L2 Intro To Diesel Truck Mechanics

Study Unit
Introduction to Diesel
Truck Mechanics
Repairing and maintaining the heavy-duty
vehicles powered by diesel engines is a
growing field that can provide a fascinating
career, a good income, job security, and
Pr eview
fulfillment to anyone who wants to work
hard and succeed. The modern vehicle
powered by a diesel engine is an amazing
piece of technology, with its many components working
together to safely and reliably haul freight, transport pas-
sengers, and serve the construction and farming industries.
It takes highly trained, talented people to keep these high-tech
vehicles in running order. Since professional vehicle repair
technicians possess specialized abilities that few others
have, their skills are always in demand.
There are many reasons why you may be interested in taking
this program. You may be preparing to start a full-time
career in the heavy-duty vehicle repair field. If you’re already
employed in another field, maybe you’re simply interested in
expanding your horizons. Perhaps you want to work only
part-time, performing repairs only occasionally; or maybe
you’re an independent owner/operator interested in saving
money by performing repairs on your own vehicle. We
believe that once you understand how many different career
opportunities are available to skilled repair technicians,
you’ll understand how rewarding and enjoyable this field
can be. No matter what your career goals are, this program
is designed to help you succeed.
Home study provides millions of people with the opportunity
to learn new skills, earn diplomas, and start new careers.
Anyone who has the desire to succeed can find personal
satisfaction and professional success through home study
programs. By making the commitment to complete this pro-
gram and earn your diploma, you’re making a valuable
investment in your future. Remember that each and every
skill that you’ll be learning in this program has a real-life,
hands-on application that can help you earn money and
improve your job outlook. This fact alone should keep you
working hard at your lessons.
iii
Now, let’s begin your lessons. As you start reading this first
study unit, you’ll learn about the growing diesel-engine-
powered vehicle repair field and the increasing need for pro-
fessional technicians. You’ll discover the many exciting
career opportunities that are available to skilled technicians.
Finally, you’ll learn about the basic operation of engines and
other vehicle systems.
When you complete this study unit, you’ll be able to

• Name and describe the eight basic operating systems in a
vehicle
• Describe the basic operation of a four-cycle diesel internal-
combustion engine
• Define the terms horsepower, displacement, and compres-
sion ratio
• Discuss the employment possibilities that are available in
the heavy-duty vehicle repair field
• List and discuss the steps needed to attain certification in
the heavy-duty vehicle servicing field
iv Preview
INTRODUCTION 1
The Diesel Engine Service Technician Career 1
Contents
Where Diesel Engine Service Technicians Work 3
Your Educational Goals 6
What Will I Learn? 10
Where Do I Start? 12
OVERVIEW OF VEHICLE SYSTEMS 15

The Engine 15
The Brake System 17
The Suspension and Steering Systems 21
The Transmission 25
The Driveline 29
The Electrical and Electronic System 32
The Heating and Air Conditioning Systems 36
Tires and Wheels 37
BASIC ENGINE OPERATION 40

Basic Construction of an Engine 40
The Four Stages of Engine Operation 44
Two-Stroke Engines and Four-Stroke Engines 45
Four-Stroke Engine Operation 46
How Engines Are Rated 51
CAREERS FOR DIESEL-POWER SERVICE

TECHNICIANS 57
Fleet Service Technicians 57
Vehicle Dealerships, Engine Distributors, and Lease
Companies 64
Independent Repair Facilities and Truck Stops 70
Farm, Heavy-Equipment, and Construction Vehicle
Technicians 71
Bus Service Technicians 75
Refuse-Hauling Vehicle Service Technicians 77
Mine-Equipment Service Technicians 78
BECOMING A PROFESSIONAL 80
Obtaining Certification 82
Personal Skills 86
Professional Image and Conduct 86
Offering Outstanding Service 87
SELF-CHECK ANSWERS 91
EXAMINATION 93
v
Introduction to Diesel Truck
Mechanics
INTRODUCTION
The Diesel Engine Service

Technician Career
The next time you’re in a supermarket or a department store,
take a few extra minutes to walk down one or two aisles
while looking at the range of products on display. Have you
ever wondered about the route all those products (as well as
the rest of the items in the store) followed to get there? It’s a
safe bet that every item for sale in the store spent some time
being transported by a diesel-engine-powered vehicle. In fact,
many of the products on the shelf, as well as the raw materi-
als that were used to produce the products, were transported
by more than one diesel-engine-powered vehicle. That’s
because trucks, trains, or ships almost always move freight,
which is a name given to transported products. Almost all
freight-carrying trucks, trains, and ships are powered by
diesel engines.
The U.S. Federal Highway Administration estimates that 1.3
million diesel-powered trucks with five or more axles (like the
one in Figure 1) log over 60 billion miles in the United States
each year. Further, consider that these trucks make up only
a little more than one-quarter of the 4.6 million commercial
trucks in the United States (the majority of which are diesel
powered). All those vehicles, traveling so many miles, demand
lots of service and repair. The skilled technicians who make
a living servicing these vehicles are known as diesel engine
service technicians. And they service much more than just
engines. Most diesel engine service technicians work on a
1
FIGURE 1—Diesel-engine-powered vehicles like this one are responsible for moving most of the goods we
purchase. (Photo Courtesy of Mack Trucks, Inc.)
wide range of systems found on diesel-engine-powered vehicles

including electrical components, control computers, brakes,
and steering systems.
Since the freight-transporting vehicles (like trucks, trains,
and barges) are expensive to buy, and the goods they carry
are often valuable and in immediate demand, the freight-
transporting industry depends on vehicles that operate reliably,
safely, and on time. For the industry to achieve this goal, it
must make vehicle maintenance a high priority, and it does,
by hiring well-trained technicians, paying them well, and
encouraging them to advance their skills through on-going
training programs! These factors are part of what makes a
career as a diesel engine service technician challenging,
interesting, and very well paid.
The diesel-engine-powered vehicle repair field is not only big,
it’s continually growing. It provides an opportunity to earn a
good income and offers many chances for personal advance-
ment. You can work at this trade in any area, 365 days a
year—there are no seasonal or regional restrictions on the
job. Professional technicians enjoy benefits of job security,
2 Introduction to Diesel Truck Mechanics

interesting work, ongoing training, and a wide variety of
employment opportunities. If you enjoy fixing things, working
with your hands, and mastering new technologies, you’ll
find personal satisfaction in repairing vehicles on which
others depend.
Where Diesel Engine Service

Technicians Work
Most of us own or have owned a car, most of them equipped
with a gasoline engine. Gasoline-powered automotive engines
and diesel-fuel-powered engines like the one in Figure 2 are
both internal-combustion engines (more about this term later),
but there are several differences between these two engine
types. You’re probably aware that one of the things that
FIGURE 2—Diesel engines like this one power an incredibly wide range of vehicles including large trucks, con-
struction equipment, ships, and some pickup trucks.
Introduction to Diesel Truck Mechanics 3

makes a diesel engine different from the gasoline version is
the type of fuel it burns. However, as you’ll learn later in
your program, the differences don’t stop there. The way in
which a diesel engine operates is also different. This difference
is part of what dictates where diesel engines are used and,
therefore, where diesel engine service technicians work.
There are three distinct benefits of the diesel engine when
compared to a gasoline-fueled engine. Diesel engines offer
more hauling power for comparably sized engines, longer
engine life, and better fuel economy.
The benefits of diesel engines make them ideal to power large
freight-carrying trucks commonly referred to as 18-wheelers
or over-the-road trucks. As you’ve certainly noticed when
driving past these vehicles, they contain two major parts—
the truck or tractor, which contains the diesel engine and
most other complicated systems, and the trailer, which carries
the freight. Both of these parts will be discussed throughout
your program. However, most of your program’s content will
apply specifically to trucks or tractors. Parts of your program
also discuss trailer lighting, brakes, and other trailer systems.
As you’ll soon learn, even though the job title diesel engine
service technician refers specifically to engines, nearly all
technicians work on many or all other vehicle systems,
including brakes, steering, suspension, and trailers. These
vehicles log many more miles per year than most of our cars,
and haul tremendous loads, with great reliability. Of course
the high demands placed on these vehicles translate into the
need for an equally high level of maintenance. Vehicle safety
and operating reliability are directly affected by the diesel
engine technician.
Diesel engines aren’t just used to power large freight-carrying
trucks. They also power buses, ships, locomotives, emer-
gency generators, and heavy construction equipment like
cranes, dump trucks, and earth movers (Figure 3). A fair
number of light trucks (as pickup trucks are actually classi-
fied) are equipped with diesel engines, as are a few types of
passenger cars. In fact, where fuel prices are high, as in
Europe, diesel-powered passenger cars are much more popu-
lar. While much of the material in your program relates
specifically to freight-carrying trucks, information related to
trucks’ electrical, computer-control, braking, steering, and

FIGURE 3—Heavy equipment
like this earth mover depends
on the high power delivered by
a large diesel engine.
(Reprinted Courtesy of
Caterpillar Inc.)
suspension systems still applies to the equipment found in

most of these other vehicles.
Because diesel engines are used to power such a broad range
of vehicles and other equipment, diesel engine technicians
work in an equally broad range of environments. Most tech-
nicians in this field service over-the-road trucks. They often
work for independent truck garages and dealerships that
service and sometimes sell trucks to a variety of owner-
operators (those who own and drive a truck), smaller compa-
nies that haul freight, and other businesses with a relatively
small fleet of trucks.
A roughly equal number of technicians work for long-haul
(long distance) freight-transport and local-delivery trucking
companies. Depending on the trucking company and the type
of business they accept, a fully loaded trailer or a portion of
a trailer load (known as a less-than-full load) will be picked
up from one location and eventually delivered to another.
These trucking operations are typically organized around
several terminals where freight might be removed from one
truck and added to another vehicle that’s routed to a specific
location. Eventually, all freight will be delivered to a destina-
tion and all trucks pass through terminals like the one in
Figure 4. At these terminals, diesel engine service technicians
are responsible for servicing and inspecting the vehicles. As
you’ll learn later in this unit, the size and capabilities of the
garage located at a terminal will greatly affect the type of work
performed by the technicians working there.

FIGURE 4—Many diesel
engine service technicians
employed by large freight
hauling companies go to
work in terminals like this.
Diesel engine service technicians can also be found working

for all levels of government organizations servicing buses and
other public-transport vehicles, fire trucks and other emer-
gency vehicles, and maintenance equipment like trash- and
snow-removal trucks. Private bus companies also employ
many technicians, as do construction companies with heavy
excavating or construction equipment that requires service.
Your Educational Goals

There are many reasons why students are interested in tak-
ing this program, and these reasons vary according to each
person’s individual goals. What are your educational goals,
and how can our program help you reach them?
Well, perhaps you’ve just finished high school and are con-
sidering a career in diesel engine repair. Or maybe you’re a
professional who already works in another field, and you’re
interested in a career change. Either way, we believe that
you’ll find this program both informative and useful. This
program is designed to fit the needs of both beginners and
more advanced students. The topics are approached in a
step-by-step manner, so you can learn correctly from the
beginning without feeling overwhelmed. You’ll also learn
about the many career opportunities in the diesel engine
servicing profession, and how you can seize one of those
opportunities for yourself.

If you’re already employed in a related field, you may be
interested in upgrading your skills or in obtaining professional
certification. Maybe you feel that you need to brush up on the
theory of vehicle operations, update your knowledge of the lat-
est computer systems, or learn about new engine-management
systems. Perhaps you’d just like to have a professional diploma
that will prove your skills to your employer. If you’re one of
these people, this program will help you to fine-tune the skills
you already have. The information is presented in an easy-to-
understand format, but is also designed to be interesting to the
intermediate or more advanced student. You’ll learn lots of
practical, professional tips that can help you do your job bet-
ter, so you’ll never be bored. This program is also an excellent
tool to help you prepare to successfully pass a professional
certification exam, such as the Automotive Service Excellence
(ASE) exam. (We’ll discuss certification examinations in more
detail later in the study unit.)
If you work on cars, trucks, or engines for your own enjoyment,
perhaps you’d like to take your hobby one step further and
turn it into your career. Imagine being able to earn money
doing something that you enjoy! For many people, it’s a life-
long dream to work at a job they truly love. If this is your
dream, you’ve already taken the first step toward making
it come true by enrolling in this program.
Maybe you’re an owner-operator and you’d like to do a better
job of maintaining and repairing your own truck or other
diesel-powered vehicle. How much money do you think you
could save in a year by doing repairs yourself? Even if you
don’t want to do all your own repairs, you’ll be able to make
sure that repair shops you hire are doing their job properly,
without overcharging you. A strong knowledge of engine and
vehicle repair can also make you feel safer and more confi-
dent when vehicle emergencies occur far from home. Many
emergency problems can be solved quickly and easily without
calling for help, if you have the know-how. Compare the cost
of this program to the cost of towing, expensive roadside
repairs, and vehicle downtime, and you’ll see how quickly
your learning can pay for itself.

This practical program is designed to teach you all the basic
knowledge and skills you’ll need to start working as a profes-
sional technician. The program topics are all presented in an
interesting, easy-to-understand, and enjoyable format, with
plenty of photos, diagrams, and other illustrations to
enhance your learning. You’ll learn through step-by-step
instruction that takes you from the basics of engine opera-
tion to the latest high-tech repair techniques. You’ll learn to
study and interpret technical information and diagrams like
the ones working technicians encounter every day (Figure 5).
You can study at any time that fits your schedule, and
at the pace that fits your needs (as fast or slow as you wish).
Therefore, you’ll get all the benefits of professional instruction
and training with none of the hassles of a formal classroom.
You can start using your new skills right away, either by
making repairs on your own vehicle or by obtaining employ-
ment in the diesel engine service field. So, you’ll quickly get
the most out of your investment in training. We’re confident
that no matter what your educational goals are, this training
program can help you meet them successfully.

