A TECHNICAL REPORT ON

STUDENT INDUSTRIAL WORK EXPEREINCE

SCHEME (S.I.W.E.S)

UNDERTAKEN AT
JULIUS BERGER NIGERIA PLC

BY
EZEANI SAMUEL NDUKA
20171029003

DEPARTMENT OF AGRICULTURAL AND BIO-RESOURCES

ENGINEERING

SUBMITTED IN PARTIAL FULFILLMENT OF THE AWARD OF

BACHELOR OF ENGINEERING (B.ENG) IN
AGRICULTURAL AND BIO-RESOURCE ENGINEERING.
SCHOOL OF ENGINEERING.
FEDERAL UNIVERSITY OF TECHNOLOGY, OWERRI
IMO STATE,
NIGERIA.

DECEMBER, 2023.
 CERTIFICATION
This is to certify that this work was carried out by me: EZEANI SAMUEL
NDUKAof Matric number 20171029003 at Julius Berger Nig. Plc for the duration
of 6 months has been duly completed has required by the Industrial Training Fund
(ITF) and Department of Agricultural and Bioresources Engineering, Federal
University of Technology, Owerri. Imo State, Nigeria. Also, this is to certify that
this report has been written in accordance to the guidelines and format laid down
by Federal University of Technology Owerri.

………………………… ………………………
Student Signature Date
 ACKNOWLEDGEMENT
My regards to God Almighty for the wisdom, protection and infinite mercies,
throughout the period of my SIWES.

Also, the Student Industrial Work Experience Scheme (SIWES). They have helped
a lot in assisting students to acquire the relevant practical on the job experience.

I also want to appreciate my supervisor Mr. Atsenokhai Sunday being great mentor
throughout my SIWES period; including Mr. Wale for his kind generosity and
persuasion in my learning process.

To my department, Agricultural and Bio-resources Engineering, I say a very big

thank you for giving me this opportunity to have such a wonderful experience.

Thank you!
 DEDICATION
I dedicate this report first and foremost to God Almighty, my family, to my
University, Federal University of Technology Owerri, and the company, Julius
Berger Nigeria Plc. and its staff for all the knowledge shared.
 SUMMARY
This Industrial Report presents the experience garnered during my six months
of Industrial Training undertaken at Julius Berger Nigeria Plc, Lagos.
My training was on diagnosis, repairs, maintenance in automobile vehicle (Earth-
moving equipment) ranging from Mobile Cranes, Scissors lift, Hiab truck, Pile Rig
machine, Forklifts.Likewise work done at Warehouse section.
During this period, I acquired practical knowledge on how to repair, replace
and install some mechanical parts and systems.Also assisted in providing the units
the functionality they need.
This report discusses the technical skills gained during the training period, and
justifying the relevance of the scheme in equipping students with needed technical
competence to thrive in the real world.
 TABLE OF CONTENTS

Contents
CERTIFICATION...........................................................................................................................ii

ACKNOWLEDGEMENT..............................................................................................................iii

DEDICATION................................................................................................................................iv

SUMMARY.....................................................................................................................................v

CHAPTER 1....................................................................................................................................1

INTRODUCTION OF INDUSTRIAL TRAINING........................................................................1

1.0 THE STUDENT INDUSTRIAL WORK EXPERIENCE (SIWES).....................................1

1.1 BRIEF HISTORY OF SIWES...............................................................................................2

1.2 VISION STATEMENT.........................................................................................................2

1.3 MISSION STATEMENT......................................................................................................3

1.4 AIM OF SIWES.....................................................................................................................3

1.5 OBJECTIVE OF SIWES.......................................................................................................3

1.6 IMPORTANCE OF SIWES...................................................................................................4

1.7 BODIES INVOLVED IN THE MANAGEMENT OF SIWES.............................................4

1.8 BENEFITS OF INDUSTRIAL TRAINING FOR STUDENTS...........................................4

CHAPTER 2....................................................................................................................................6

INTRODUCTION TO TRAINING PROGRAM............................................................................6

2.0 GENERAL BACKGROUND & NAME OF COMPANY....................................................6

2.1 SCOPE OF OPERATION.....................................................................................................6

CHAPTER 3..................................................................................................................................11

THE TRAINING PROGRAM......................................................................................................11

3.0 DESCRIPTION OF WORK DONE....................................................................................11

3.1 AUTOMOTIVE MECHANICAL SYSTEMS AND SERVICES.......................................12

3.10 ENGINE.........................................................................................................................12

3.11 CRANES........................................................................................................................14

3.12 SIMPLE ENGINE SERVICE........................................................................................15

 3.13 HYDRAULICS SYSTEM.............................................................................................16

3.14 ELECTRICAL SYSTEM AND SERVICE...................................................................21

3.15 MECHANICAL SYSTEM AND SERVICE.................................................................24

3.16 FUEL SYSTEM AND SERVICE..................................................................................28

3.17 COOLING SYSTEM AND SERVICE..........................................................................33

3.18 DRIVE-TRAIN SYSTEM AND SERVICE..................................................................36

3.19 BRAKING SYSTEM AND SERVICE...........................................................................39

CHAPTER 4..................................................................................................................................52

IMPLICATION OF THE TRAINING PROGRAMME/EVALUATION OF THE TRAINING

PROGRAMME..............................................................................................................................52

4.0 INTERPLAY OF UNIVERSITY-TAUGHT COURSES....................................................52

4.1 EXPERIENCE GAINED AND PERSONAL CHALLENGES ENCOUNTERED............53

4.2 EXPERIENCED GAINED..................................................................................................54

4.3 PERSONAL CHALLENGES ENCOUNTERED...............................................................54

CHAPTER 5..................................................................................................................................54

5.0 CONCLUSION AND RECOMMENDATION......................................................................54

5.1 CONCLUSION....................................................................................................................54

5.2 RECOMMENDATIONS.....................................................................................................55
 CHAPTER 1
INTRODUCTION OF INDUSTRIAL TRAINING
1.0 THE STUDENT INDUSTRIAL WORK EXPERIENCE (SIWES)

Established in 1971, the Industrial Training Fund has operated consistently and painstakingly
within the context of its enabling laws Decree 47 of 1971 as Amended in the 2011 ITF ACT.
The objective for which the Fund was established has been pursued vigorously
andefficaciously. In the four decades of its existence, the ITF has not only raised training
consciousness in the economy, but has also helped in generating a corps of skilled indigenous
manpower which has been manning and managing various sectors of the national economy.

Over the years, pursuant to its statutory responsibility, the ITF has expanded its structures,
developed training programmes, reviewed its strategies, operations and services in order to meet
the expanding, and changing demands for skilled manpower in the economy. Beginning as a
Parastatal “B” in 1971, headed by a Director, the ITF became a Parastatal “A” in 1981, with a
Director-General as the Chief Executive under the aegis of the Ministry of Industry. The Fund
has a 13-member Governing Council and operates with 10 Departments and 4 Units at the
Headquarters, 38 Area Offices, 4 Skills Training Centres, and a Centre for Industrial Training
Excellence.

