire, straighten or re
wheel
c. Shock absorber defective Replace
d. Causes listed under item 6

8. Steering a. Tire pressure low or uneven Inflate to correct pressure

b. Spring sagging Replace: adjust torsion bars
kickback c. Shock absorber defective Replace
d. Looseness in linkage Adjust, replace worn parts
e. Looseness in steering gear Adjust, replace worn parts

9. Poor returnability a. Friction in steering Adjust, lubricate or repair

b. Friction in suspension Adjust, lubricate or repair
c. Excessive negative caster Align wheels
d. Improper power steering operation Clean, repair
10. The squeal on a. Excessive speed Take curves at slower speed
b. Low or uneven tire pressure Inflate to correct pressure
turns c. Improper tire alignment Align wheels
d. Worn tires Clean, repair
11. Improper tire a. Wear at tread sides from underinflation Inflate to correct pressure
b. Wear at tread center from underinflation Inflate to correct pressure
wear c. Wear at one sides of tread from excessive Align wheels
camber
d.
12. Suspension a. Defective spring or shock absorber Replace
b. Rubber bumper missing Replace
toppings or c. Vehicle heavily load Install heavy duty shock absorbe
bottoming out

13. Excessive sway a. Loose stabilizer bar Tighten

b. Weak or sagging springs Repair or replace
turns c. Caster incorrect Align wheels
d. Defective shock absorber replace
14. Spring breakage a. Overloading Avoid overloading
 b. Leaf spring with loose center U bolts Tighten
c. Defective shock absorber Replace
d. Tight spring shackle Loosen, replace
15. Improve a. Broken leaf spring Replace
b. Spring weak Replace
suspension height c. Defective shock absorber Replace

16. Noise and a. Loose, worn, or unlubricated Lubricate, tighten or repair

b. Loose, worn, or unlubricated spring or Lubricate, tighten or repair
vibration suspension part
c. Power steering defective Replace
d. Tight or dry shock absorber mounting Lubricate, install properly
bushings
17. Harshness or a. Excessive tire pressure Reduce to correct pressure
b. Defective shock absorber Replace
hard ride c. Bent struts Replace
d. Excessive friction in spring or suspension Lubricate, align parts

18. Leaks a. Steering gear seals worn damaged Replace

b. Power steering pump overfilled or Correct fluid level, repair
leaking Repair or replace
c. Leaking from power steering hose, lines,
or fittings

Conceptual Framework
Input Process Output
 Simplified Handbook  Survey Questions  Degree of
 Under Chassis Reliability
Problems

Figure 1. Paradigm of the Study

The conceptual framework shows the input, process, and output. The independent

variable is input while the output is the dependent variable. The researcher will conduct survey

questions to target respondents regarding the simplified handbook to answer the chosen research

problem.

Significance of the Study

This study aims to provide reliable information to those who needs it regarding the

chosen topic. In the future, other researchers may find it tough to discover what they really want

so this study can serve as a guide for them to produce new knowledge and information. For

drivers especially to those who lacks knowledge in automotive, this study will provide

information on which reliable handbook suits them in maintaining the good condition of their

vehicle. This study will also expand the body of knowledge of teachers in the field automotive.

The institution can also keep the findings of this study for future purposes.

Scope and Delimitation

 To determine the degree of reliability of the simplified handbook on under chassis

problems, the researchers will divide the chosen research topic into specific questions which are

the content of the simplified handbook and its acceptability and reliability for the survey

questionnaires. The target respondent are 15 individuals automechanics of a shop within La

Trinidad, Benguet. This research study may take 3-10 months for writing, proofreading, and

editing to be finished.

Hypothesis of the Study

The degree of reliability of the simplified handbook on under chassis problems is very

important to determine which handbook is preferable for auto mechanics whether it is a “Do It

Yourself” handbook or not. If the researchers follow a specific action, the outcome will answer

the research problem. The independent variable is the simplified handbook which will be

processed to have the expected result which is the dependent variable degree of reliability.

Statement of the Problem

This study aims to determine degree of reliability of simplified handbook on under

chassis problems. Specifically, this study sought to answer the following questions:

1. What under problems could be compiled to come up with a simple and reliable handbook?

2. What is the degree of reliability of the simplified handbook?

CHAPTER II
 METHODOLOGY

This chapter discuss about the research design of methodology used by the researcher.