FIGURE 5—Working technicians are often required to interpret and work with technical publications and diagrams
like these support-mounting instructions.

What Will I Learn?
Some students are unsure about how they’ll learn engine
and vehicle repair through home study. You may wonder,
“Will I really be prepared to work in the diesel engine service
field when I complete this program? Will I be able to fix a
range of engines found in many types of vehicles?” The
answer to both of these questions is yes.
It’s important to remember that today all successful profes-
sional technicians have one thing in common—training. In
the past, “backyard mechanics” learned their skills by tinker-
ing with cars, trucks, or engines in their own garages.
However, because of complex, high-tech systems that are
used on today’s vehicles, you probably wouldn’t be able to
learn how to fix vehicles properly without some formal train-
ing. To properly repair a vehicle today, you must thoroughly
understand how all the systems work and how they work
together. The easiest, fastest way to get this understanding is
to complete a formal training program.
A training program won’t simply provide you with a strong
background in diesel engine operation and vehicle systems—
it will also leave you much better prepared for success in the
workplace. Consider for a moment the demands placed on a
modern diesel engine repair technician. In a modern shop,
technicians are faced with working on a broad range of differ-
ent systems and equipment types. This means that one day
they may be troubleshooting a computer problem related to
brake control and the next day a malfunctioning lighting
system on a trailer. No person can keep in his or her head
all the information required to address such a wide range of
problems, especially when you consider that most fleets
include more than one type of engine and vehicle. Instead,
technicians receive specialized training (often on a monthly
basis) and refer to complex repair manuals and other docu-
mentation (much of it computer based) for guidance when
performing all but the simplest tasks. How better to learn to
work effectively with documentation and improve your ability
to interpret written technical material than by studying a
program like this? Similarly, successful technicians rely on a
strong set of problem-solving skills. Throughout this program
you’ll be tested on what you’ve studied by being asked to

apply just these types of problem-solving skills to answer
exam questions. You should enter the diesel engine repair
field prepared for a work life that’s full of changing technolo-
gies, varied challenges, and lifelong learning. These charac-
teristics are what make your chosen career path rewarding
and exciting.
This doesn’t mean that a person can’t learn to make some
repairs on his or her own. In fact, many of the basic skills of
engine repair have remained the same for decades. However,
it’s important to remember that today’s diesel engine service
technicians (no matter how or where they choose to apply
their skills) are highly skilled workers who have learned their
trade through formal training programs such as this one.
You’ll be proud to join the ranks of these professionals when
you complete your training.
The topics in this first study unit will serve as a solid foun-
dation of knowledge for you to build on as you move through
the program. We’ll start by talking about the basic operating
systems that make up a diesel-powered truck. Then we’ll
review the basics of two- and four-stroke engine operation
and some important engine performance terminology that
you should know. We’ll end your first study unit with a dis-
cussion of the requirements placed on technicians working in
various workplaces.
If you’ve already worked on engines or vehicles in the past,
you may already know some of the information we’ll discuss
in this first study unit. If so, that’s great! You’ll have a head
start on completing the rest of the program. (Remember,
though, it won’t hurt to review these important concepts.) If
you’re new to these vehicle repair topics, take some time to
study this first lesson carefully. As you proceed through the
program, the study units will quickly become more challeng-
ing, covering more detailed troubleshooting and repair topics.
You’ll learn all the hands-on skills you need to perform
repairs on every vehicle system. For example, later in the
program, you’ll learn about engine rebuilding, brakes, electri-
cal systems, fuel systems, transmissions, computer control
systems, emission control systems, trailer lighting systems,
and all sorts of high-tech testing and repair techniques.

Don’t let the idea of “high-tech” vehicle systems intimidate
you. Today’s engines and vehicles are similar in many ways
to those of years past. They contain electronic control sys-
tems, for example, but these systems are simply “add-ons” to
the same old diesel-fueled engine. The other fundamental
engine components have remained the same for many years.
Today’s engines still have pistons, crankshafts, camshafts,
oil pumps, bearings, and so on, just like the engines in our
grandparents’ day. In fact, it’s far more likely that a problem
will occur in one of these basic mechanical components than
in an electronic component. So while today’s technicians
must know about the latest electronic systems, they still
need the same foundation of basic knowledge that was
required in years past.
In this program, we’ll concentrate on the repair of diesel
engines and freight-hauling trucks. As you’ll quickly learn,
while the exact design of a truck will vary from one manufac-
turer to another, most diesel-powered trucks work according
to the same principles. Next, keep in mind that there are few
(and sometimes no) major differences between the diesel
engines that power these trucks and the engines used in the
other applications discussed earlier in this part of your study
unit. Therefore, you’ll be able to apply most of the skills you
learn in this program to working on just about any type of
diesel-powered vehicle there is.
Where Do I Start?
In your first shipment of materials, you’ll find some impor-
tant student information and an outline of your program. If
you haven’t read through your student information and your
program outline yet, take a few moments to do so now.
Then, when you’re ready, start your lessons by reading
through the material in this first study unit. At the end of
each section of the study unit, you’ll find a short quiz called
a self-check. These quizzes are provided for you to review
your learning. The school doesn’t grade these quizzes. Simply
fill in the answers to the questions right on the page, and
refer back to the text if you need help at any time. You will
also find the answers to the self-checks at the end of this
unit. As you work through the study unit, remember that

you can call or e-mail your instructor for guidance whenever
you have questions. The phone numbers and calling times
are listed in your student handbook.
Relax—you’re not in grade school any more! Many of us have
negative memories of school or of test-taking. However,
remember that the point of taking this program is to learn a
professional trade. You shouldn’t feel any of the pressures of
the formal schoolroom—you make your own schedule. Take
all the time you need to read the study unit, review the mate-
rial, and complete the review quizzes. We want you to do well
at your studies!
At the end of each lesson in the program, you’ll find a
multiple-choice examination that will test your learning. The
school will grade these examinations. However, there are no
time limits on the exams. Don’t rush—take all the time you
need to review the study unit. When you’re confident that
you understand the material, complete the exam and send
your answers in to the school for grading. As you work on
the exam, feel free to refer back to the study unit at any time
for reference. The questions are designed to test you on your
overall understanding of the topics, so there’s nothing wrong
with refreshing your memory. Remember, the only object is
to learn the material.
Upon completing all your program requirements, you’ll
receive a diploma from the school that records your achieve-
ments. You’ll be proud to display your well-earned diploma
in your home or your business.
After you complete your program, you’ll find that your texts
will serve as a valuable reference source, helping you to
understand and solve all types of repair problems.
You’re just about ready to start your study of diesel-engine
repair with a review of the basic systems of the diesel-powered
vehicle. Now take a few moments to review what you’ve just
learned by completing Self-Check 1.

Self-Check 1
At the end of each section of Introduction to Diesel Truck Mechanics, you’ll be asked to
pause and check your understanding of what you’ve just read by completing a “Self-Check”
exercise. Writing the answers to these questions will help you to review what you’ve studied
so far. Please complete Self-Check 1 now.
Indicate whether the following statements are True or False.
_____ 1. Gasoline engines deliver more power than the same size diesel engines.
_____ 2. Once you’ve learned the basics of diesel engine technology, you’ll need to receive
specialized training on various occasions to keep up with the changing technology.
_____ 3. One major difference between diesel- and gasoline-powered engines is that diesel
engines don’t contain crankshafts.
Complete the following statements with the correct answer.
4. Most freight is transported by equipment that’s _______ engine powered.
5. ASE stands for _______ _______ _______ and is a professional certification exam for
diesel mechanics.
Check your answers with those on page 91.

OVERVIEW OF VEHICLE SYSTEMS
The average diesel-powered vehicle is made up of thousands
of different parts, all working together to make the vehicle
operate properly. It’s easier to understand the functions of
all these parts if we discuss them in groups. The many parts
of a diesel-powered truck can be grouped into eight basic
operating systems (ignoring the body and frame). These eight
systems are
1. The engine
2. The brake system
3. The suspension and steering systems
4. The transmission(s)
5. The driveline
6. The electrical and electronic systems
7. The heating and air conditioning systems
8. Tires and wheels
The Engine
A vehicle’s engine is the source of its power. That is, the
engine does the basic work needed to operate all the other
parts of the vehicle. Almost all freight-hauling trucks (and
most other heavy-duty vehicles) contain four-stroke, diesel-
fuel-burning engines. Later in the study unit we’ll examine
what each of these terms mean.
Although diesel-fuel-powered engines come in a wide variety
of sizes, models, and designs, the basic operating principles
of all engines are the same. In this program, we’ll discuss
how basic four-stroke engines work, as well as the operation
of a variety of engine designs. Naturally, we can’t cover every
possible type and design of engine in the program. However,
once you thoroughly understand the operation of a typical
engine, you’ll easily be able to apply that knowledge to virtu-
ally any type of diesel engine you may come across in the
future (Figure 6).

FIGURE 6—Diesel engine
repair technicians work in a
range of environments, on
many different size engines.
Consider how much easier it
is to access the diesel
engine exposed by this
truck’s tipped hood com-
pared to the lack of space
around this pickup-truck
engine.
Modern diesel engines contain a variety of electronic and

computerized control systems that allow the engine to oper-
ate as efficiently as possible. With the use of this modern
technology, today’s engines can perform in ways that weren’t
possible years ago. Engines today produce much more power
than similar engines from the past while using less fuel and
producing fewer harmful exhaust emissions! This technology
is highly beneficial: the environment is kept cleaner, natural

resources are preserved, and the vehicle’s owner gets a
machine with much lower operating costs that performs
more reliably. Since maintenance and fuel are two of the
largest cost categories faced by the freight-hauling industry
(and passed on to their customers), more reliable, fuel-
efficient engines mean good business for the industry and
lower prices for the rest of us.
As you learn more about engines and electronic control sys-
tems, you’ll probably agree that these systems are easier to
troubleshoot and repair than older engines. No matter how
you feel about electronic controls, the fact is, they’re here to
stay. So to be a successful technician, you’ll need to under-
stand how these systems work.
If you find the thought of working on electronic controls a bit
overwhelming, remember that these systems are only a part
of the entire engine (and overall vehicle) system. The engine
is made up primarily of mechanical parts that are relatively
simple in design and operation. Therefore, understanding
how the mechanical components of an engine operate is just
as important as knowing about the latest electronic-control
systems.
The Brake System

Imagine all of the energy that must be expended to stop a
120,000-pound loaded dump truck that’s traveling at 55
miles per hour. We all know that a vehicle’s brake system is
used to slow or stop its wheels. However, you may not be
aware that technicians working on diesel-powered vehicles’
brake systems must understand two completely different
approaches to stopping a vehicle: hydraulic brake systems
and pneumatic brake systems.
Hydraulic brake systems, which are used in midsize trucks,
stop a vehicle by supplying pressurized hydraulic fluid to
pistons at each wheel, causing a brake pad or shoe to rub
against a rotating disk or drum. A pump that’s driven by the
engine pressurizes the hydraulic brake fluid. You’ll learn all
about the function, installation, inspection, and repair of
these and other hydraulic brake system components later in
your program. Large freight-hauling trucks, and many other

very heavy vehicles, are stopped by more powerful pneumatic
brake systems that control the truck’s brakes as well as
those on the trailer. Pneumatic systems rely on pressurized
air to force a pad or shoe against a rotating component. A
drive system uses engine power to turn an air compressor,
which raises the pressure of air that’s then supplied to the
pneumatic brake system as well as other pneumatic power
components. In your program you’ll study pneumatic brake
systems in great detail. This will give you a complete picture
of just what makes them so highly reliable.
Try to remember if you’ve ever witnessed, in person or on tel-
evision, an accident involving a tractor-trailer combination.
Perhaps you’ve passed one shortly after it occurred on the
highway. You may have noticed that the tractor and trailer
weren’t pointed in the same direction. This accident may
have resulted from the truck’s brakes locking up, which
means the wheels stopped spinning. When this happens,
the locked wheel or wheels tend to slide in a direction that’s
different from the vehicle’s direction of motion. This sliding
makes the vehicle difficult to control. Of course it also
increases the already long distance required to stop the
heavy vehicle.
In the past, if the driver needed to suddenly apply the
vehicle’s brakes, the wheels would tend to lock up. For this
reason, most diesel-powered vehicles built after 1996 are
equipped with electronically controlled brake systems called
antilock systems. An antilock system prevents the wheels
from locking up during sudden stops by employing electronic
systems that monitor the speed at which each wheel is turn-
ing. The antilock system then adjusts the braking action to
momentarily relieve the braking force on any wheel that
begins to show signs of locking up. These systems have
helped make vehicles safer and have cut the number of
accidents (Figure 7).