The Students Industrial Work Experience Scheme (SIWES) is a Skills Training Programme
designed to prepare and expose Students of Universities, Polytechnics, Colleges of Technology,
Colleges of Agriculture and Colleges of Education for the Industrial Work situation they are
likely to meet after graduation. The Scheme affords Students the opportunity of familiarizing
and exposing themselves to handling equipment and machinery that are usually not available in
their Institutions.

Before the establishment of the Scheme, there was a growing concern that graduates of our
Institutions of higher learning lacked adequate practical knowledge and that the theoretical
education in Higher Institutions was not responsive to the needs of the Employers of Labour.

It is against this background that the Industrial Training Fund (ITF) initiated, designed and
introduced SIWES Scheme in 1973 to acquaint Students with the skills of handling Industrial
equipment and machinery.
1.1 BRIEF HISTORY OF SIWES

SIWES was founded in 1973 by ITF (Industrial Training Funds) to address the problem of
tertiary institution graduates' lack of appropriate skills for employment in Nigerian industries.
The Students' Industrial Work Experience Scheme (SIWES) was founded to be a skill training
programme to help expose and prepare students of universities, Polytechnics and colleges of
education for the industrial work situation to be met after graduation.
This system facilitates the transfer from the classroom to the workplace and aids in the
application of knowledge. The program allows students to become acquainted with and exposed
to the experience required in handling and operating equipment and machinery that are typically
not available at their schools.

Prior to the establishment of this scheme, there was a rising concern and trend among
industrialists that graduates from higher education institutions lacked appropriate practical
experience for employment. Students who entered Nigerian universities to study science and
technology were not previously trained in the practical aspects of their chosen fields. As a result
of their lack of work experience, they had difficulty finding work.

As a result, employers believed that theoretical education in higher education was unresponsive
to the needs of labor employers. Thousands of Nigerians faced this difficulty till 1973. The
fund's main motivation for establishing and designing the scheme in 1973/74 was launched
against this context.

The ITF (Industrial Training Fund) organization decided to aid all interested Nigerian students
and created the SIWES program. The federal government officially approved and presented it in
1974. During its early years, the scheme was entirely supported by the ITF, but as the financial
commitment became too much for the fund, it withdrew in 1978. The National Universities
Commission (NUC) and the National Board for Technical Education (NBTE) were given
control of the scheme by the federal government in 1979. The federal government handed over
supervision and implementation of the scheme to ITF in November 1984. It was taken over by
the Industrial Training Fund (ITF) in July 1985, with the federal government bearing entire
responsibility for funding.
1.2 VISION STATEMENT

 To equip students with the necessary practical knowledge and technical skills for self-
employment and effective involvement in Nigeria's industrial growth.
 To be the Leading Skills Training Organisation In Nigeria And one of the best in the
World.
 To be the leading Human Capital Development OrganizationIn Nigeria, and one of the
best in the World.

1.3 MISSION STATEMENT

To set, regulate training standards andprovide need-Based Human Capital Development
Interventions using acorps ofhighly competent professionals in line with Global best practices.

1.4 AIM OF SIWES

The scheme is aimed at bridging the existing gap between theory and practice of Sciences,
Agriculture, Medical Sciences (including Nursing), Engineering and Technology, Management,
Information and Communication Technology, and other professional educational programmes
in the Nigerian tertiary institutions. It is aimed at exposing students to machines andequipment,
professional work methods, and ways of safeguarding the work areas and workers in industries,
offices, laboratories, hospitals, and other organizations.

1.5 OBJECTIVES OF SIWES

The Industrial Training Fund’s Policy Document No. 1 of 1973 which established SIWES
outlined the objectives of the scheme as:
 Provide an avenue for students in Institutions of higher learning to acquire industrial
skills and experience in their respective courses of study.
 Prepare students for the Industrial Work situation they are likely to experience after
graduation.
 Expose students to work methods and techniques of handling equipment and machinery
that may not be available in their Institutions.
 Make the transition from school to the world of work easier; and enhance students’
networks for later job placements.
 Provide students with an opportunity to apply their knowledge to real work situations,
thereby bridging the gap between theory and practice; and
 Enlist and strengthen Employers’ involvement in the entire educational process; thereby
preparing the students for employment in Industry and Commerce.
1.6 IMPORTANCE OF SIWES
 Assists students in combining classroom theoretical knowledge with actual hands-on
application of knowledge.
 They receive hands-on experience with technology and apparatus that institutions may
not provide.
 Improve their critical thinking, creativity, initiative, resourcefulness, leadership, time
management, presenting abilities, and interpersonal relationships.
 Improve students' contacts with possible employers while they are in training.
 Helps to bridge the knowledge gap between institutions and the appropriate production
capabilities required in work organisations.

1.7 BODIES INVOLVED IN THE MANAGEMENT OF SIWES

The organizations involved in the management are:
 The Federal Government
 The Industrial Training Fund (ITF)
 The Supervisory Agencies such as NUC and NABTEB

1.8 BENEFITS OF INDUSTRIAL TRAINING FOR STUDENTS

 Industrial Training can make the students aware of the Industry Norms.
 The students get to work in a real work environment which can help them in
understanding how an organization works.
 It also helps them in knowing the latest happenings in the industry.
 It helps the students in understanding and using the latest technologies.
 Industrial Training can fetch them job offers from good companies.
 The students can get certifications and recommendations from the company after
completion of their training program.
 CHAPTER 2

INTRODUCTION TO TRAINING PROGRAM

2.0 GENERAL BACKGROUND AND NAME OF COMPANY
Julius Berger Nigeria Plc is a leading construction company offering integrated construction
solutions and related services. Since its pioneer project in 1965, Julius Berger has played a
pivotal role in the development of Nigeria’s industrial and civil infrastructure. Julius Berger
specialises in executing complex works requiring the highest level of technical expertise and
Nigeria-specific knowhow.
The Company utilizes state-of-the-art construction methods and technologies to ensure that
quality and innovation are prioritised for the benefit of clients. Julius Berger’s business is
supported by vertically integrated operations, which augment efficiency and timely project
execution. Subsidiaries and additional facilities make it possible to realise multifaceted
construction projects at the highest level of performance. Core competencies cover all project
phases including planning, design, engineering, construction, operation and maintenance, for
infrastructure industry and building projects. Furthermore, Julius Berger is a forerunner in
developing green buildings that comply with the Leadership in Energy and Environmental
Design (LEED) requirements.
The Company’s value system has, over time, defined and differentiated its business, thereby
setting a benchmark in the Nigerian construction industry. Excellence in health, safety and
environmental protection, investment in the professional development of staff as well as
sustainable business practices are fundamental components of Julius Berger’s corporate culture.
Julius Berger is unmistakably recognised throughout Nigeria as a reliable partner. The breadth
and depth of Julius Berger’s expertise, knowhow and strong supply chains provide particular
assurance for clients. Moreover, the company’s competitive edge is solidified through
adherence to globally recognized standards and through collaborative partnership, focused on
efficient and value-driven project planning and execution.
The company has been listed on the Nigerian Stock Exchange since 1991. The construction
business of Julius Berger is the heart of the Julius Berger Group. With 18,000 employees from
close to 40 nations and clients from both Nigeria and the global oil and gas industry.