This includes the population and locale of the study, data collection procedure, data collection

instrument and the treatment of data.

Research Design

This study will use quantitative approach for it is used for measuring which is the most

effective method for the researchers to measure the degree of acceptability and reliability of the

simplified handbook on under chassis problems and troubleshooting procedures. The researchers

will also use survey questionnaires to respondents to gather the needed data. In choosing

respondents, 15 individuals automechanics are the target population within La Trinidad, Benguet

by using simple random sampling. The respondents should also be at least have a higher position

in the job for they have enough knowledge and experience to evaluate the simplified handbook

in order for the researchers to have accurate and reliable results.

Population and Locale of the Study

The target respondent population are 15 individuals within La Trinidad, Benguet. The

respondents are those who works in shops that provides under chassis troubleshooting services

with at least high position in the job.

Data Collection Instrument

Survey questionnaire is the main tool of the study due to its convenience use. The survey

questionnaire contains questions in connection to the degree of acceptability and reliability of the

simplified handbook on under chassis problems and troubleshooting procedures. The survey

questions are divided into two parts wherein the first part are questions regarding the content of

the simplified handbook which are the common under chassis problems encountered by the
drivers and their troubleshooting procedures while the second part contains questions if the

simplified handbook is acceptable and reliable for troubleshooting under chassis problems.

Data Collection Procedure

The researcher will ask permission from the target respondents which are the local

automotive technicians to participate in answering the survey questionnaires for research

purposes. The researchers will show first the simplified handbook to the respondents and will be

given 15-20 minutes to read its content. The researchers will explain thoroughly how the

respondents will answer the following questions and will be given 15-20 minutes to answer the

survey questionnaire. After that, the researchers will give their deep thanks as appreciation for

participating in answering the survey questionnaires.

Treatment of Data

In the treatment of the data, the researcher will use the Spearman Rho. This will help the

researchers find the under chassis problems and troubleshooting procedures of the drivers to

device a more reliable and realistic handbook.

BVS COLLEGES
Km. 5, Pico, La Trinidad, Benguet
 Contact No.: (074) 422-4992/09228166612/09178295238/09088665299
Email address: bvscolleges@rocketmail.com

Dear Respondents,

Researcher’s Greetings!
We the researchers of Third Year College Students of BVS College Km5, Pico La Trinidad
Benguet who are enrolled in Automotive strand. We are requesting you for your cooperation to
answer the questionnaires for our research entitled “Degree of Acceptability and Reliability of
the Simplified Handbook on the Under chassis Problems and troubleshooting”. Your knowledge
ad response is sure to help us in achieving our goal.
Rest assures that all information that we would collect will be treated confidentially and will be
used for academic purposes only.
We are hoping that your positive response in this request will be valuable contribution for the
success of the study and will highly appreciate. Again, thank you for accepting our concerns.
God Bless You.

Respectfully Yours,

Belino, Jojo Lagda, John Michel Arsing, Dee Mar

Researcher Researcher Researcher

Noted By:

Montino, Analyn
Research Adviser

Approved By:

INSTRUCTIONS
 Please indicate your level of agreement or disagreement with each of these statements. Place an
"" mark in the box of your answer. The data furnished and the identity of the respondent will
be kept confidential.
Survey Questionnaire

A. What under problems could be compiled to come up Strongly Agree Slightly Slightly Strongly
with a simple and reliable handbook? Agree Agree Disagree Disagree
(5) (4) (3) (2) (1)
Hard steering
Excessive play steering
Wander
Pulls to one side
Pulls to one side while braking
Shimmy
Tramp
Steering kickback
Poor returnability
The squeal on turns
Improper tire wear
Suspension toppings or bottoming out
Excessive sway turns
Spring breakage
Improve suspension height
Noise and vibration
Harshness or hard ride
Leaks
B. What is the degree of reliability of the simplified Strongly Agree Slightly Slightly Strongly
handbook? Agree Agree Disagree Disagree
(5) (4) (3) (2) (1)
1. Does the handbook contain all possible problem
repairs?
2. Is the handbook reliable in repairing under chassis
problem?

Bibliography
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