This computer controlled valve receives
wheel-speed data, interprets it, and controls
pneumatic pressure to brakes at each wheel.
FIGURE 7—Modern brake systems rely on sensors and computer control systems to anticipate skidding condi-
tions, limit the braking force applied to a wheel that’s beginning to skid, and, thus, reduce the chances of losing
control when braking. (Haldex Commercial Vehicle Systems)

As you might guess, troubleshooting and repairing the elec-
tronic components, computers, and cabling that allow
antilock brake systems to work are examples of the impor-
tant tasks during which technicians must regularly work
with advanced diagnostic equipment and computers. One
example of modern diagnostic equipment is the brake-system
analyzer shown in Figure 8. It evaluates braking ability in
each wheel as a truck is stopped over a group of special
scales.
FIGURE 8—This brake system diagnostic tool determines the braking force applied to each wheel. This
system then relies on PC software to graphically indicate any difference from one wheel to another that might
result in loss of control while braking. (Reprinted by permission of Hunter Engineering Company)

The Suspension and Steering Systems
The suspension and steering systems allow the driver to
properly control the vehicle on the road.
The steering system allows the driver to control the direction
of the vehicle’s motion while the suspension system keeps the
tires in contact with the road, even when the vehicle is trav-
eling over rough road surfaces. In all vehicles, but especially
large trucks, it’s hard to separate the performance of these
two systems from each other, and equally hard to separate
them from the wheels and tires, which significantly influence
the effectiveness of the steering and suspension systems.
Service technicians are responsible for checking and main-
taining the alignment of a vehicle’s steering system as well as
its non-steering wheels. Consider for a moment the large
truck whose wheel positions are represented in Figure 9. As
you’ll learn in your program, the front wheels (used for steer-
ing) require alignment, but so do the rear drive wheels, and
the point at which a trailer attaches (known as a fifth wheel)
FIGURE 9—A large freight-hauling truck has many axles

that affect the overall vehicle’s alignment. Repair techni-
Steering Axle cians are responsible for inspecting and, when required,
repairing vehicle alignment. Proper alignment determines
how well a vehicle handles and, ultimately, has a large
influence on the safety of the driver and others around
the truck.
Fifth Wheel
Drive Axles
Poorly Aligned
Trailer Axle
Trailer Axle

must be properly positioned. The technician in Figure 10
is installing equipment that’s part of an entire computer-
controlled alignment-inspection system.
FIGURE 10—When doing alignment work, technicians often use sensitive instruments like this wheel-alignment
device that’s mounted directly to a vehicle’s wheel and monitored by a laser mounted at another location.
(Reprinted by permission of Hunter Engineering Company)
Alignment tasks are one of the areas in which technicians

often rely on high-tech computerized tools to do their job.
The display of one such PC-driven alignment system is
shown in Figure 11. Here the variation in wheel position
and orientation, measured using sensors like the one
shown in Figure 10, is converted into steering system
adjustment angles or steering geometry.
To permit easier driver control, virtually all steering systems
produced today contain some type of power assistance. The
power assist feature helps the driver by making it easier to

FIGURE 11—Computer alignment systems like this one allow technicians to more accurately and efficiently align
the wheels on tractors or tractor-trailer combinations. (Reprinted by permission of Hunter Engineering Company)
turn the steering wheel. This type of steering system is com-

monly called power steering, and it’s found on almost all
modern heavy-duty diesel-powered vehicles. The power assist
is provided by a hydraulic (pressurized liquid) system or by
using the vehicle’s pneumatic (pressurized air) system to
provide power assistance to the steering system. While manu-
al steering systems can still be found, especially on older
midsize trucks, you’re not likely to encounter many of them.
The most modern steering systems rely on either hydraulic
valves or electronic control to adjust the amount of power
assistance provided to the steering system based on vehicle
speed or special situations (such as the need for easier
steering while parking). These systems involve additional
components and complexity but provide a much more
operator-friendly steering control.

Any vehicle that moves at or near highway speeds relies on a
suspension system to keep its tires in contact with the road
and provide a (somewhat) smooth ride for the driver. In a
heavy-duty vehicle like the ones you’ll maintain, the suspen-
sion system faces more significant demands by supporting
not only the weight of the truck but also the weight of the
trailer or other load carried by the truck (Figure 12).
FIGURE 12—Vehicle suspension systems play a very important role in safely controlling the vehicle and added
load.
When a vehicle travels over a rough road surface, the sus-

pension system absorbs the bumps and prevents them from
disturbing the vehicle’s passengers. Modern suspension
systems are designed to provide a smooth ride while still
keeping the vehicle in firm contact with the road so the
driver can safely control it. These two design goals are some-
what contradictory, which makes the proper functioning of a
modern suspension system highly dependent on the correct
components being installed and operating properly. Of course
the range of vehicles powered by diesel engines means that
the compromise between these two design goals, and the type
of components installed in a particular system, vary according
to vehicle type. Figure 13 illustrates these differences by

showing (from top to bottom) the suspension system for a
single axis from a bus, truck, and heavy construction vehi-
cle. Notice how much heavier the components in the con-
struction vehicle’s suspension appear, indicating that it’s
probably designed more for load carrying than smooth-riding
comfort.
Diesel-powered vehicle suspensions incorporate various load-
carrying and absorbing components, including leaf springs,
shock absorbers, rubber cushions, and air-filled pneumatic
components (often called air springs). Your program includes
instructions on inspecting, adjusting, and repairing these
important components, as well as explaining how they affect
the steering system and tire wear characteristics.
The Transmission
Most vehicles must be able to reach a wide variety of speeds
over varying terrain. For instance, a diesel-powered delivery
truck must be able to travel at slow speeds through city
streets, at high speeds along expressways, and at steady
speeds when traveling uphill. The truck’s transmission system
helps it change speeds to operate efficiently under all these
conditions.
To better understand what the transmission does, let’s look
at the operation of a bicycle. A vehicle’s transmission can be
compared to the gears on a bicycle, and the car’s engine can
be compared to the bike’s rider. Most modern bicycles allow
the rider to change gears while riding. So when you ride your
bike on a flat road, the higher you set the gear, the faster the
bike will go. However, if you want to go uphill when the bike
is in high gear, you’ll have to apply a lot more effort to the
pedals. To make it easier to pedal up the hill, you need to
change to a lower gear.

FIGURE 13—These three sus-
pension systems illustrate the
range of suspension system
designs a repair technician
might encounter.

The same is true for a vehicle. To drive uphill in high gear,
the vehicle’s engine will have to produce an excessive amount
of power. Shifting to a lower gear will make it much easier for
the engine to move the vehicle uphill. And by the way, in a
transmission (unlike a bicycle) there are actually different
sets of gears that are meshed or separated to produce the
effects of lower or higher gears (Figure 14).
FIGURE 14—Power transmission systems rely on a combination of different-sized gear sets to deliver a range of
output power and speeds. (Reprinted Courtesy of Caterpillar Inc.)

The opposite of this explanation also applies. If a bicycle is
traveling downhill or along a flat road in low gear, you’ll have
to pedal very fast to produce any kind of speed. This will put
a lot of strain on you. Therefore, to make it easier to move
the bike along, you need to change to a higher gear. This
allows the bicycle to travel faster with less pedaling.
This same action occurs in a truck. As the speed at which
a truck travel increases, the engine has to operate at higher
and higher speeds to move the truck along. If the engine
were left in a low gear, its turning speed (or RPM—revolutions
per minute) could become so excessive that it might damage
the engine. To prevent this from occurring, you would simply
shift the vehicle into a higher gear to reduce speed of the
engine. The transmission is the vehicle component that
allows the selection of different gear combinations from those
suited to hill climbing to others suited for high-speed opera-
tion on level highways.
Two types of transmissions are commonly used in diesel-
powered vehicles: the automatic transmission and the manual
or standard transmission. Most large vehicles have manual
transmissions, while some smaller local-delivery, pickup,
and other utility trucks and school buses incorporate the
easier-to-drive automatic transmission (Figure 15). A manual
transmission can have as few as four or five gear selections,
or as many as 20. The driver must decide when to change
gears and which gear to select. He or she must then tem-
porarily disengage the transfer of power from the engine to
the transmission, manually move a gearshift lever to change
the transmission’s internal gearing combination, and then
restore the power-transfer connection between the engine
and transmission. Manual transmissions rely on a clutch
to control the transfer of power from the engine to the trans-
mission. The driver engages and disengages the clutch by
depressing a clutch pedal with his or her foot.
Automatic transmissions change from one gear to another
with little or no driver input. Hydraulic- and sometimes
electronic-control systems are used to determine when to
shift gears and which gear to select. A device known as a
torque converter transmits power from the engine to an
automatic transmission.

FIGURE 15—Because the lack of shifting makes them easier to drive, local delivery vehicles like this beverage
truck often incorporate automatic transmissions. (Freightliner Trucks Business Class M2 with beverage hauler)
The type of transmission a vehicle contains is generally a

buyer option, although most heavy vehicles are purchased
with a manual transmission. However, because automatic
transmissions are easier to operate than manual systems,
many drivers operating in city traffic and making local deliv-
eries prefer them. Some vehicle manufacturers even offer
transmissions that combines the characteristics and benefits
of each transmission type.
The Driveline
The driveline is the system that connects a vehicle’s engine to
its wheels. The system can include the main transmission
(which is sometimes omitted when one uses the term “drive-
line”), and does include any auxiliary power transmissions,

the differentials (which change the direction of the power out-
put by the transmission so that it can be directly applied to
rotating the drive wheels), drive axles (which directly turn the
wheels), and drive shafts (which transfer power from one
driveline device to the next). Figure 16 shows the complete
driveline of an earth-moving vehicle including auxiliary power
components that provide pressurized hydraulic fluid to the
vehicle’s bucket-control and other hydraulic systems.
Most medium-sized and virtually all large trucks have rear-
wheel-drive (RWD) systems, in which the engine drives only
the rear wheels of the vehicle. The front (steering) wheels
and other wheels in this type of vehicle rotate freely. Rear-
wheel-drive systems may involve a single set of driven wheels
or two sets. Systems with two sets of rear drive wheels are
known as tandem drive systems.
Some lighter trucks and diesel-powered automobiles may
incorporate front-wheel-drive (FWD) systems. In this system,
the engine drives the vehicle’s two front wheels, and the
two rear wheels rotate freely. Front-wheel-drive systems are
most often used in compact and midsize automobiles, not in
heavier vehicles like diesel-powered trucks. In these FWD-
equipped cars, the engine and transmission are normally
located at the very front of the vehicle, above the front
wheels. Because of the engine’s location, the majority of the
vehicle’s weight is positioned over the front wheels. The front-
wheel-drive system takes advantage of this weight to help
provide better traction for the front of the vehicle; the rest of
the car can be designed to have more space inside for pas-
sengers and cargo.

FIGURE 16—Earth Mover’s Driveline (Reprinted Courtesy of Caterpillar Inc.)
In a freight-hauling vehicle, the rear wheels carry much of

the machine’s weight. Rear-wheel-drive systems can be made
larger and stronger so they can withstand heavier loads than
front-wheel-drive systems. This makes the rear-wheel drive
system the designers choice for larger vehicles.
The final category of drive trains is the four-wheel drive (4WD)
system (also sometimes called an all-wheel-drive system).
In this type of system, the engine drives all four wheels.
Because all four wheels are driven, this type of drive system
offers better traction on slippery roads than either an FWD
or an RWD system. In fact, four-wheel-drive vehicles have
such good traction that they’re often used in off-road condi-
tions, where no established road is present. Four-wheel-drive
systems are commonly used on light trucks, utility vehicles,
heavy construction vehicles, and military vehicles like the
one shown in Figure 17.

FIGURE 17—This military vehicle, known as a HUMVEE, has four-wheel drive to improve its performance in off-road
conditions. Diesel engine service technicians keep these and other military vehicles well maintained and ready for
reliable operation. (Location courtesy of U.S. Army Reserves, 484th Service Company [C&C], Lewistown, PA)
The Electrical and Electronic System

The electrical and electronic systems are the “brains” of most
modern vehicles. Today, almost every part of a vehicle is
powered by or controlled by an electrical or electronic
system. That’s why diesel repair technicians rely on
computer analysis systems like the one shown in Figure 18
to identify faults in various vehicle systems. Electrical and
electronic systems control everything from engine operation
to the temperature inside a truck’s cab. As you’ve already
learned, the steering, transmission, engine fuel-flow, and
braking systems can all be partially or fully controlled by
an electronic system. Some of the electrical and electronic
systems found in a typical truck are the following:
• The battery and battery-charging system
• The truck and trailer lighting circuits

• The starter system
• The windshield wiper, horn, radio, and other accessory
circuits
• The engine control systems
• The antilock braking control system
• The heating and air conditioning system
• The pneumatic power circuit
FIGURE 18—This system

allows the user to specify a
range of vehicle characteris-
tics to monitor. It includes
troubleshooting information
that can assist the techni-
cian in pinpointing the cause
of a detected problem. Note
that many systems like this
one transmit data from the
truck to a receiving station
while the vehicle is on the
road. This gives the mainte-
nance terminal the chance
to plan some types of repair
work before the vehicle
arrives.

In the part of your program that covers the electrical and
electronic systems, we’ll explore all of these systems to see
how they work and how they’re repaired. However, for now,
you might like to know a few basics about these systems. First
of all, it’s important to remember that all vehicle electrical
systems operate on direct current (DC). Direct current is a
constant source of electrical voltage. In other words, the
source voltage is steady and doesn’t vary. This constant volt-
age source is provided by the vehicle’s battery. Direct current
is the same type of current that’s used to power cordless
appliances, as well as all other devices that run on batteries.
A heavy-duty vehicle’s electrical system is normally rated at a
voltage level of 12 volts, although some systems are rated at
24 volts. (In comparison, a flashlight battery produces about
1.5 volts.) A truck’s batteries (they normally have three or
four) operate in a manner that’s very similar to household
batteries, except that truck batteries have a much greater
capacity to supply power.
All of the electrical and electronic devices in a truck or other
diesel-powered vehicle, including trailer lights, connect to
(through an array of harnesses), and operate off, the battery
(Figure 19). However, the vehicle will also contain a separate
electrical system that recharges the battery as the engine is
running. This type of charging system usually allows a
battery to last for about two years or 150,000 miles before it
must be replaced.