2.1 SCOPE OF OPERATION

Julius Berger is a leading Nigerian company offering integrated construction solutions and
related services. They specialize in executing complex works that require the highest levels of
technical expertise and excel in the implementation of state-of-the-art construction methods and
technologies. Core competencies cover all project phases, including planning,
design,engineering, construction, maintenance and operation for building, infrastructure and
industry projects. International Organization for Standardization certification (ISO)
demonstrates that their Quality Management Systems are well equipped to consistently meet
clients' needs and that quality is continuously improved.
Combined with the collaborative approach, our drive towards innovation, expansive experience
and resources underpins project success. With a proven record of delivering quality results on-
time.

CHAPTER 3

THE TRAINING PROGRAM

3.0 DESCRIPTION OF WORK DONE
During my stay at Julius Berger Nigeria Plc, Lekki yard, off Lekki-Epe Expressway, Lagos,
I was assigned to the Crane Workshop department, under the ERC (Equipment Recondition
Center), as a Diagnosis/Mechanical Technician. Job duties in the department includes;
 Repair and maintenance of Crane
 Repair and maintenance of Scissors lift machine
 Repair and maintenance Pile Rig Machine
 Repair and maintenance of Hiab Trucks
 Repair and maintenance of Forklifts

SAFETY
Workshop safety is protection from risk of harm or injury to humans or damage to machines
and tools in the workshop.
In my first month at the workshop, I was placed on probation. Having been addressed by the
HSE (Health, Safety and Environment) officer, Mr. Jimoh, I was not allowed to fully take part
in the workshop activities, or use unfamiliar tools and equipment. Instead, I was asked to
observe and take note of activities, which is in line with the company’s directive for every new
intake, I.T (Internship) student, and visitor. I was given the safety orientation, likewise PPE
(Personal Protective Equipment), and safety manual.

SAFETY EQUIPMENT
 Engineering overall
 Face and Nose masks
 Safety googles
 Hand protective gloves
 Engineering Helmet
 Safety boots
3.1 AUTOMOTIVE MECHANICAL SYSTEMS AND SERVICES
3.10 ENGINE
An engine or motor is a machine designed to convert one or more forms of energy into
mechanical energy. Most of the engines we dealt with at the workshop were combustion
engines.Combustion engines are heat engines driven by the heat of a combustion process.Just
like every vehicle, Mobile Cranes use engines.
INTERNAL COMBUSTION ENGINE (IC ENGINE)
It is an engine in which combustion of fuel take place inside the engine. When the fuel burns
inside the engine cylinder, it generates a high temperature and pressure. This high-pressure
force is exerted on the piston (A device which free to moves inside the cylinder and transmit the
pressure force to crank by use of connecting rod), which used to rotate the wheels of vehicle. In
these engines we can use only gases and high volatile fuel like petrol, diesel. These engines are
generally used in automobile industries, generation of electric power etc.

Advantages of I.C. engine

It has overall high efficiency over E.C. engine.
 These engines are compact and required less space.
 Initial cost of I.C. engine is lower than E.C. engine.
 This engine easily starts in cold because of it uses high volatile fuel.

COMPONENTS OF IC ENGINE
1. Cylinder block
Cylinder is the main body of IC engine. Cylinder is a part in which the intake of fuel,
compression of fuel and burning of fuel take place. The main function of cylinder is to guide the
piston. It is in direct contact with the products of combustion so it must be cooled. For cooling
of cylinder, a water jacket (for liquid cooling used in most of cars) or fin (for air cooling used in
most of bikes) are situated at the outer side of cylinder. At the upper end of cylinder, cylinder
head and at the bottom end crank case is bolted. The upper side of cylinder is consisting a
combustion chamber where fuel burns. To handle all this pressure and temperature generated by
combustion of fuel, cylinder material should have high compressive strength. So it is made by
high grade cast iron. It is made by casting and usually cast in one piece.
2. Cylinder head
The top end of the engine cylinder is closed by means of removable cylinder head. There are
two holes or ports at the cylinder head, one for intake of fuel and other for exhaust. Both the
intake and exhaust ports are closed by the two valves known as inlet and exhaust valve. The
inlet valve, exhaust valve, spark plug, injector etc. Are bolted on the cylinder head. The main
function of cylinder head is to seal the cylinder block and not to permit entry and exit of gases
on cover head valve engine. Cylinder head is usually made by cast iron or aluminum. It is made
by casting or forging and usually in one piece.
3. Piston
A piston is fitted to each cylinder as a face to receive gas pressure and transmit the thrust to the
connecting rod. It is a prime mover in the engine. The main function of piston is to give tight
seal to the cylinder through bore and slide freely inside the cylinder. Piston should be light and
sufficient strong to handle gas pressure generated by combustion of fuel. So the piston is made
by aluminum alloy and sometimes it is made by cast iron because light alloy piston expands
more than cast iron so they need more clearances to the bore.

4. Piston rings
A piston must be a fairly loose fit in the cylinder so it can move freely inside the cylinder. If the
piston is too tight fit, it would expand as it got hot and might stick tight in the cylinder and if it
is too loose it would leak the vapor pressure. To provide a good sealing fit and less friction
resistance between the piston and cylinder, pistons are equipped with piston rings. These rings
are fitted in grooves which have been cut in the piston. They are split at one end so they can
expand or slipped over the end of piston. A small two stroke engine has two piston rings to
provide good sealing but a four-stroke engine has an extra ring which is known as oil ring.
Piston rings are made of cast iron of fine grain and high elastic material which is not affected by
the working heat. Sometimes it is made by alloy spring steel.

5. Connecting rod
Connecting rod connects the piston to crankshaft and transmits the motion and thrust of piston
to crankshaft. It converts the reciprocating motion of the piston into rotary motion of crankshaft.
There are two ends of connecting rod; one is known as big end and other as small end. Big end
is connected to the crankshaft and the small end is connected to the piston by use of piston pin.
The connecting rods are made of nickel, chrome, and chrome vanadium steels. For small
engines the material may be aluminum.
6. Crankshaft
The crankshaft of an internal combustion engine receives the efforts or thrust supplied by piston
to the connecting rod and converts the reciprocating motion of piston into rotary motion of
crankshaft. The crankshaft mounts in bearing so it can rotate freely. The shape and size of
crankshaft depends on the number and arrangement of cylinders. It is usually made by steel
forging, but some makers use special types of cast-iron such as spheroidal graphitic or nickel
alloy castings which are cheaper to produce and have good service life.

7. Engine bearing
Everywhere there is rotary action in the engine, bearings are needed. Bearings are used to
support the moving parts. The crankshaft is supported by bearing. The connecting rod big end is
attached to the crank pin on the crank of the crankshaft by a bearing. A piston pin at the small
end is used to attach the rod to the piston is also rides in bearings. The main function of
bearings is to reduce friction between these moving parts. In an IC engine sliding and rolling
types of bearing used. The sliding type bearing which are sometime called bush is use to attach
the connecting rod to the piston and crankshaft. They are split in order to permit their assembly
into the engine. The rolling and ball bearing is used to support crankshaft so it can rotate freely.
The typical bearing half is made of steel or bronze back to which a lining of relatively soft
bearing material is applied.

8. Crankcase
The main body of the engine at which the cylinder is attached and which contains the crankshaft
and crankshaft bearing is called crankcase. It serves as the lubricating system too and sometime
it is called oil sump. All the oil for lubrication is placed in it.
9. Spark plug
It is used in spark ignition engine. The main function of a spark plug is to conduct a high
potential from the ignition system into the combustion chamber to ignite the compressed air fuel
mixture. It is fitted on cylinder head. The spark plug consists of a metal shell having two
electrodes which are insulated from each other with an air gap. When high potential current
supply to spark plugs it jumping from the supply electrode and produces the necessary spark.

10. Injector
Injector is usually used in compression ignition engine. It sprays the fuel into combustion
chamber at the end of compression stroke. It is fitted on cylinder head.

11. Manifold
The main function of manifold is to supply the air fuel mixture and collects the exhaust gases
equally from all cylinder. In an internal combustion engine two manifold are used, one for
intake and other for exhaust. They are usually made by aluminum alloy.

12. Camshaft
Camshaft is used in IC engine to control the opening and closing of valves at proper timing. For
proper engine output inlet valve should open at the end of exhaust stroke and closed at the end
of intake stroke. So, to regulate its timing, a cam is use which is oval in shape and it exerts a
pressure on the valve to open and release to close. It is drive by the timing belt which drives by
crankshaft. It is placed at the top or at the bottom of cylinder.

13. Gudgeon pin or piston pin

These are hardened steel parallel spindles fitted through the piston bosses and the small end
bushes or eyes to allow the connecting rods to swivel. It connects the piston to connecting rod.
It is made hollow for lightness.

14. Pushrod
Pushrod is used when the camshaft is situated at the bottom end of cylinder. It carries the
camshaft motion to the valves which are situated at the cylinder head.

15. Flywheel
A flywheel is secured on the crankshaft. The main function of flywheel is to rotate the shaft
during preparatory stroke. It also makes crankshaft rotation more uniform.

TYPES OF I.C ENGINE

I.C. engine is widely used in automobile industries so it is also known as automobile engine. An
automobile engine may be classified in many manners.

According to number of strokes:

1. Two stroke engines

In a two-stroke engine a piston moves one time up and down inside the cylinder and complete
one crankshaft revolution during single time of fuel injection. This type of engine has high
torque compare to four stroke engines. These are generally used in scooters, pumping sets etc.

2. Four stroke engines

In a four-stroke engine piston moves two times up and down inside the cylinder and complete
two crankshaft revolutions during single time of fuel burn. This type of engines has high
average compare to two stroke engines. These are generally used in bikes, cars, truck etc.

According to design of engine:

1. Reciprocating engine (piston engine)

In reciprocating engine, the pressure force generates by combustion of fuel exerted on a piston
(A device which free to move in reciprocation inside the cylinder). The piston starts
reciprocating motion (to and fro motion). This reciprocating motion converts into rotary motion
by use of crank shaft. So, the crank shaft starts to rotate and make rotate the wheels of the
vehicle. These are generally used in all automobile.

2. Rotary engine (Wankel engine)

In rotary engine there is a rotor which frees to rotate. The pressure force generated by burning
of fuel is exerted on this rotor so the rotor rotates and starts to rotate the wheels of vehicle. This
engine is developed by Wankel in 1957. This engine is not used in automobile in present days.

According to fuel used:

1. Diesel engine
These engines use diesel as the fuel. These are used in trucks, buses, cars etc.

2. Petrol engine
These engines use petrol as the fuel. These are used in bikes, sport cars, luxury cars etc.

3. Gas engine
These engines use CNG and LPG as the fuel. These are used in some light motor vehicles.

According to method of ignition:

1. Compression ignition engine

In these types of engines, there is no extra equipment to ignite the fuel. In these engines burning
of fuel starts due to temperature rise during compression of air. So, it is known as compression
ignition engine.

2. Spark ignition engine

In these types of engines, ignition of fuel starts by a spark, generated inside the cylinder by
some extra equipment (Spark Plug). So, it is known as spark ignition engine.

According to number of cylinders:

1. Single cylinder engine

In this type of engines have only one cylinder and one piston connected to the crank shaft.

2. Multi-cylinder engine
In this type of engines have more than one cylinder and piston connected to the crank shaft

According to arrangement of cylinder:

1. In-line engine
 In this type of engines, cylinders are positioned in a straight line one behind the
other along the length of the crankshaft.

2. V-type engine
An engine with two-cylinder banks inclined at an angle to each other and with one
crankshaft known as V-type engine.

3. Opposed cylinder engine

An engine with two cylinders banks opposite to each other on a single crankshaft
(V-type engine with 180o angle between banks).
W-type engine
An engine same as V-type engine except with three banks of cylinders on the same
crankshaft known as W-type engine.

4. Opposite piston engine

In this type of engine there are two pistons in each cylinder with the combustion
chamber in the center between the pistons. In this engine, a single combustion
process causes two power strokes, at the same time.

5. Radial engine
It is an engine with pistons positioned in circular plane around the central crankshaft.
The connecting rods of pistons are connected to a master rod which, in turn,
connected to the crankshaft.

According to air intake process:

1. Naturally aspirated
In these types of engine intake of air into cylinder occur by the atmospheric pressure.

2. Supercharged engine
In this type of engine air intake pressure is increased by the compressor driven by
the engine crankshaft.

3.Turbocharged engine

In this type of engine intake air pressure is increase by use of a turbine compressor driven by
the exhaust gases of burning fuel.
ENGINE TERMINOLOGY
1. Top dead center (T.D.C.)
In a reciprocating engine the piston moves to and fro motion in the cylinder. When the piston
moves upper direction in the cylinder, a point at which the piston comes to rest or change its
direction known as top dead center. It is situated at top end of cylinder.
2. Bottom dead center (B.D.C.)
When the piston moves in downward direction, a point at which the piston come to rest or
change its direction known as bottom dead center. It is situated in bottom side of cylinder.
3. Stroke (L)
The maximum distance travel by the piston in single direction is known as stroke. It is the
distance between top dead center and bottom dead center.
4. Bore (b)
The inner diameter of cylinder known as bore of cylinder.
5. Maximum or total volume of cylinder (Vtotal)
It is the volume of cylinder when the piston is at bottom dead center. Generally, it is measure in
centimeter cube (c.c.).
6. Minimum or clearance volume of cylinder (Vclearance)
It is the volume of cylinder when the piston is at top dead center.
7. Swept or displace volume (Vswept)
It is the volume which swept by the piston. The difference between total volume and clearance
volume is known as swept volume.
Swept volume = Total volume – Clearance volume
8. Compression ratio
The ratio of maximum volume to minimum volume of cylinder is known as the compression
ratio. It is 8 to 12 for spark ignition engine and 12 to 24 for compression ignition engine.
Compression ratio = Total volume / Clearance volume
9. Ignition delay
It is the time interval between the ignition start (spark plug start in S.I. engine and inject fuel in
C.I. engine) and the actual combustion starts.
10. Stroke bore ratio
Stroke bore ratio is the ratio of bore (diameter of cylinder) to length of stroke. It is generally
equal to one for small engine and less than one for large engine.
Stroke bore ratio = inner diameter of cylinder / length of stroke
11. Mean effective pressure
The average pressure acting upon the piston is known as mean effective pressure. It is given by
the ratio of the work done by the engine to the total volume of engine.
Mean effective pressure = Work done by engine / Total volume of cylinder

3.11 CRANES
A crane is a type of machine, generally equipped with a hoist rope, wires ropes or chains, and
sheaves, that can be used both to lift and lower materials and to move them horizontally. It is
mainly used for lifting heavy objects and transporting them to other places. Cranes are
commonly employed in transportation for the loading and unloading of freight, in construction
for the movement of materials, and in manufacturing for the assembling of heavy equipment.
There are four principal types of mobile cranes: Truck mounted, Rough-terrain, Crawler and
Floating.
At the workshop, we dealt on the Truck mounted and Rough Terrain Cranes.