FIGURE 19—Electrical system components include vehicle harnesses like the ones shown here, and other com-
plex equipment. These special marker lights incorporate components known as LEDs rather than conventional
light bulbs, making them much more durable and longer lived than lamps equipped with regular bulbs. (Provided by
Peterson MFG., Grandview, MO)

The Heating and Air Conditioning
Systems
A long-haul truck’s heating and air conditioning systems
maintains driver comfort by allowing the driver to continue
operating the vehicle in a broad range of climatic conditions.
This is why these systems are sometimes referred to as the
climate control system. Almost all vehicles contain some sort
of heating system, and many contain air conditioning systems
as well. When a vehicle is operated in cold weather, its heating
system uses some sort of heat produced by the running
engine to keep the passenger compartment warm. In hot
weather, the air conditioning system is used to keep it cool.
The technicians whose job it is to service air conditioning
systems must be specially licensed to handle the environ-
mentally sensitive chemicals used in the cooling system. The
training and certification is something that most employers
of diesel engine service technicians pay for and value.
Although most systems allow the passengers to control the
level of heating or cooling in the vehicle, some systems are
equipped to maintain desired temperatures automatically.
Some modern vehicles even contain systems that allow the
driver and the passengers to choose different temperatures
for their own seating areas.
In addition to climate control, the heating systems in many
heavy-duty vehicles are used to keep a shutdown engine
warm when outside air temperatures are relatively cold.
Because (as you’ll learn shortly) fuel in a diesel engine is
ignited when it comes into contact with hot air, diesel
engines are notoriously difficult to start in cold weather.
When the driver is concerned that low temperatures will
make restarting the engine difficult, using a heater to keep
the engine warm is often preferable to idling it for long peri-
ods of time. These engine-heating systems also reduce the
heavy wear that large diesel engines experience whenever
they’re started cold.

Tires and Wheels
You might not immediately expect a vehicle’s tires and
wheels to be considered a separate system in themselves. In
fact, many textbooks classify them as part of the suspension
system. However, the importance and complexity of a heavy-
duty vehicle’s tires and wheels makes them every bit as
important to the vehicle’s safe operation as the steering or
suspension systems.
Tires typically found on large diesel-powered trucks are
mounted on wheels that are actually an assembly of several
parts. The parts used to mount the tire to the vehicle’s drive-
line depend on the type of wheel design. However, all tire-
and-wheel assemblies must be balanced to eliminate any
heavy spots. This is one of the many tasks performed by
vehicle service technicians (Figure 20).
FIGURE 20—This labor-saving device determines where and to what extent heavy spots exist on the wheel’s rotating
assembly. This activity, known as balancing the wheel, is in this case performed using a strobe light and electronic
sensors. As part of the balancing process, the technician will add small amounts of weight to the assembly to
offset the detected heavy spots. (Reprinted by permission of Hunter Engineering Company)

Working on tires and wheels places special demands on a
technician. It’s the technician’s job to assess the quality and
condition of installed tires, and to correctly and safely remove
and install tire-and-wheel assemblies. Tire work is especially
demanding for two reasons. First, tire failures (whether they
involve high-speed rupture or rubber segments flying off at
very high energies) can result in loss of vehicle control,
damage to nearby vehicles, and potential loss of life. That’s
because the vehicle’s tires are what ultimately keep the vehi-
cle under control and moving in the intended direction.
Second, a tremendous amount of energy is stored in an
assembled wheel and its contained (pressurized) tire. By
design, the air pressure in the tire works to force the wheel
assembly apart. Of course the wheel assembly normally
harnesses this pressure and safely contains the tire.
However, when something goes wrong and a wheel assembly
fails, very heavy components can be launched with enough
force to carry them through block walls or across shops. For
these and other safety and performance-related reasons,
technicians receive very specialized safety and inspection
training from their employers before being allowed to inspect,
service, and replace vehicle tires.
Now take a few moments to review what you’ve just learned
by completing Self-Check 2.

Self-Check 2
_____ 1. Some of the most modern steering systems adapt to special situations for ease of
steering.
_____ 2. All diesel trucks have both pneumatic and hydraulic brake systems.
_____ 3. An ABS system’s primary function is to prevent wheels from locking up during brak-
ing.
4. The direction of a vehicle’s motion is primarily controlled by the _______ system.
5. The ________ system provides the driver with a comfortable seating area, no matter the
outside temperature.
6. Electrical and electronic devices receive their electrical power directly from the _______.
7. Power is transferred from a vehicle’s transmission, through the _______, to its wheels.
8. A _______ converter is used to transmit power from the engine to the automatic
transmission.

BASIC ENGINE OPERATION
Diesel engines are called internal-combustion engines. This is
an engine where fuel is burned inside the engine to produce
power. The internal-combustion engine produces mechanical
energy directly by burning fuel. In contrast, in an external-
combustion engine, fuel is burned outside the engine. A
steam engine/boiler is an example of an external-combustion
engine. The boiler burns fuel to produce steam, and then
steam is sent to the engine to produce power. In a diesel
engine, fuel is sent directly to the engine, where it’s burned
inside to produce the power that’s used to run a vehicle.
In this section of your study unit, we’ll look at some of the
basic parts of a diesel engine and learn how these parts con-
tribute to overall engine operation. Once you understand the
basic construction of the engine, we’ll move on to discuss
how an engine operates. Note that this will just be a simple
overview. Later in your program, we’ll look at the parts of an
engine and their operation in much more detail.
Basic Construction of an Engine

Figure 21 shows a simplified drawing of a portion of an
engine. In this illustration, note the round cylinder with the
piston positioned inside it. The cylinder is a hollow metal
tube that’s located in the metal engine block. The piston is a
can-shaped metal component that can move up and down
inside the cylinder. The piston is the main moving part in an
engine. In an actual engine, the top of the cylinder is sealed
by a metal cover that’s called the cylinder head. The cylinder
head is bolted onto the top of the cylinder.
Note that when the piston is positioned at the very top of the
cylinder a small amount of open space is still left between
the top of the piston and the cylinder head. This small, open
space above the piston is called the combustion chamber. In
the combustion chamber, a mixture of air and diesel fuel is
burned to produce power. When the air-and-fuel mixture
burns in the combustion chamber, it produces a small,
contained explosion. The air expansion produced by this

Fuel-Injector Nozzle
Intake Valve (Closed) Exhaust Valve (Closed)
Cylinder Head
Combustion Chamber
Block FIGURE 21—A simplified

drawing of a portion of
Piston moves up during an engine is shown here.
the compression stroke Note the locations of the
cylinder, piston, connecting
rod, crankshaft, combustion
chamber, and cylinder head.
Connecting Rod
Crankshaft
Crank Rotation
explosion is strong enough to force the piston downward in

the cylinder.
The bottom end of the piston is connected to a rod and
crankshaft assembly (Figure 22). When the piston is forced
downward in the cylinder, the piston’s downward motion is
transferred to the rod and crankshaft. The rod and crank-
shaft then convert the up-and-down motion of the piston into
rotary motion (circular motion).
This conversion of up-and-down motion to rotary motion is
exactly what happens on a bicycle. When you pedal a bike,
the up-and-down motion of your feet on the pedals is con-
verted into circular motion, which is then transmitted to
the rear wheel. The same principle applies to an engine. The
up-and-down motion of the piston is converted to circular

Piston Rings
Piston Head
Grooves
Wrist Pin
FIGURE 22—The wrist pin

joins the bottom end of the
piston to a rod and crank-
shaft assembly, as shown
in this exploded diagram.
The piston rings help fill the Connecting Rod
space between the piston’s
sides and the cylinder wall.
Bearings
Crankshaft
Cap
motion in the crankshaft that can be used to power a piece

of equipment.
While the engine is running, the piston continually moves up
and down inside the cylinder (Figure 23). Some special terms
are used to describe the exact position of the piston in the
cylinder at any one time. When a piston is at its lowest posi-
tion in the cylinder, it’s said to be at bottom dead center (BDC).
When the piston is at its highest position in the cylinder, it’s
said to be at top dead center (TDC). The total distance that the
piston moves from the top of the cylinder to the bottom of the
cylinder is called the stroke.

Top
Dead Center
(TDC)
FIGURE 23—A simplified

drawing of the cylinder and
Cylinder piston is shown here. During
Piston the operation of an engine,
the piston continually moves
up and down inside the cylin-
Bottom der. Note the position of the
Dead Center piston at bottom dead center
(BDC) Cylinder (BDC) and top dead center
(TDC).
Piston
Note that the outside surface of a piston has several horizontal

grooves cut into it. Each of these grooves holds a metal ring
called a piston ring. A piston ring is a circular piece of metal
that’s split at one point (Figure 24A). Piston rings are designed
to be springy so that they can stretch to fit over the outside of
the piston and then snap back into their grooves (Figure 24B).
Once they’re in place, the piston rings stick out like ridges on
the surface of the piston. When a piston is in place inside a
cylinder, the piston rings press outward against the walls of
the cylinder. This action helps form a tight seal between the
piston and the cylinder, which is necessary for proper engine
operation.
Head
Piston Ring
Grooves
Wrist
Pin Hole
Skirt
(A) (B)
FIGURE 24—(A) shows a piston ring, and (B) shows the ring grooves on a piston. The rings will stretch over the
outside of the piston and snap into place in the grooves.

The Four Stages of Engine Operation
So far, we’ve looked at some of the basic components of a
typical engine. Now let’s look at how these components work
together to allow an engine to operate. In order to work, all
diesel engines must perform basic operations. An engine
must
• Take air into the cylinder
• Compress (squeeze) the air, increasing its pressure and
temperature
• Inject a mist of diesel fuel into the pressurized air
• Ignite the air-and-fuel mixture
• Burn or combust the air-and-fuel mixture
• Get rid of the burned fuel gases
The engine actions we’ve just described make up the four
stages of engine operation. The proper names for these stages
are intake, compression, power, and exhaust. When an engine
is operating, it continually runs through these four stages,
over and over again. (Note: Memorizing the names of these
four stages will be helpful as you continue to learn about
engine operation.)
Stage 1: During the intake stage, air is drawn into the
cylinder. In modern diesel engines this air is
actually first pressurized outside the cylinder by a
turbocharger, which then forces the air into the
cylinder, where it’s further pressurized.
Stage 2: During the compression stage, the piston rises and
compresses the air mixture that’s trapped in the
combustion chamber.
Stage 3: During the power stage, a carefully measured
amount of fuel is sprayed into the air in the cylin-
der, which is hot enough to ignite the fuel. The
resulting combustion of the fuel presses the piston
back down in the cylinder. The downward motion of
the piston is transferred to the rod and crankshaft.
Stage 4: During the exhaust stage, the burned exhaust gases
are released from the cylinder. The four stages then
begin all over again.

One engine cycle is a complete run through all four stages of
operation—intake, compression, power, and exhaust. Note
that all four stages of operation we’ve described occur very
quickly, and they repeat continually for as long as the engine
is running. All diesel engines operate in these same four
basic stages, and all of the stages must occur for the engine
to run properly.
To understand how an engine works, one of the most impor-
tant things you can do is memorize the things that occur
during each of the four stages of engine operation. Once you
understand these four stages, everything else we discuss
about engine operation will fall right into place.
To properly understand a diesel engine’s compression process, it’s important that you under-
stand the concept of pressure. Air, like all other materials, is made up of tiny particles,
known as molecules. Air molecules which are constantly in motion. These moving molecules
are constantly running into each other and the walls of the container in which they’re held.
The space between molecules (and the amount and speed at which each molecule moves)
depends on the air’s temperature and pressure. If a fixed amount of air is trapped in a
sealed container (whose size is defined as its volume) and then the size of the container is
decreased, the air’s molecules are forced closer together. The result is that the still-moving
molecules more frequently run into each other and the walls of their container. This results in
an increase in the air’s pressure and temperature. That’s because pressure is the measure
of how hard the contained air presses against the surface of the container in which it’s held.
Two-Stroke Engines and Four-Stroke

Engines
You should be aware that there are two basic types of diesel
engines: two-stroke and four-stroke engines. Each engine type
is classified according to the number of strokes its piston
takes to complete one full engine cycle. (Remember that a pis-
ton stroke is the total distance that the piston moves from the
top of the cylinder to the bottom of the cylinder. An engine
cycle is a complete run through all four stages of operation.)
For any engine to operate, it must run through all four
stages of operation. However, two-stroke engines and four-
stroke engines accomplish this in different ways. In a two-
stroke engine, the piston takes only two strokes to complete
one full engine cycle of intake, compression, power, and
exhaust. In a four-stroke engine, the piston requires four
stokes to complete one full engine cycle.

The diesel engines powering today’s freight-carrying trucks
are all four-stroke engines. In a four-stroke engine, the four
strokes of the piston that are required to complete the four
stages of operation are as follows:
Piston stroke 1: Intake stage
Piston stroke 2: Compression stage
Piston stroke 3: Power stage
Piston stroke 4: Exhaust stage
After the completion of the fourth piston stroke, the engine
has gone through all four stages of operation, and the cycle
will begin again.
In contrast, in a two-stroke engine, only two strokes of the
piston are needed to complete the four stages of operation, as
follows:
Piston stroke 1: Intake stage/Compression stage
Piston stroke 2: Power stage/Exhaust stage
So, in a two-stroke engine, the intake and compression
stages are combined and completed by one piston stroke,
while the power and exhaust stages are completed by a sec-
ond piston stroke. Note that the two-stroke engine must still
complete all four stages of operation; it just does it in two
piston strokes instead of four, allowing it to produce more
power than an equal-sized four-stroke engine.
Two-stroke engines aren’t used in freight-carrying trucks but
they’re commonly found in other applications, including older
buses. The reason for this is that two-stroke diesel engines
aren’t as fuel efficient and tend to produce more pollution
than four-stroke engines. You should be aware that two-
stroke engines exist, but we won’t cover them in as much
depth as we’ll devote to four-stroke engines.
Four-Stroke Engine Operation

Now let’s take a closer look at the operation of the four-stroke
engine. A simplified drawing representing a portion of a four-
stroke engine is shown in Figure 25 (refer to Figure 21 if you
need help identifying any of the parts in this illustration). Note
the position of the piston, the cylinder, and the crankshaft.
The crankshaft is connected to the piston by the connecting

FIGURE 25—During the intake
stage, the piston lowers,
allowing the air into the cylin-
der. The open intake valve
exposes the intake port at
this time, and the exhaust
valve is closed.
rod. The cylinder head is positioned at the top of the engine

and forms the upper surface of the combustion chamber.
You’ll also notice that the illustration shows two valves in the
cylinder head. A four-stroke engine will contain at least two
mechanical valves: an intake valve and an exhaust valve.
The intake valve opens to allow air into the cylinder; the
exhaust valve opens to allow the exhaust gases produced
by the burning fuel to exit the cylinder. Each of these valves,
when closed, prevents flow through an opening known as
a port. The openings are identified as the intake port and the
exhaust port.
To burn properly in a diesel engine, fuel must be sprayed or
injected into the pressurized air in the combustion chamber.
The engine part that introduces the fuel into the chamber is
the injector nozzle. It’s critical to the success of the combus-
tion process that the nozzle receives precisely the right
amount of fuel at a pressure that’s high enough to force its
way into the pressurized air in the chamber. The part that
delivers the correct amount of sufficiently pressurized fuel to
the nozzle is the injection pump.

As you’ve learned, a four-stroke engine completes the four
stages of engine operation in four piston strokes. During the
intake stage, the intake valve opens and the piston moves
down in the cylinder. As the piston moves down in the cylin-
der, a vacuum is created that sucks the air into the cylinder
through the open intake valve. (This vacuum is similar to
that created when you use a drinking straw to suck a bever-
age out of a glass.) As you’ve already learned, the intake air
is often partially pressurized and supplied by a type of air
pump known as a turbocharger. The intake stage continues
until the piston reaches bottom dead center. Shortly after the
start of the intake stage, the engine’s exhaust valve closes.
The short period of time during which the exhaust valve is
open allows the incoming (intake) air to help remove or
scavenge the remaining exhaust gases. The intake stage is
illustrated in Figure 25.
When the piston reaches bottom dead center, the intake
stage is completed and the compression stage begins. During
this stage, both the intake and the exhaust valves are closed.
The air is now trapped inside the sealed combustion cham-
ber. At this point, the compression stage is illustrated in
Figure 26. Compressing the air in the tightly sealed cylinder
greatly increases air temperature, making it easier to ignite
and burn the injected fuel and thus produce more power.
The compression stage continues as the piston rises to the
top of the cylinder. As the piston approaches top dead center
(a position known as BTDC or before top dead center), a very
closely controlled, high-pressure spray of diesel fuel is inject-
ed into the chamber through a nozzle. Since the process of
burning the air-and-fuel mixture in the cylinder takes some
time to complete, most of the power produced by this process
doesn’t act on the top of the piston until after the piston
moves past TDC.
Since the temperature of the air in the cylinder (around
1000 degrees F) is much higher than that required to ignite
fuel, the fuel immediately begins to burn. However, starting a
cold engine, especially when outside air temperatures are
below 40 degrees F, is a different story. In cold weather the
air temperature in the cylinder is below that required to
ignite the diesel fuel, even after compression. In this case,
easier-to-ignite starting fluid is typically introduced into the

Air trapped in the
combustion chamber is
compressed, causing it
to heat up. FIGURE 26—During the com-
pression stage, both the
intake and exhaust valve are
closed. As the piston rises,
it compresses the air in the
sealed combustion chamber.
Compression Stroke
cylinder to begin the combustion process and immediately

raise the temperature. In smaller diesel engines, such as
those found in cars or light trucks, a small electrically pow-
ered heater known as a glow plug is installed in such a way
that it heats the air in the combustion chamber prior to
starting.
When the air-and-fuel mixture is ignited, the burning gases
expand rapidly with great force. The contained explosion inside Combustion is the
process of burning the
the cylinder forces the piston down hard and fast. Since the fuel in the cylinder. It’s
piston is connected to the crankshaft through the connecting from the name of this
rod, the piston’s downward movement causes the crankshaft to process that the term
internal combustion or
turn around (just as pushing down on the pedals of a bicycle
IC engine originates.
turns the attached chain sprocket). This stage of burning the
mixture in the cylinder and forcing the piston downward is
called the power stage, and is illustrated in Figure 27.

Injected fuel ignites
when it contacts the hot
compressed air.
FIGURE 27—When the piston

passes top dead center, the
combustion of the air-and-fuel
mixture is fully underway, pro-
ducing a large amount of ener-
gy in the form of expanding
gases. The force created by the
burning fuel’s gases pushes the
piston down in the cylinder.
This is the power stage.
Power Stroke
The power stage continues until the piston reaches the bot-
tom of the cylinder (BDC). At this point, the piston begins to
move back upward in the cylinder, and the exhaust valve
opens. However, the intake valve remains closed at this time.
As the piston moves upward in the cylinder, it forces the
remaining burned gases in the cylinder out through the open
exhaust valve. This is the exhaust stage, which is illustrated
in Figure 28.
The exhaust stage continues until the piston reaches the
very top of the cylinder (TDC). Once the exhaust stage is
completed, the four stages of engine operation are finished,
and the cycle begins all over again. The intake valve opens
and the piston moves downward to begin a new intake stage.

The upward moving
piston forces burned
gases out through FIGURE 28—During the
the exhaust port. exhaust stage, the piston
rises and the exhaust valve
opens. The rising piston push-
es the remaining burned
gases in the cylinder out
through the open exhaust
port.
Exhaust Stroke
The four stages of operation will continue as long as the

engine is operating. Also, keep in mind that these cycles are
repeated at a very high rate of speed. A typical crankshaft
will complete anywhere from 500 to 2,100 revolutions every
minute. It’s really amazing how fast an engine’s components
move while it’s in operation!
How Engines Are Rated

Now that you understand the four stages of engine operation,
let’s take a look at how engine manufacturers rate and classify
the engines they make. Since so many different engines are
produced by so many different manufacturers, what factors
can we use to distinguish one from another? Well, an engine
is normally described in one of two ways:
• By the amount of power it produces
• By the size of the engine

Horsepower
Many years ago, when the first engines were invented, no
one knew how to express the amount of work they could do.
It was decided that a standard was needed. At that time,
horses still provided most of the power for transportation.
As a result, the inventors of the first engines compared their
engines to horses to describe the amount of work the engines
could do. It was known that an average horse could do
approximately 550 foot-pounds of work in one second. This
fact was used to develop the standard unit of horsepower.
1 horsepower = 550 foot-pounds per second
Even though horses are seldom used to perform work any-
more, we still use the standard unit of horsepower to describe
the power output of an engine. So, when you hear that a diesel
engine powering a typical freight-hauling, diesel-powered truck
can deliver 450 horsepower, you’ll know that the truck has
as much power as if it were being pulled by 450 horses.
Pretty impressive, isn’t it?
Today, manufacturers will often list the horsepower output
of their engines in their advertising and product information
brochures. Those who make equipment-purchasing decisions
use this information to compare the power of different
engines. For a technician, measuring the horsepower of an
engine is often the only way to prove that the engine was
properly rebuilt. This is done by connecting the engine to a
dynamometer, which is an instrument that’s turned by, and
absorbs energy from, an operating engine. A similar device
known as a chassis dynamometer is turned by a truck’s drive
wheels, allowing the engine to be evaluated while it’s installed
in the vehicle. The engine’s power output is determined by
measuring the amount of energy the dynamometer (or dyno)
absorbs. Technicians also rely on chassis dynos to confirm an
engine operating problem that results in low power.
The more horsepower an engine produces, the stronger the
engine is, and the more work it can perform. The amount
of horsepower that an engine will produce depends on many
factors. To understand how these factors affect the horse-
power, you must first have a complete understanding of
how an engine operates. Therefore, we’ll look at the various

factors that affect horsepower later in the program, after we
examine the engine in more detail.
Displacement
When you hear people refer to the size of an engine, they
don’t mean its physical size. Rather, they’re referring to the
size of the space inside the engine where the fuel is burned.
The size of this space is called the engine displacement.
The distance that the piston travels up and down in a cylinder
is called the stroke of the engine. Engine displacement is
defined as the volume of space that the piston must travel
from the very bottom of its path to the very top of its path.
Displacement is measured in units of volume. In the English
system of measurement, displacement volume is measured in
cubic inches. In the metric system, displacement volume is
measured in liters. (Even if you’re not too familiar with the
metric system, you’re probably aware of it: soft drinks are
often sold in two-liter plastic bottles, for example.) So you
can say that a given engine might have a displacement (total
volume) of 520 cubic inches or 8.8 liters inside its cylinders.
An engine’s displacement value has an effect on the amount
of power that the engine will develop: in most cases, the
larger the displacement, the more power the engine will gen-
erate. But this doesn’t mean that a smaller engine can never
develop more horsepower than a larger one. Remember, there
are many factors besides displacement that affect an engine’s
power. In general, however, an engine that has a larger dis-
placement will develop more horsepower than one with a
smaller one.
An engine’s displacement will usually be stated in the service
manual for the engine, or it may be printed on the engine.
Compression Ratio
You’ve just learned that an engine’s displacement is the
volume of space inside its cylinders. When a piston is at
its lowest point in a cylinder (BDC), the cylinder volume
is at its largest. When the piston is at its highest point in
the cylinder (TDC), the cylinder volume is at its smallest.

The ratio of the largest cylinder volume to the smallest cylin-
der volume is called the compression ratio. A ratio is simply a
comparison between two values. In a compression ratio, the
two values are the cylinder volumes at the two different pis-
ton positions, BDC and TDC.
The volumes at BDC and TDC can be determined by using
a combination of mathematical calculations and special test
instruments. An engine’s compression ratio is listed in its
overhaul or service manual. The compression ratio affects
the amount of power that the engine develops, which in turn
affects the engine’s performance.
The compression ratio is important in an engine because it
determines how fuel will be burned in the cylinder. An
engine’s compression ratio will determine how much the air
will be compressed when the piston rises. The higher the
compression ratio, the more the air will be compressed.
So, imagine that a particular engine has a compression ratio
of 15 to 1 (15:1). What exactly does this mean? Well, suppose
15 cubic inches of air enters the cylinder. Because this
engine has a compression ratio of 15 to 1, when its piston
rises to TDC, the 15 cubic inches of air will be compressed
into a 1-cubic-inch space (Figure 29).
Before
Compression
After
Compression
15:1 Compression Ratio
FIGURE 29—If 15 cubic inches of air, which is the amount contained in the space occupied by 15 blocks measur-
ing 1 inch along each of their edges, is compressed into the space occupied by a single block, then the system is
said to have a compression ratio of 15:1.

This dramatic pressure increase makes the air temperature Efficiency, as it applies
rise significantly, allowing the fuel to burn more completely to diesel engines,
and produce more power. In general, the higher an engine’s defines the relation
between the amount of
compression ratio, the more completely the fuel burns and
power that’s actually
the more efficiently the engine will run. However, every produced by an engine
engine has its limitations. If an engine’s compression ratio is and the power that
too high, the excessive pressure can damage the engine. If engine could produce if
it were a perfect engine
the compression ratio is too low, the engine doesn’t develop with no power losses. Of
much power. Different engines have their own particular course real-world
compression ratios. However, most diesel engines have com- engines do suffer power
losses, for various rea-
pression ratios that are between 12:1 and 21:1. sons. Efficiency is one
Now take a few moments to review what you’ve learned by way to attach a number
to those losses.
completing Self-Check 3.

Self-Check 3
_____ 1. In an internal-combustion engine, fuel is burned outside the engine.
_____ 2. The top of a cylinder is sealed by the cylinder head.
_____ 3. A two-stroke engine completes both of the two stages of engine operation in two
piston strokes.
_____ 4. In an engine, the piston travels inside the cylinder.
_____ 5. Most diesel engines have compression ratios of between 20 to 1 and 30 to 1.

6. In the _______ stage of engine operation, the piston rises, increasing the pressure of the
air trapped in the combustion chamber.
7. When a piston is at its lowest position in the cylinder, it’s said to be at ______.
8. During the _______ stage of engine operation, gases are released from the cylinder.
9. A four-stroke engine will contain at least two mechanical valves called the _______ valve
and the _______ valve.
10. In the _______ stage of engine operation, air is drawn into the cylinder.
11. During the _______ stage of engine operation, the injected fuel is ignited, and the
combustion of the fuel presses the piston back down in the cylinder.