3.12 SIMPLE ENGINE SERVICE

MAINTENANCE
For the Truck mounted and Rough Terrain Cranes, the maintenance is almost the same. The
general maintenance includes the following:
1. Determine the problem.
2. List possible causes.
3. Devise checks.
4. Conduct checks in a logical order to determine thecause.
5. Consider the remaining service life of componentsagainst the cost of parts and labor
necessary to replacethem.
6. Make the necessary repair.
7. Recheck to ensure that nothing has been overlooked.
8. Functionally test the failed part in its system

FACTORS CONSIDERED FOR MAINTENANCE

Cleanliness
An important item in preserving the long life of the machine is keeping dirt out of working
parts. Enclosed compartments, seals, and filters have been provided to keep the supply of air,
fuel, and lubricants clean. It is important that these enclosures be maintained.
Whenever hydraulic, fuel, lubricating oil lines, or air lines are disconnected, clean the adjacent
area as well as the point of disconnect. As soon as the disconnection is made, cap, plug, or tape
each line or opening to prevent entry of foreign material. The same recommendations for
cleaning and covering apply when access covers or inspection plates areremoved. Clean and
inspect all parts. Be sure all passages and holes are open. Cover all parts to keep them clean. Be
sure parts are clean when they are installed. Leave new parts in their containers until ready for
assembly. Clean the rust preventive compound from all machined surfaces of new parts before
installing them.
Removal and Installation
When performing maintenance, do not attempt to manually lift heavy parts when hoisting
equipment should be used. Never locate or leave heavy parts in an unstable position. When
raising a portion of a crane or a complete crane, ensure the crane is blocked securely and the
weight is supported by blocks rather than by lifting equipment. When using hoisting equipment,
follow the hoist manufacturers recommendations and use lifting devices that will allow you to
achieve the proper balance of the assemblies being lifted and to ensure safe handling. Unless
otherwise specified, all removals requiring hoisting equipment should be accomplished using an
adjustable lifting attachment. All supporting members (chains and cables) should be parallel to
each other and as near perpendicular as possible to the top of the object being lifted. Some
removals require the use of lifting fixtures to obtain proper balance. The weights of some
components are given in their respective sections of the manual. If a part resists removal, check
to be certain all nuts and bolts have been removed and that an adjacent part is not interfering.
Disassembly and Assembly
When assembling or disassembling a component or system, complete each step-in turn. Do not
partially assemble one part and start assembling some other part. Make all adjustments as
recommended. Always check the job after it is completed to see that nothing has been
overlooked. Recheck the various adjustments by operating the machine before returning it to the
job.
Pressing parts
When pressing one part into another, use an anti-seize compound or a molybdenum disulfide
base compound to lubricate the mating surfaces. Assemble tapered parts dry. Before assembling
parts with tapered splines, be sure the splines are clean, dry, and free from burrs. Position the
parts together by hand to mesh the splines before applying pressure. Parts which are fitted
together with tapered splines are always very tight. If they are not tight, inspect the tapered
splines and discard the part if the splines are worn.
Locks
Lock washers, flat metal locks, or cotter pins are used to lock nuts and bolts. Flat metal locks
must be installed properly to be effective.Bend one end of the lock around the edge of the part.
Bend the other end against one flat surface of the nut or bolt head. Always use new locking
devices on components which parts.
When installing lock washers on housings made of aluminum, use a flat washer between the
lock washer and the housing

3.13 HYDRAULICS SYSTEM AND SERVICE

AXLE OSCILLATION LOCKOUT CYLINDER
The two oscillation lockout cylinders standard or each have 12.7 cm (5 inch) diameter bores.
The retracted length of each cylinder is 48.8cm (19.25 ) from the center of the lug holes to the
center of the barrel bushing. The extended length of eachcylinder from the center of the lug
holes to the center of the barrel bushing is 65.5 cm (25.8 inches). Its stroke is 16.8 cm (6.62
inches). A wiper ring prevents foreign material from entering each cylinder. O-rings and other
seals prevent internal and external leakage. The cylinder weighs approximately 38.8 kg (85.5
pounds).
MAINTENANCE
1. We cleaned away all dirt from the head. Placed protective padding around the rod near the
head to prevent damaging the chrome. Using a spanner wrench, unscrewed the head from the
barrel.
2. We opened both ports on the side of the cylinder barrel and drained the oil from the cylinder.
3. We secured the cylinder barrel in a chain vise without putting pressure on the side feeder tube
preferably in the vertical position with the rod assembly up.
4. Using a screwdriver, or 1/4-inch wrench, we remove the screw from the head.
5. We removed the grease fitting from the rod
6. We turned the head counterclockwise with a fitted spanner wrench until the threads
disengage.
7. Using a hoist, we extended the rod assembly slowly until the
piston was free of the barrel.
8. we removed the rod and attached parts from the barrel. Covered the barrel opening to avoid
contamination.
9. We removed the lip seals and wear ring from the outside of the piston.
10. We removed the retaining ring from the rod.
11. We removed the head from the rod. Removed the O-ring andbackup ring from the outside of
the head.
12. We removed thewear ring, buffer seal, lip seal and wiper ring from the
inside of the head.
INSPECTION
1. We inspected the rod. Ensured there was no scratches or pits deep enough to catch the
fingernail. Pits that go to the base metal are unacceptable. The chrome was present over the
entire surface of the rod. Also replaced when necessary.
2. We inspected rod for straightness. Determined if it could be straightened or must be replaced.
3. We inspected the head. Visually inspected the inside bore for scratching or polishing. Deep
scratches are unacceptable. Polishing indicates uneven loading, and the bore should be checked
for out-of-roundness.
4. We inspected the piston. Visually inspected the outside surface for scratches or polishing,
Deep scratches are unacceptable. Polishing indicates uneven loading, and the diameter should
be checked for out of roundness.
5. We inspected the barrel carefully for scoring. If barrel is scored, it must be repaired or
replaced.
6. We thoroughly rinsed parts, allowed to drain, and wiped with alint-free rag. Inspectedall parts
for serviceability.
7. We stoned out minor blemishes and polished with a fine crocus
cloth.
8. We cleaned with solvent and dried with compressed air any parts that have been stoned and
polished.