CAREERS FOR DIESEL-POWER
SERVICE TECHNICIANS
Whether you’re currently preparing to enter the diesel engine
service field, or are considering stepping up to a technically
more challenging (and rewarding) career choice, you probably
have many questions about the different types of jobs techni-
cians get. It’s natural for everyone starting a new job to won-
der what they’ll be doing on a daily basis and how they’ll
progress to better jobs. Diesel engine service technicians are
employed in a very broad range of workplaces. Depending on
the industry in which you work, and the company for which
you’re employed, the specific demands of your job will vary
greatly. Similarly, the tools, skills, and amount of additional
training demanded by your job will also vary greatly. This
part of your study unit will give you a basic idea of the simi-
larities and differences of jobs in various workplaces. You
can learn more about each type of workplace discussed here
by visiting employer’s Web sites. Many of these sites include
job descriptions or other information intended to give
prospective employees an idea of what they’re getting them-
selves into.
Fleet Service Technicians

In the freight-hauling industry the different types of busi-
nesses that employ technicians can be categorized by the
size of their fleet. The fleet size, or number of trucks operat-
ed, tends to dictate not only the number of technicians
employed but also the type of work they do and the amount
of training they receive.
Small Fleets
A small fleet (up to 25 trucks) may have one, or at most a few
technicians, whose primary duty is to perform basic servicing
tasks that can be completed quickly (Figure 30). These
technicians normally work in small facilities staffed with few
coworkers. The tasks they regularly perform include safety
checks (making sure the vehicle is roadworthy, with a brake sys-
tem, a steering system, lights, and tires that function properly),

FIGURE 30—Small companies with the need to distribute their products often operate their own delivery trucks like
this one. These operations often employ one or more diesel engine service technicians to perform light maintenance
on their fleet. Jobs such as engine overhauls are often contracted out to specialized shops.
fluid-level inspection, and fueling (Figure 31). Technicians

working in these types of shops learn to service the complete
vehicle, interpret maintenance-scheduling information, change
fluids when scheduled, make more significant scheduled
inspections, make any repairs that can be completed quickly,
and diagnose problems so the truck can be scheduled for
more major repairs if necessary.
Some small fleets have the luxury of an experienced techni-
cian who may perform major work in slow periods. However,
most small fleets hire independent contractors to make more
major equipment repair. This allows these firms to better

FIGURE 31—Even in the smallest shop, technicians perform important maintenance tasks such as fluid and, as
shown here, filter replacement.
control manpower, spare-part, and tooling costs. A technician

working in a small-fleet shop will usually need to supply his
or her own set of basic hand tools. Often, the technician will
purchase high-quality hand tools from a vendor that periodi-
cally visits the workplace. These vendors travel in trucks like
the one shown in Figure 32. The employer will normally supply
the limited number of special tools required in this type of
shop, along with general shop equipment such as jacks,

stands, and large impact wrenches. Some small-fleet employ-
ers supply a more complete set of company tools that each
employee may use.
FIGURE 32—You’ll accumulate

a collection of basic tools
during the early stages of your
career as a service technician.
(A) Many of the highest-quality
tools you purchase will probably
come from specialized vendors
who visit your workplace in (A)
trucks like the ones shown here.
(B) Some employers require that
you have a complete set of tools
before you begin work. Most are
willing to initially accept a limit-
ed set of basic tools, allowing
you to add to your set over time.
(B)

Medium Fleets
Companies that operate medium-sized fleets (15 to 150
trucks) provide the technicians they employ with a broader
range of opportunities than are offered by smaller companies.
The service demands of a medium-sized fleet dictate that
several technicians, working various shifts, be on hand to
ensure that trucks are serviced at any hour, seven days a
week.
The technicians that service a medium-sized fleet perform all
tasks required in a small fleet shop, plus some larger jobs
that require more time. Significant repair tasks performed in
a medium-size fleet shop include rebuilding front ends,
transmission overhauls, clutch installations, and engine
work. A technician working in such a shop will eventually
participate in the broad range of jobs that come along,
including such diverse tasks as truck and trailer welding,
installing satellite dishes, and tire and wheel repair.
Beginning technicians servicing a medium-sized fleet usually
have the chance to work closely with and learn from more
experienced technicians while developing their skills. More
tools are probably needed by the technician servicing a medi-
um-sized fleet (compared to the small-fleet technician),
including a variety of specialty tools and normal hand tools
with sockets and wrenches in sizes up to about two inches.
These jobs require additional tools because the technician
performs a much broader range of tasks. Many medium-
sized fleets offer their technicians the opportunity to take
vehicle-specific factory training programs. These employers
also motivate technicians to become certified with ASE (a
process you’ll learn more about later in this study unit) by
offering bonuses or a higher hourly rate as various certifica-
tion levels are achieved.
Large Fleets
The large fleets, which can operate approximately 100 or
more trucks, employ hundreds of technicians working in
shops around a region or around the country. These large
shops maintain trucks around the clock, every day of the
year. Technicians that service large fleets have the opportuni-
ty to perform a variety of tasks, including all aspects of
engine, tractor, and trailer repair and rebuild. Some of these

technicians become specialized and perform only a certain
type task, such as transmission overhaul. In this case, the
company’s shops from around the region or country may ship
faulty transmissions to technicians at one or two shops for
repair. As you can imagine, this translates into a significant
responsibility for the specialists whose job it is to repair the
failed units. Large fleets often do almost all their own repair
work. The exceptions are road service and warranty work.
Road or emergency service is required when a vehicle
breaks down somewhere away from one of the fleet’s shops
(Figure 33). Warranty work is any job that is paid for by the
vehicle’s or engine’s manufacturer. Many fleets will purchase
trucks with a warranty period that can extend until the next
time new trucks are purchased. When this is the case, a large
amount of vehicle repair work is performed by dealers and
distributors.
FIGURE 33—Road service contractors send technicians out in vehicles like this to repair broken-down vehicles.
Since the trucks operated by large fleets can often be found all over a region or the nation, the fleets often hire
road-service contractors to repair trucks that break down far from any of their terminals.

New technicians in a large-fleet shop will most likely begin
with tasks such as fueling trucks, checking and changing
tires, replacing oil, and lubricating the steering and suspen-
sion systems. They may be assigned to night or weekend
shifts where they’ll work until they obtain enough seniority,
or service time, to move to the shift of their choosing. Some
larger employers offer swing shifts (meaning your work time
changes from one shift to another on a weekly, monthly, or
other periodic basis) or may require that workers complete
shifts that are longer than eight hours for fewer days a week.
In other cases, scheduling can be as extreme as seven days
working ten or more hours per day followed by five to seven
days off. Overtime is often available to technicians, and
they’re encouraged to take it.
It’s harder to pinpoint the tools required by a technician
working in a large-fleet shop. That’s because the broad range
of job opportunities in such a shop translates to different tool
requirements. The company will supply most specialized
tools and all large equipment. Many large-size fleets offer or
require in-house training in techniques as well as safety.
Many require that technicians receive vehicle-manufacturer-
provided training (Figure 34). Some have programs to moti-
vate involvement with organizations that offer certifications
such as ASE.

FIGURE 34—This is a typical
example of training offered by
vehicle manufacturers. It pro-
vides specific instructions on
how to service one engine line
installed in the manufacturer’s
vehicles. It’s organized in a
way that’s similar to the study
unit you’re now reading.
(Courtesy of Mack Trucks, Inc.)
Vehicle Dealerships, Engine Distributors,

and Lease Companies
Vehicle dealerships, engine distributors, and vehicle lease
companies are each in a distinctly different business but
often offer similar opportunities for technicians. Most of these
employers offer exceptionally good training opportunities
while looking for technicians that can effectively communi-
cate with customers.

Vehicle Dealerships
Truck and heavy equipment sales dealerships are an excel-
lent place for technicians to work. Dealers usually sell one or
a few different vehicle brands. Many times this include a
domestic line and an import line (Figure 35). Vehicle dealers
often provide purchasers with a complete bumper-to-bumper
warranty in conjunction with more limited manufacturers’
warranties. In the process of servicing these warranties, tech-
nicians are called on to complete a wide variety of repairs on
the entire vehicle. A technician who is new to the dealership
will generally work on jobs that require less skill. As techni-
cians gain experience, the tasks to which they’re assigned
become more challenging. Technicians with a lot of experi-
ence or who have proven proficient in certain areas will be
assigned to specialized or more challenging tasks first. Most
dealers compensate their technicians with hourly pay, but
some will pay according to flat-rate time.
FIGURE 35—Truck dealers like

this one provide many jobs for
service technicians. A dealer
will often sell and service
vehicles from more than one
manufacturer. (25 Roadway
Dr., Carlisle, PA 17013,
www.cumberlandtruck.com)
As a technician working for a dealer, you’ll need a complete

set of tools, but most companies will give you some time to
acquire a full set. Even technicians that have been working
for a period of time find it necessary to purchase tools as
vehicle models change and new tools become available. Most
dealers have all special tools on hand to maintain their dealer
status because vehicle manufacturers require a tool inventory
to be filled.

The average time required to perform any given repair job can
be determined through a combination of observing technicians
at work and engineering analysis. The amount of time is then
documented as what’s commonly referred to as book time. In a
flat-rate shop, technicians are paid an hourly rate but the num-
ber of hours for which they’re paid is based on the cumulative
book time for the work they perform. This means that a techni-
cian who consistently performs tasks faster than book rate will
earn extra pay. This method of compensation makes commercial
sense to the dealership, as it typically charges a customer
based on the book time for a given job.
Vehicle dealers typically recognize that for a technician to

properly repair a customer’s vehicle in a timely manner, he
or she must be supplied with the correct equipment and be
properly trained. Many dealers provide opportunities for spe-
cialized training and offer financial incentives to technicians
who stay abreast of equipment updates and changes. Dealer
technicians are often rewarded when they maintain certifica-
tions with ASE or manufacturer programs like Cummins
Promotion, Detroit Diesel Guild, and Allison Transmission
Guild. Manufacturers like Kenworth and Freightliner offer
self-paced study guides to enhance the skills of technicians
working in their dealer networks. Dealerships offer new
technicians excellent opportunities to work their way up
and increase their skill level.
Engine Distributors
Engine distributors are affiliated with (or owned by) engine
manufacturers such as Cummins, Detroit Diesel, and
Caterpillar. Because the manufacturers sell a large number
of engines to truck manufacturers, they require a network of
shops to service these engines. The distributor networks
serve much the same role as a vehicle dealership: they work
with truck and equipment dealers to supply parts and assist
in warranty claims and service concerns as related to their
particular engine. Many new diesel engine repair technicians
begin their careers working for engine distributors.

Technicians working for engine distributors normally work
on a single particular brand of engine and the equipment
attached to or affected by it. This concentration means that
these technicians become very skilled engine repair special-
ists (Figure 36).
FIGURE 36—Working for an engine distributor gives a technician the opportunity to be well trained in and concen-
trate on engine repair work.
As you’ve already learned, diesel engine manufacturers sell

their engines to industries that produce or operate many dif-
ferent types of vehicles. Since a given manufacturer’s engines
are used in many different types of applications, the techni-
cians employed by the engine distributor must service a
range of equipment, including trucks, heavy construction
equipment, marine transport vehicles, and power generation.

The type of industries in their general region or locale will
determine the focus of most engine distributors. For
instance, a shop located near the coast will see a large
amount of marine business and would have many techni-
cians capable of repairing ships and other watercraft. On the
other hand, a farming region would train technicians to
maintain engines installed in agriculture equipment.
The beginning technician at a diesel engine distributor could
expect to begin with jobs that require minimal experience,
such as periodic maintenance checks. As the technician’s
experience and skills increase, the tasks to which he or she
is assigned will become more challenging. For instance, many
distributors employ experienced, self-reliant field service per-
sonnel who travel to the customers’ location and make
repairs on site. Because they specialize in engine repair, tool
requirements for engine service technicians won’t be as
extensive as those faced by other diesel technicians. That said,
field service technicians do require a complete set of larger
tools because of the diversity of applications encountered.
Engine distributors often provide training to vehicle dealers
and fleet customers by providing regional training programs
that are readily available for a larger number of technicians.
As distributors often provide training for their customers,
technicians working at engine distributors are frequently at
an advantage over other technicians and are often trained to
a very high level.
Vehicle Lease Companies

Large lease and rental fleets also employ many diesel engine
service technicians. As you might guess, these companies
own many trucks, which they then rent or lease to freight-
hauling companies. While these can involve short-term rental
agreements, the same client can sometimes use the leased
vehicle for as long as they would use a newly purchased
vehicle. At the end of the lease contract, the truck is
returned to the fleet owner for resale or to lease to another
freight hauler. Because it’s often the leaser or renter who
specifies the desired type of equipment, fleet shops often
service a broader range of engine, tractor, and trailer types
than a typical large-fleet shop.

Fleet lease companies typically place technicians throughout
the country, so they probably have a facility near you. The
work encountered by technicians servicing lease fleets
matches the work done by those working on large freight-
hauling fleets (which were discussed earlier in this part of
your study unit). Because lease fleets employ many techni-
cians, they typically offer a good starting position for new
people. These employers frequently offer programs to advance
technicians as they gain skills working with more experienced
technicians (Figure 37).
FIGURE 37—New technicians are often offered formal training from their employer. Even more often, however, they
can improve their skills by learning from experienced technicians.

The pay scale at some companies is based on the amount
of employer- or vendor-supplied training you complete.
Technician certification is usually a high priority for these
companies, with ASE certification sometimes a key criterion
for a technician’s advancement. For instance, one company
has its own training facilities and certification criteria, which
allow the technician to achieve higher job classification and
pay. A very basic tool set is needed for work at a lease-fleet
owner. But as you continue working, the number of required
tools will grow correspondingly. By the time you’re a master
technician, you’ll have a very complete set and be capable of
performing almost every job encountered.
Independent Repair Facilities and

Truck Stops
The size and complexity of work performed by independent
shops varies greatly depending on the shop owner. These
facilities, which aren’t affiliated with a single engine or vehi-
cle manufacturer, can range from a small shop with a few
employees like the one in Figure 38 to a large facility with
many bays and technicians. Independent shops will generally
perform any type of repair on trucks, trailers, or other equip-
ment. Technicians working for independent shops can expect
a wide range of jobs, which gives even a beginning technician
experience with a variety of vehicles. A basic set of tools is
required, as well as many special tools for the different jobs
encountered.
Some independent repair facilities are found at truck stops.
Technicians working for repair shops located at truck stops
see many customers a day, because most of the jobs they
perform can be completed in a short time period. Tires,
brakes, and preventive-maintenance checks are jobs fre-
quently performed by technicians at truck-stop repair shops.
Tires are a major source of work for truck stops. Depending
on the time of year, air conditioner jobs are also frequent.
Lighting, wiring, and alternator problems are commonly
noticed by drivers as they travel and therefore find their way
to truck-stop repair shops. Solving these problems requires
that the technician be knowledgeable about electricity and
circuit troubleshooting. The tool requirements for a technician

working in a truck-stop environment include wrenches and
sockets up to 11/4″ and other basic tools. Most employers
provide test equipment and heavy-duty tools as necessary.
Training opportunities provided for the technician may
include self-paced training programs or specialized training
classes. Training opportunities probably won’t be as good as
they are for dealer, distributor, or large-fleet technicians.
FIGURE 38—Working in a small independent shop like this one gives a beginning technician the chance to service
a broad range of vehicles.
Farm, Heavy-Equipment, and

Construction Vehicle Technicians
These kinds of diesel engine service technicians typically work
on larger equipment than a fleet mechanic. More importantly,
they often work independently, at a customer’s farm, facility, or
job site (Figure 39). This means that these technicians must

be exceptionally self-sufficient, very responsible, and capable
of communicating directly with customers in an effective and
professional manner.
FIGURE 39—Servicing this

vehicle’s engine may mean a
trip to a job site away from
the shop where you work.
(Reprinted Courtesy of
Caterpillar Inc.)

Farm Equipment Technicians
Farm equipment dealers hire technicians to perform a variety
of tasks that vary from maintenance to major overhauls in
the field or in the dealer’s shop. Farm equipment dealers
need technicians who are skilled in hydraulics and electron-
ics, because much of the equipment they sell is hydraulically
operated and electronically monitored. Technicians who work
for farm equipment dealers have the opportunity to travel to
the equipment and sometimes transport it back to the shop.
The tools required for a farm equipment technician include
basic hand tools plus some larger special tools needed to
access the larger components often found in this equipment.
With the growing volume of electronic control systems found
on new equipment, the doors are open for a technician with
a good understanding of electrical and electronic circuits.
Heavy-Equipment Technicians
Heavy-equipment dealers sell large vehicles to construction
companies and other customers. As the equipment is typically
very expensive and used on a rigorous schedule to complete
large-scale jobs (like building bridges or resurfacing highways),
those who purchase the equipment expect immediate service
when they call the heavy-equipment dealer to perform warranty
work or otherwise maintain their equipment (Figure 40).
Heavy-equipment dealers are looking for technicians that
can work independently at a job site and make repairs on
equipment that can’t easily be moved to the shop. Technicians
working in heavy-equipment shops sometimes need to make
quick repairs in the field (to keep the expensive equipment
operating). At other times they become involved in long-term,
complete refurbishment of equipment. The technician who
works for a heavy-equipment dealer will have a variety of jobs
ranging from maintenance to transmission work to undercar-
riage repair, as well as other repairs to the components of the
equipment. The tools needed by a heavy-equipment technician
include basic hand tools plus large heavy-duty tools. These
technicians often use cutting torches and welding machines.

FIGURE 40—As is often the case with construction vehicles and other heavy equipment, maintaining this vehicle
demands a strong understanding of hydraulic systems. In this view, the vehicle’s critical hydraulic systems are
highlighted. Keeping heavy equipment like this running is an important job. When construction equipment isn’t
operating, much of the rest of the construction company’s operation may also shut down. (Reprinted Courtesy of
Caterpillar Inc.)
Much of the work will also require using a hoist or crane to

remove and reinstall heavy parts. Most companies supply
their technicians with service trucks equipped with air com-
pressors, torches, and hoists.
Construction Equipment Technicians

Construction equipment technicians see much of the same
type work as the heavy-equipment technician, except that
they work for the construction company and are responsible
for servicing all or much of the equipment that’s found on a
particular job or is owned by their employer. The size of the
company will determine the number of technicians and the
extent to which they’re supplied with service trucks. Tool
requirements vary greatly among companies, with some tech-
nicians actually owning their service truck and tools, which
are then leased to the construction company while they’re on
the job.

Bus Service Technicians
Diesel engine service technicians are often employed to
service the buses operated by school districts (Figure 41),
municipal transit authorities (city buses) as well as private
tour bus companies. Diesel technicians working for transit
authorities perform a wide range of tasks, often including
engine, transmission, and other system overhauls. Transit
authorities commonly complete every aspect of repair work at
their own location, which means they need many techni-
cians. Obtaining a job as a technician at a transit authority
may require you to go through a lengthy application process,
but once you’re hired, opportunities are good. Many shops
are union shops, so contracts are in place regarding job
opening and shift availability. Transit technicians are usually
hired at a particular class or apprentice level, and then
progress to a higher scale as an opening materializes. The
larger transit authorities employ technicians that are very
specialized while the transit authorities of smaller towns
have technicians that perform jobs from bumper to bumper.
Depending on the authority, even basic tools may be fur-
nished. Training will generally be employer-provided with the
companies’ trainers or with trainers brought in from outside
firms. Often, a technician must complete classes prior to
being promoted or receiving a higher level of pay. As with
many public-sector (government) jobs, employment tends to
be very steady with less chance of layoffs, even during hard
times.
Tour bus companies hire diesel technicians to maintain their
buses. The number of technicians employed by a tour bus
operator depends on the individual company’s size. The small
operators may farm out much of their work to other shops
and have maintenance performed by specialty shops or uti-
lize contract labor. Larger fleets employ their own technicians
to maintain and repair the buses. The size of the operation
and the skill level of the technicians will determine the level
of repairs tackled in-house. Many operations operate only
relatively new vehicles and therefore rely on an extended
warranty to cover major repairs.

FIGURE 41—Technicians are often employed by school districts, or contractors that supply districts with buses, to
service the nation’s many school buses. Freightliner (ThomasBuilt Buses Saf-T-Liner Type D School Bus)
Starting technicians in this industry normally work with an

experienced technician before being “turned loose” to work
alone. This introductory process has shown favorable results
in many industries but is a practice that’s disappearing from
many other types of diesel engine repair shops. Tour bus
technicians require about the same tools as most starting
diesel engine service technicians, with more specialized tools
added as their career progresses. These technicians don’t
typically have as many opportunities for formal training as
other types of service technicians, partially because the tech-
nician is needed in the shop and can’t be released from his
or her daily duties for an extended period of time.

Refuse-Hauling Truck Service
Technicians
The refuse-hauling industry is another one that requires the
skills of diesel engine service technicians (Figure 42). These
employers may be municipal authorities or private compa-
nies. Technicians who work on garbage trucks must be
skilled in many areas of truck repair and well versed in
hydraulics. The refuse trucks operate in adverse conditions
and will require constant attention and maintenance.
Because garbage trucks, for example, do so much stopping
and starting, these technicians will generally do a lot of
brake work. Welding and metal-fabrication tasks are often
required in this field.
FIGURE 42—Servicing modern refuse-hauling vehicles like this one demands a strong knowledge of hydraulics
along with the ability to work with the computer systems that help control the vehicle. (Photo Courtesy of Mack
Trucks, Inc.)

Mine-Equipment Service Technicians
The mining industry also employs many diesel technicians.
The mining industry is diverse, with mining technicians see-
ing a wide variety of function-specific equipment designs.
Mining work may be completed in unique environments, and
the technician has to be able to adapt to the sometimes dan-
gerous surroundings. Whether you’re 1,500 feet underground
on a loader or working on a 350-ton truck, you must still be
able to adapt basic repair principles to the equipment you’re
servicing. As a beginning technician in the mining industry
you start working near more experienced technicians until
you’re capable of working independently. Many mining tech-
nicians have their tools furnished by their employer. Tools
and high pay incentives are aimed at offsetting the difficult
and dangerous environment in which mine-equipment tech-
nicians sometimes work. Training opportunities are available
for mining technicians to become accustomed to the special
equipment used.
Now take a few moments to review what you’ve learned by
completing Self-Check 4.

Self-Check 4
1. A company operating 75 trucks might be said to have a ______ sized fleet.
2. _______ work is paid for by the vehicle’s manufacturer.
3. Detroit Diesel manufactures ______.

_____ 4. Manufacturers of construction equipment are the largest employer of diesel engine
service technicians.
_____ 5. Farm equipment technicians must be skilled in hydraulics and diesel mechanics to
perform their job.
_____ 6. Most technicians will need to supply their own basic tools such as wrenches and
sockets.
_____ 7. Fleet lease companies often employ their own technicians.

BECOMING A PROFESSIONAL
What are the qualities that separate an excellent technician
from one who isn’t as skilled? The answer is knowledge,
training, and certification. The skills you’ll learn in this pro-
gram, combined with some hands-on experience, will be all
you’ll need to get started in the field. It will also be helpful to
obtain certification from a professional organization. Let’s
look at how you’ll go about achieving your goal.
First of all, a technician should have a fairly broad knowl-
edge of all types of vehicle systems. This should include an
understanding of vehicle operation, proper service proce-
dures, and troubleshooting. Most successful technicians have
had some formal training in the repair field and, after gaining
some experience, have mastered the skills needed to repair
all types of vehicle systems.
Just about anyone can learn to replace defective parts.
However, a professional training program can change a per-
son from a “parts changer” into a skilled troubleshooter.
Troubleshooting skills are the most valuable skills a profes-
sional technician can have (Figure 43). The key to learning
how to diagnose problems is the completion of a thorough
training program (such as the program you’re now taking). By
successfully completing such a program, you’ll have earned a
diploma that tells everyone you’re a true professional.

FIGURE 43—Troubleshooting charts like this one aid technicians in locating and correcting problems. Training and
the ability to think your way through a job are the most highly valued troubleshooting tools. (Courtesy of Mack
Trucks, Inc.)

Obtaining Certification
Another excellent way to demonstrate your skills as a repair
technician is to complete a certification program. Most such
programs are simply “practical exams” that are sponsored by
manufacturers or professional associations. These exams are
designed to test your skills in various areas of the repair
fields. When you successfully pass a certification exam, you’ll
be awarded a certificate that indicates you’ve met the profes-
sional qualifications set by the organization.
In most cases you won’t need to pass a certification exam to
be successfully employed. When you’re just starting out in
the field of diesel engine repair, you’ll still be learning your
trade, and you won’t immediately be expected to become cer-
tified. In fact, many certification organizations require that
you have a certain amount of work experience before you can
take their exams. Later on, when you gain some experience,
you may choose to take a certification exam. A certificate
from a professional association enhances your job skills, and
is a good way to prove your abilities to current or prospective
employers.
Employers tend to favor certified technicians for employment
and job advancement. There are several reasons for this.
First, a professional certificate clearly shows that you have
knowledge and skills in the repair field. The certificate shows
that no matter what your age, level of schooling, training, or
experience, you have the hands-on, professional skills need-
ed to do a good job. Certification allows an employer to com-
pare the skills of different job applicants; a certificate may
give you a strong advantage over other candidates for a job.
Also, customers tend to be impressed by certified techni-
cians. As a certified technician, you’re entitled to wear an
insignia on your uniform or coveralls that clearly shows that
you’re certified. Customers tend to favor businesses that
employ certified technicians, so many independent repair,
lease-fleet, and dealership shops want to hire certified
technicians.
It’s important to remember that all the information in this
training program has been designed to reflect the content of
the National Institute for Automotive Service Excellence (ASE)
certification exams. The ASE is the largest professional

certification body in the United States for vehicle repair tech-
nicians. The ASE has worked for many years to improve the
quality of service provided by technicians like you.
The ASE certification system uses voluntary testing and an
evaluation of on-the-job experience to confirm that a techni-
cian meets professional standards of excellence. A person
who successfully achieves ASE certification is considered to
carry a professional “seal of approval.” The certification pro-
vides customers with proof of a technician’s ability, as well
as a commitment to quality service. An ASE certificate is a
nationally recognized symbol of excellence, and employers
will view a person who has this certificate as a first-class
professional. In fact, some shops will employ only technicians
who have ASE certification. These shops will display the blue
ASE seal of excellence on their sign.
To become ASE certified, a technician must pass one or more
examinations from the Medium/Heavy Duty Truck Test series.
The exam questions are based on actual situations, scenarios,
and problems that would be seen every day in a repair shop.
Each separate examination covers a particular vehicle service
area. You can elect to obtain certification in any or all of the
areas. The exams cover the following topics:
• Diesel engines
• Drive trains
• Brakes
• Suspension and steering
• Electrical and electronic systems
• Heating and air conditioning systems
• Preventive maintenance
The ASE sponsors certification exams several times a year
throughout the United States. The ASE recognizes two levels
of professional qualification and ability: medium/heavy duty
truck technician and master truck technician. You must pass
at least one exam to obtain the technician certificate and all
seven to become a master technician. Every five years after
you pass an exam, you must be retested to retain your
certificate.

Each ASE test contains between 40 and 80 multiple-choice
questions. The exams are written by working repair techni-
cians, instructors, engine and vehicle manufacturers, parts
manufactures, and other industry professionals. The ques-
tions are designed to measure your knowledge of trouble-
shooting and repair skills that you use on the job every day.
The questions are practical and completely job-related.
To be eligible to take ASE exams, you must have two or
more years of hands-on working experience as a technician.
However, formal training may be substituted for hands-on
experience according to the following guidelines:
• High school training. Three full years of high school
training in an applicable field may be substituted for one
year of work experience.
• Post-high-school training. Two full years of post-high-

school training in a public or private trade school,
technical institute, college, or apprenticeship program
may substitute for one year of work experience.
• Short training programs. For other formal training

programs, two months of training may be substituted
for one month of work experience (Figure 44).
If you’re just starting out in the diesel engine repair field and
want to achieve ASE certification, you can see how formal
training can be very useful in reaching your goal.