Assembly:
NOTE: Lubricate seals and rings with clean hydraulic oil.
1. We installed the replacement wiper ring, lip seal, buffer sea land wear ring in the inside of the
head.
2. We installed the replacement O-rings and backup ring on the outside of the head.
3. We installed the lip seals and wear ring onto the outside of the piston.
4. We lubricated the rod with clean hydraulic oil.
5. We Slid the head, onto the rod. Tapped the head with a rubber mallet to engage the seals.
Pushed the head about half way down the length of the rod assembly.
6. We removed the cover from the barrel.
7. With a hoist, raised the rod assembly back into a verticalposition taking care not to damage
the OD seals on thehead and piston.
8. We lubricated the OD seals on the piston and head with clean light oil and lower the
assembly into the barrel. Stopped just before the head entered the barrel.
9. Placed a spanner wrench on the head and turned counterclockwise until the thread clicked,
then reversed direction to clockwise and thread in until there was no gap between the head
shoulder and top of barrel.
10. Installed the retaining ring onto the rod.
11. Installed the setscrew into the head
12. Pressurized and cycled the cylinder with hydraulic oil pressure. Test the cylinder at 25,856
kPa/259 bar (3750psi). Check for proper operation and any leakage. Made repairs as needed.

STEER CYLINDER
DESCRIPTION
The steer cylinders are mounted on the axles, two cylinders on each axle. The front and rear
steer cylinders each have 6.3 cm (2.5 inch) diameter bores. The front and rear steer cylinders
each have a retracted length of 53.1cm (20.94 inches) from bushing center to bushing center.
The front and rear steer cylinders each have an extended length of 74.1cm (29.19 inches) from
bushing center to bushing center. Each cylinder has a stroke of 20.9 cm (8.25 inches). A wiper
ring prevents foreign material from entering each cylinder. O-rings and other seals prevent
internal and external leakage
MAINTENANCE
Disassembly:
1. We secured the cylinder in a clean work area by use of clamps or a chain vise to prevent
rolling.
2. Retracted the cylinder fully to avoid damaging the rod
during removal.
3.Cleaned away all dirt from the head. Placed protective padding around the rod near the head
to prevent damaging the chrome during head removal.
4. Positioned the rod mount with the ports facing down.
5. Using a means of collecting the oil, removed the port plugs and allow cylinder to drain.
6. Rapidly pulled the rod against the head to free it. Removed rod and attached parts from the
barrel. Placed the rod on a surface that will not damage the chrome or allow the rod assembly to
drop.
7. Removed the seal from the outside of the piston.
8. Loosened and removed the nut securing the piston.Removed the piston from the rod.
9. We removed the O-ring from the inside of the piston.
INSPECTION
1.We cleaned all parts with solvent and dried with compressed air. Inspected for damaged or
worn parts and replaced as required
2.Stoned out minor blemishes and polished with fine crocus cloth.
3. Cleaned all with solvent and dry with compressed air any parts that have been stoned and
polished.
4. Inspected the barrel for scoring.
Assembly:
1. Installed the replacement wiper ring into the head.
2. Installed the rod seal in the inside of the head. Made sure the lips of the seal faced the
piston.
3. Installed the O-ring and backup ring onto the outside of thehead.
4. Installed the O-ring in the inside of the piston.
 5. Lubricated the rod with clean hydraulic oil.
6. Slid the head, larger OD end first, onto the rod.
7. Installed the piston onto the rod. Secured the piston with thenut.
8. Installed the seal on the outside of the piston.
9. Lubricated all parts freely with clean hydraulic oil.

3.14 ELECTRICAL SYTEM AND SERVICE

MAINTENANCE
General
Electrical system maintenance includes troubleshooting and replacement of damaged
components. Observe standard wiring practices when replacing components.

General Troubleshooting

We made voltage checks at terminations when components are installed and operating. Made
continuity checks (with batteries disconnected) when components are isolated or removed.

Troubleshoot per the following guidelines:

1. First, we use reported symptoms to identify a problem or a suspect component.
2. Test the suspect component per instructions in this section. The instructions identify the
circuit breakers and components and guide us from the easiest and most likely problems to the
hardest and least likely problems.
3. Using a multimeter, we test the circuit for continuity if we suspect a broken circuit or for
voltage if we suspect a power problem. Check the electrical schematic and wiring diagram for
most accurate wiring information.
4. If the component proves faulty, we replace it with a knownworking component.
5. If wiring proves faulty, this is typically the result of another failure within the electrical
system. We identify and investigate the root cause of failure. Make necessary component
repairs as outlined in the following sections. Proceed to make appropriate wiring fault repair.
6. Splicing sections of broken wire must have terminations that meet minimum pull test
requirements listed in table 3-5. Splices must be completely covered with adhesive lined shrink
tubing. Tubing must extend beyond any bar conductors by at least ¼”.
7. After troubleshooting, we test the repaired harness. Verify the circuit works properly.

Troubleshooting Engine Starting Problem

1. We verify the battery terminals are connected and clean, none of the fuses are blown, the
transmission is in neutral, and the machine is fueled.
2. Try to turn on the head lights, tails lights, marker lights, dome light, work light, or gauge
lights and panel lights to verify the battery has at least some charge. If none of these lights
comes on, suspect the battery. Charge battery as needed, jump-start the crane or replace the
battery when possible.
(The crane is a 24V machine which requires a 24Vsource for jump starting.)
3. If we hear the starter relay clicking repeatedly, power is reaching the starter, but not enough;
suspect the battery. Charge battery as needed, jump-start the crane orreplace the battery when
possible.
4. If the problem remains, we troubleshoot the starter lockout relay. Use service tool for starter
lockout input signal to CCM11. Also, check starter lockout relay to ensure it is energized.
5. Using the service tool, we check for proper Key switch input signals and Start output signals.
With the Service Tool connected to the crane A channel, Select View, Cab, Steering Column.
Watch the Key state value for each position of the Key switch:
0=OFF
1=ON
2=START
6. If the battery, fuses, secondary circuit, ignition switch, and power circuit to the ignition
switch we check out, do one of the following:
a. If we hear no noise when we try to turn the starter, we troubleshoot the start circuit (ignition
switch, electric shifter, and wiring from ignition switch to starter relay). Make repairs as
needed.
b. If the engine still won’t start, and we hear no noise or just a single click, suspect the starter.
We troubleshoot the starter circuit from the starter relay through the starter solenoid to the
starter motor and ground. Make repairs as needed. If the starter solenoid or the starter motor is
faulty, replace the starter.
c. If the starter engages but can’t turn the engine (and the lights dim, signaling power drain
during start attempt), we check the starter’s feed circuit from the batteries for resistance. If the
resistance is high, greater than 002Ω, make repairs. If the circuit checks out, we replace the
starter. If the engine still won’t start, suspect a seized engine.
d. If the starter turns the engine, but it still won’t start, we suspect a fuel problem. Ensure fuel
system can draw fuel from the tank and pump it to the engine; make repairs as needed.
e. If the engine starts, then shuts down, we suspect a fuel problem. Ensure fuel system can draw
fuel from the tank and pump it to the engine; make repairs as needed.

Troubleshooting Engine Charging Problem

1. We verify battery terminals are connected and clean and all wires in the charging system are
in good repair and are connected properly.
2. Verify the alternator belt is properly installed and is under proper tension.
3. Verify the battery puts out 24 volts minimum. Charge battery as needed so the battery can
supply a minimum excitation voltage to the engine’s charging system.
4. Verify when the crane is running that the alternator is putting out a minimum of 24 volts DC
on the voltmeter.
5. Replace the alternator if the other conditions check out.
6. Refer to the engine manual for further instructions.

Alternator Replacement
Removal:
1. We ensure that the key switch has been in the OFF positionfor 2 minutes.
2. Turn the battery disconnect switch to the OFF position.
3. Remove the ECM power fuse.
4. Remove and isolate the negative battery cables.
5. Open the engine compartment.
6. Tag and disconnect the electrical leads from theterminals on the alternator.
7. Turn the tensioner below the alternator clockwise to remove tension from the belt. Slip the
belt off of the alternator pulley, then let the tensioner return to its normal position.
8. Remove and tag all wires. Remove the alternator link caps crew and the mounting caps crew.
Remove the alternator.

Installation:
1. We inspect the belt. Verify it has no cracks or other damage. Replace damaged belt as
needed.
2. To assemble the alternator, the mounting components must be tightened in the following
sequence.
a. Alternator-to-alternator bracket caps crew.
b. Lower brace-to-alternator caps crew.
c. Lower alternator brace-to-water pump caps crew.
d. Torque brace-to-alternator bolt.
e. Torque alternator-to-alternator bracket
3. Install the belt on all engine pulleys except the alternator pulley for now.
4. Turn the tensioner clockwise. Slip the belt onto the alternator pulley, then carefully return the
tensioner to its normal position so it puts tension on the belt. Make sure the belt is centered on
the tensioner.
5. Check belt tension at the belt’s longest span (longest distance between pulleys). At the center
point of the longest span, push in on the belt with your thumb. Verify we can deflect the belt no
more than 10 to 13 mm (3/8 to 1/2 inch) with thumb. (Or, using a belt tension gauge, verify
there is 267 to 578 N (60 to 130 lb) of tension on the belt in the middle of its longest span.)
Replace belt if it is too loose (overstretched).
6. Verify tensioner bolt is torqued to 43 Nm (32 lb-ft).
7. Connect the electrical leads to the terminals as tagged during removal.
8. Close the engine compartment.
9. Reconnect the ground cables to the battery.
10. Install the ECM power fuse.
11. Turn the battery disconnect switch to the ON position.

Check:
1. We run engine. Verify reading of voltmeter on front console is 24 volts or greater. Make
repairs as needed.
2. Continue troubleshooting charging system as needed if replacement of alternator did not
correct problem in charging system.

Starter Replacement
Removal:
1. We ensure that the key switch has been in the OFF positionfor 2 minutes.
2. Turn the battery disconnect switch to the OFF position.
3. Remove the ECM power fuse.
4. Remove and isolate the negative battery cables.
5. Open the engine compartment.
6. Tag and disconnect the electrical leads from the terminals on the starter.
7. Remove the bolts holding the starter to the mounting pad. Remove the starter.

Installation:
1. We lace the starter on its mounting pad. Secure the starter
with the bolts. Torque the bolts to 43 Nm (32 lb-ft).
2. Connect the electrical leads to the terminals as tagged during removal.
3. Connect the batteries.
4. Install the ECM power fuse.
5. Turn the battery disconnect switch to the ON position.
6. Close the engine compartment.

Check:
1. We try to start the engine. Verify the starter starts theengine.
2. Start engine again, and listen for starter noises. Verify there is no abnormal noise indicating
the starter’s gear is meshing improperly with the flywheel, that the starter’s gear
hasn’tdisengaged from the flywheel after the ignition switch is in the ignition (run) position, or
some other problem. Install starter properly as needed.
3.15 MECHANICAL SYSTEM AND SERVICE
ENGINE
The engine is a Cummins QSB6.7L (Figure 7-1) Tier 4 Final diesel engine. The engine is
electronically controlled by the Electronic Control Module (ECM), it is the control center of the
system. It processes all of the inputs and sends commands to the fuel systems as well as vehicle
and engine control devices.
MAINTENANCE
Engine Removal
1. We set the outriggers and position the boom to over theside.
2. Open and remove the hood door assembly.
3. Disconnect the air filter tubing at the engine and air cleaner. Remove and lay aside.
4. Disconnect the exhaust tubing at the engine and muffler. Lay to the side.
5. Tag and disconnect the engine electrical harness connector from the carrier harness connector
and battery cables.
6. Remove the start and grid heater relay panel and place to the side of the frame. Lay the relay
panel with the harness on the engine. If a remote crank option is present, disconnect the remote
crank harness connector from the engine harness and tie up excess harness so it is out of the
way.
7. Drain the engine coolant system.
8. Drain the engine lubrication system.
9. Drain the transmission/torque converter oil system.
10. Evacuate A/C system and capture refrigerant.
11. Remove the engine hood assembly and pump cover from the machine.
12. Disconnect and remove the drive shaft(s) between the transmission/torque converter and the
axle(s).
13. Tag and disconnect all lines from the radiator. Disconnect the coolant level sensor harness
from the engine harness and tie up excess harness so it is out of the way. Remove the radiator.
(Removal in this Section.)
14. Tag and disconnect all lines and tubing from the engine, transmission/torque converter, and
all other components.
15. Attach to the engine a lifting device capable of supporting the weight of the engine and
transmission/torque converter.
16. With the lifting device supporting the weight of the engine, remove the caps crews, washers
and locknuts securing the front of the engine to the frame.
17. Remove the caps crews, washers, nuts, insulator and mounting plate securing the rear of the
engine to the frame.
18. Using the lifting device, lift the engine and transmission/torque converter as an assembly
from the crane.
19. If a new engine is to be installed, remove all components, fittings, etc., from the old engine
and install them on the new engine in the same locations.
Engine Installation
1. With all components and fittings installed on the new engine, we lift the engine into the
crane.
2. With the engine in position, install the mounting plate, insulator, nuts, washers and caps
crews and secure rear of engine. Torque M16 grade 10.9 caps crews.
3. At the front of the engine install the caps crews, washers and locknuts and secure the engine
to the frame. Torque the M12 grade 8.8 bolts, see Fasteners and Torque Values.
4. Remove the lifting device.
5. Connect all lines and tubing to the engine, torque converter, and all other components in
accordance with the identification marks made during removal.
6. Install the radiator. Connect all hoses and electrical harnesses to the radiator as tagged during
removal.
7. Connect the drive shafts between the transmission/torque converter and the axles.
8. Install the hood assembly. Install the pump cover.
9. Position the start and grid heater relay panel on the right side on the frame and secure with
the hardware. If equipped with a remote crank option, reconnect to the engine harness. Connect
the battery cables and engine electrical harness connector in accordance with the identification
marks made during removal.
10. Connect the air filter tubing at the engine and the air filter. Connect the exhaust tubing to the
engine and muffler.
11. Charge the A/C system.
12. Install the hood top door assembly.
13. Service the transmission, engine lubrication system, and
engine cooling system.
14. Start the engine. Check all hoses and fittings for leaks. Recheck all fluid levels.