FIGURE 44—Many training programs offered to working technicians will resemble the type of training you’ll
receive in this program. Giving you a head start in handling technical training is just one of the ways this program
prepares you for a successful career. (Courtesy of Mack Trucks, Inc.)

Personal Skills
Qualified service technicians come from all walks of life and
from a variety of age groups. Anyone who’s willing to learn
the job can become a professional technician. However, you
can develop a personal advantage in the job market by being
energetic, ambitious, and self-confident. Virtually anyone
who’s willing to work hard to learn the job can become a
service technician. But learning to communicate with other
people isn’t always as easy. Developing what are known as
“people skills” is as much a part of vehicle repair as any
other business. People skills are communication skills that
strengthen understanding between persons.
High on the list of these skills are consideration, sincerity,
courtesy, patience, and the ability to relate to and under-
stand the problems of others. Any previous experience you’ve
had in dealing with the public will be a definite asset to your
career. You’ll use your communication skills every day when
dealing with coworkers, prospective employers, manufactur-
er’s representatives, customers (or drivers), and supervisors.
Good communication skills are as much of an asset to your
career as excellent technical skills.
Professional Image and Conduct

Did you know that a person upon meeting you, will form an
opinion of you within just a few minutes? Once that opinion
is formed, whether good or bad, it will be hard to change it.
For this reason, it’s very important that you always look and
act like a professional. That way, you’ll make an excellent
impression that inspires confidence in both prospective
employers and your customers.
The pursuit of excellence sets a fine technician apart from an
average one. Paying attention to detail is one important way
to provide excellent service. You’ll inspire confidence and loy-
alty in your employers if they perceive you to be honest and
skilled in the way you work. Let your excellent work and pro-
fessional manner speak for themselves, and you’ll get all the
work and opportunity for advancement that you can handle.

Remember, as a skilled professional, you should always
make an effort to maintain a professional appearance. No
one is saying that you need to look like a fashion model, but
you should make it a habit to dress neatly, practice good
grooming, speak pleasantly, and keep your tools neatly
organized. If you own your own shop, keep your work areas
and office well organized and attractive. These qualities are
very important to prospective employers, especially in larger
businesses that serve external customers. An unkempt
appearance detracts from your professional image and may
even cause you to lose business. No matter how good your
work is, your customer may think that you neglect your job
as much as your appearance, and it will be hard to change
the customer’s impression of you.
Offering Outstanding Service

When you begin your career as a professional, remember
this old saying: “Customers aren’t an interruption of our
business; they’re the reason for it.” For this reason, the most
important part of your job as a technician will be to provide
excellent service to your valuable customers. Keep in mind
that these customers may be truck owners who choose to trust
the independent repair shop in which you work to service their
vehicle. Alternatively, they could be drivers employed by the
same large fleet owner as you. Or, they may be the operators
of emergency vehicles—providing a service on which we all
depend (Figure 45). These drivers will count on you to provide
them with a safe, road-worthy vehicle to operate. Let’s look
at a few ways that you can offer outstanding service.
1. Offer immediate service. Speedy and efficient service is
essential in the vehicle repair field. Very few businesses
provide such a need to get things done quickly. When
a freight-hauling truck won’t run, the goods it carries can’t
be delivered to their destination (which could be a man-
ufacturing facility, hospital, or other critical destination
depending on the materials). Often this means that the
truck’s owner must pay a penalty to the customer, per-
haps delivering the freight for free. Similarly, buses,

construction equipment, farm vehicles, and other diesel-
powered vehicles are most often used by their owners to
make a living. When one of these vehicles doesn’t run, its
owner can’t make a living. A technician or business who
can get a job done quickly and properly will get more
work than he or she can handle.
FIGURE 45—Just as we all depend on the services offered by emergency-response workers, the drivers of these vehi-
cles depend on technicians to keep them operating reliably and safely. (American LaFrance Eagle Pumper)
2. Always do a job right the first time. Jobs that require

rework cost your employer and customers more money
and aggravation than necessary.
3. Be knowledgeable about vehicles and related products. As
a professional technician, you’ll frequently encounter and
be asked to master new technologies and products. To do
this, you must be knowledgeable about the variety of
vehicles that are on the road today. Take some time to
study manufacturer’s catalogs, popular magazines, and
professional journals. Visit dealerships to look at new
vehicles and judge their quality and features for yourself.
Keep current on new developments in vehicle technology,
performance, and safety features.

4. Do competitive work. Your work habits and abilities will
determine how well you accomplish tasks to which
you’re assigned and how quickly you complete your
work. Depending on your type of workplace, your
employer may be willing to pay you more for excellent
work quality and output.
5. Develop more skills than your employer or customer
expects. A knowledgeable technician who knows how to
do a wide variety of jobs (and who has the tools needed
to do them) is invaluable. Because of the many different
makes and models of vehicles on the road today, many
professional technicians offer only a limited number of
services. This is particularly true in larger companies
where, as you’ve learned, many technicians specialize in
a specific area. In a smaller organization, however, you’ll
be expected to develop a broader range of maintenance
and repair capabilities.

Self-Check 5
_____ 1. To become an ASE-certified technician, you need only pass one exam.
_____ 2. In most states, you can’t work as a mechanic unless you’re ASE certified.
_____ 3. It’s important that your appearance be neat to give your customers a good
impression.
_____ 4. There are two levels of ASE certification.
_____ 5. Because of the many types of vehicles available today, many technicians choose
one field and specialize in it.
_____ 6. One benefit of ASE certification is the guarantee of job placement and advancement.
_____ 7. An applicant must demonstrate applicable work experience to gain ASE certification.

Self-Check 1
1. False
2. True
Answers
3. False
4. diesel
5. Automotive Service Excellence
Self-Check 2
1. True
2. False
3. True
4. steering
5. climate control
6. battery
7. driveline
8. torque
Self-Check 3
1. False
2. True
3. False
4. True
5. False
6. compression
7. bottom dead center (BDC)
8. exhaust
9. intake, exhaust
10. intake
11. power
91
Self-Check 4
1. medium-
2. Warranty
3. engines
4. False
5. True
6. True
7. True
Self-Check 5
1. True
2. False
3. True
4. True
5. True
6. False
7. True
92 Self-Check Answers
Examination
Introduction to Diesel Truck Mechanics
EXAMINATION NUMBER:
05500200
Whichever method you use in submitting your exam
answers to the school, you must use the number above.
For the quickest test results, go to

http://www.takeexamsonline.com
When you feel confident that you have mastered the material in
this study unit, complete the following examination. Then submit
only your answers to the school for grading, using one of the
examination answer options described in your “Test Materials”
envelope. Send your answers for this examination as soon as you
complete it. Do not wait until another examination is ready.
Questions 1–20: Select the one best answer to each question.
1. During which stage of engine operation does the burning

mixture of air and fuel force the piston downward?
A. Compression C. TDC
B. Power D. Ignition
2. One horsepower is equal to how many foot-pounds of work

per second?
A. 150 foot-pounds C. 450 foot-pounds
B. 250 foot-pounds D. 550 foot-pounds
93
3. What type of drive train might you expect to find on a diesel-powered utility vehicle
intended for rough, off-road terrain?
A. Rear-wheel drive C. Front-wheel drive
B. Four-wheel drive D. Automatic drive
4. One workplace that might eventually allow a technician to perform almost all types of
vehicle repair and engine rebuild work is a(n)
A. small lease company. C. engine distributing company.
B. large-fleet shop. D. roadside service company.
5. Two technicians are discussing the gears in a standard transmission. Technician A says
that when driving uphill you should shift into a higher gear to prevent slow speeds and lack
of power. Technician B says that when going downhill you should shift into a lower gear to
prevent damage to the motor from the higher speeds. Which of the following statements
is true?
A. Only Technician A is correct. C. Both technicians are correct.
B. Only Technician B is correct. D. Neither technician is correct.
6. During what stage of engine operation does the piston move upward in the cylinder,
forcing the gases left by the burned fuel out of the cylinder?
A. TDC C. Compression
B. Exhaust D. Ignition
7. _______ brake systems help prevent trucks from sliding out of control on the highway
when trying to quickly stop.
A. Antilock C. Hydraulic
B. Pneumatic D. Emergency
8. The system that helps control components of other truck systems such as antilock brakes
and cab air-temperature control valves is the
A. driveline. C. suspension system.
B. electronic system. D. monitor system.
9. What vehicle system is responsible for keeping the tires in contact with the road?
A. The suspension system C. Transmission
B. The steering system D. Drive train
94 Examination
10. The ASE certification exam
A. is required before working on any engine.
B. certifies that you’re a qualified service technician.
C. certifies that you’ve completed this program.
D. certifies that you’re a vehicle sales specialist.
11. An employer is most likely to purchase or provide hand tools for which of the following
types of technicians?
A. Large-fleet technician C. Tour-bus service technician
B. Small-fleet technician D. Mine equipment technician
12. The small space above the piston in which fuel is burned is called the
A. crankshaft. C. top dead center.
B. combustion chamber. D. cylinder head.
13. The feature that allows for easier handling and steering is called
A. hydraulic assist. C. power steering.
B. steering assist. D. hydraulic steering.
14. A heavy-duty vehicle’s electrical system is normally rated at _______ volts.

A. 2 to 6 C. 12 or 24
B. 6 or 12 D. 24 to 40
15. The distance the piston must travel from TDC to BDC is referred to as the _______ of the
engine.
A. displacement C. bore
B. throw D. stroke
16. Which of the following are not considered freight-transporting diesel-powered vehicles?
A. Barges C. 18-wheelers
B. Trains D. Farm vehicles
17. Which of the following are three advantages diesel engines offer over gasoline engines?
A. More power, longer life, quieter operation
B. Longer life, quieter engines, better fuel economy
C. Better fuel economy, longer life, and more power
D. More power, better fuel economy, and quieter operation
Examination 95
18. Basic engine operation can be divided into four stages. These stages are
A. compression, power, rotary motion, and exhaust.
B. exhaust, intake, explosion, and ignition.
C. intake, compression, power, and exhaust.
D. ignition, compression, power, and exhaust.
19. When a piston is at its lowest position in the cylinder, it’s said to be at
A. BDC. C. TDC.
B. IHP. D. BHP.
20. A technician with strong knowledge of hydraulic systems is well suited to work on
A. transit buses. C. refuse equipment.
B. light trucks. D. climate-control components.
96 Examination

L2 Intro To Diesel Truck Mechanics

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

L2 Intro To Diesel Truck Mechanics

Uploaded by

Copyright:

Available Formats

Study Unit

When you complete this study unit, you’ll be able to

OVERVIEW OF VEHICLE SYSTEMS 15

BASIC ENGINE OPERATION 40

CAREERS FOR DIESEL-POWER SERVICE

The Diesel Engine Service

wide range of systems found on diesel-engine-powered vehicles

2 Introduction to Diesel Truck Mechanics

Where Diesel Engine Service

Introduction to Diesel Truck Mechanics 3

4 Introduction to Diesel Truck Mechanics

suspension systems still applies to the equipment found in

Introduction to Diesel Truck Mechanics 5

Diesel engine service technicians can also be found working

Your Educational Goals

6 Introduction to Diesel Truck Mechanics

Introduction to Diesel Truck Mechanics 7

8 Introduction to Diesel Truck Mechanics

Introduction to Diesel Truck Mechanics 9

10 Introduction to Diesel Truck Mechanics

Introduction to Diesel Truck Mechanics 11

12 Introduction to Diesel Truck Mechanics

Introduction to Diesel Truck Mechanics 13

Indicate whether the following statements are True or False.

4. Most freight is transported by equipment that’s _______ engine powered.

Check your answers with those on page 91.

14 Introduction to Diesel Truck Mechanics

Introduction to Diesel Truck Mechanics 15

Modern diesel engines contain a variety of electronic and

16 Introduction to Diesel Truck Mechanics

The Brake System

Introduction to Diesel Truck Mechanics 17

18 Introduction to Diesel Truck Mechanics

Introduction to Diesel Truck Mechanics 19

20 Introduction to Diesel Truck Mechanics

FIGURE 9—A large freight-hauling truck has many axles

Introduction to Diesel Truck Mechanics 21

Alignment tasks are one of the areas in which technicians

22 Introduction to Diesel Truck Mechanics

turn the steering wheel. This type of steering system is com-

Introduction to Diesel Truck Mechanics 23

When a vehicle travels over a rough road surface, the sus-

24 Introduction to Diesel Truck Mechanics

Introduction to Diesel Truck Mechanics 25

26 Introduction to Diesel Truck Mechanics

Introduction to Diesel Truck Mechanics 27

28 Introduction to Diesel Truck Mechanics

The type of transmission a vehicle contains is generally a

Introduction to Diesel Truck Mechanics 29

30 Introduction to Diesel Truck Mechanics

In a freight-hauling vehicle, the rear wheels carry much of

Introduction to Diesel Truck Mechanics 31

The Electrical and Electronic System

32 Introduction to Diesel Truck Mechanics

FIGURE 18—This system

Introduction to Diesel Truck Mechanics 33

34 Introduction to Diesel Truck Mechanics

Introduction to Diesel Truck Mechanics 35

36 Introduction to Diesel Truck Mechanics

Introduction to Diesel Truck Mechanics 37

38 Introduction to Diesel Truck Mechanics

4. The direction of a vehicle’s motion is primarily controlled by the _______ system.