3.16 FUEL SYSTEM AND SERVICE

The fuel system consists of the fuel tank, strainer, lift pump, injection fuel pump, fuel-water
separator filter and the fuel injectors. All components except the fuel tank are installed on the
engine or supplied with the engine for remote mounting.
MAINTENANCE
The fuel tank is kept filled, especially overnight, to reduce condensation to a minimum.
Removal:
1. We position a suitable container under the fuel tank anddrain all fuel from the tank.
2. Tag and disconnect the lines from the bottom of the tank.
3. Disconnect the electrical lead from the fuel quantitysender unit.
4. Support the weight of the tank, loosen and remove the hardware securing the straps to the
mounting brackets. Remove the tank and steps.
5. If a new tank is to be installed, remove the fittings, the fuel quantity sender, and steps from
the tank and install them in the new tank.
Installation:
1. We position the new tank on the mounting brackets and install the hardware on the two
straps. Torque the caps crews.
2. Connect the electrical lead to the fuel quantity sender unit.
3. Connect the two lines to the fittings on the bottom of the tank in accordance with the
identification marks made during removal.
4. Service the tank.
3.17 COOLING SYSTEM AND SERVICE
ANTIFREEZE/COOLANT
Heavy duty diesel engines require a balanced mixture of water and antifreeze/coolant. Fill the
system with a AFC-50/50 blended, fully formulated extended life antifreeze/coolant at all times.
Radiator Removal and installation
Removal:
1. We set the outriggers and position the boom to over the side.
2. Open the drain cock at the end of the hose coming from the water pump (under the front of
engine) and drain the coolant into a suitable container.
3. Tag and disconnect all hoses from the top, middle, and bottom sections of the radiator
assembly.
4. Remove the hardware attaching the fan guard to the shroud. The fan guard will remain with
the engine.
5. Remove the hardware securing the support plate on each side of the radiator.
6. Attach an adequate lifting device to the radiator assembly.
7. Remove the hardware securing the radiator to the mount bracket and remove the radiator
assembly from the carrier.
Installation:
1. We position the radiator assembly in the carrier using alifting device and secure the radiator
to the mountbracket with the hardware.
2. Secure the support plates to each side of the radiatorusing a bolt.
3. Attach the fan guard to the shroud using the hardware.
4. Connect all hoses to the radiator assembly as taggedduring removal.
5. Ensure the drain cock is closed.
6. Service the engine coolant system, transmission oilsystem, and the hydraulic system as
necessary. Startthe engine, operate all systems and check for leaks.

3.18 DRIVE-TRAIN SYSTEM AND SERVICE

AXLES
Description:
All four wheels utilize a hydraulic braking system. The axles are equipped with disc type
brakes. A disc-type parking brake is mounted on the front axle input shaft, at the transmission.
In the planetary wheel ends, the spur teeth of the sun gear mesh with teeth of the planet spur
gears. The planet spur gears rotate on planet pins which are mounted in a spider. The planet
spur gear teeth in turn mesh with teeth of the floating ring gear. Power is transmitted by the
hypoid gear set in the differential carrier to the axle shafts and the sun gear of the final
reduction, through the revolving planet gears, and into the planetary spider which drives the
wheel hub. As an option, the front axle and rear axle may be provided with a differential lock.
When in the locked mode, the axle shafts and the differential are locked together and there is no
differential action between the wheels.
MAINTENANCE
Removal:
1. Using the outriggers, we raise the wheels off the ground.
2. Install blocking under the frame at the outboard ends ofthe four outrigger boxes.
3. Disconnect and remove the drive line from the applicable axle. Do not disassemble the drive
lines.
4. Tag, disconnect, and cap the hydraulic brake line at each wheel.
5. Tag, disconnect, and cap the hydraulic lines to the steer cylinders.
6. On the left side of the rear axle only, tag and disconnect the electrical wires from the rear
wheels not centered switch.
7. Remove the tire and wheel assemblies from the axle.
8. Position jacks, which are capable of handling the weight of the axle, under the axle for
support.
9. Remove the eight nuts, washers, and caps crews securing the axle to the frame/cradle.
10. Lower the axle to the ground and remove it to a clean working area.
11. If a new axle is to be installed, remove the following from the old axle and install them on
the new one.
a. The steer cylinders.
b. The rear wheels not centered switch actuatorbracket (rear axle only).

3.19 BRAKING SYSTEM

SERVICE BRAKES
Description:
The brakes
utilized on
the axles are
hydraulic
disc-type
brakes. Two
brake
assemblies
are used at
each wheel
end on the front axle. One brake assembly is used at the wheel end on the rear axle. The action
of the brake pads riding against the brake discs acts to slow the rotation of the wheels.
MAINTENANCE
Removal:
Linings
1. the caliper housing. We remove the end plates.
2. Loosen the bleeder screws to release hydraulicpressure in the caliper.

3. Use a piece of wood against the linings as a pry bar to push the pistons completely into the
housing. Tighten the bleeder screws.
4. Remove the linings from the caliper housing. If necessary, discard the linings.

CALIPER
1. We disconnect the hydraulic brake line from the inlet fitting on the caliper. Cap or plug all
openings.
2. Remove the linings as described previously.
3. Remove the bolts securing the caliper housing to the mounting bracket. Remove the caliper
housing from the mounting bracket. If shims are used mark the position of the shims.
Disassembly:
Caliper
1. We remove the inlet fitting and O-ring from the cylinder cap.
2. Drain and discard the brake fluid
3. Clean the outside of the housing with isopropyl alcohol. Dry the housing with a clean cloth.
4. If installed, remove the bolts that secure the end plates to the housing. Remove the end plates
and linings.
5. Remove the pistons from the side of the housing opposite the mounting plate according to
the following
procedure.
a. We use a C-clamp to hold a 12.7 mm (0.5 in) block of wood against two pistons on the
mounting side of the housing. Ensure the C-clamp is not in the area in front of the piston
bore.

b. Apply compressed air to the inlet fitting to force the pistons out of the other housing. If one
piston comes out before the other piston, put a piece of wood in front of the piston
thatcomes out first. Apply compressed air to force the other piston out of the housing.

c. Remove the wood block and the C-clamp from the housing.
d. Remove the pistons from the bores that are opposite from the mounting plate.

6. Remove the two bleeder screws from the housing.

7. Remove the cylinder caps from the housing using an open-end wrench. Remove and
discard the O-rings.
8. Remove the pistons from the mounting plate side of the housing.
Push on the ends of the pistons to force them out of the disc side of the housing.

9. Remove the dust seals from the housing.

10. Remove and discard the O-ring and the backup rings.

11. Inspect the ring grooves in the housing for scratches and rust. Remove small scratches and
rust with emery cloth. Replace the housing if there are large scratches or large amounts of rust.
12. Inspect the pistons and the bores for scratches and rust. Remove small scratches and rust
with emery cloth. Replace the components if they are worn or if there are large scratches or
large amounts of rust.
Dust seals
Ensure the dust seals are soft and flexible. Disassemble the caliper and replace dust seals that
are hard or damaged.
Disc
If the disc is worn beyond the wear limits, replace the disc.

Caliper Parts
1. We inspect the pistons, housing bores, and O-ring grooves for scratches or corrosion.
Remove small scratches or corrosion with fine emery cloth. Replace the components if
they are worn beyond wear limits or if there are large scratches or large amount of
corrosion.
2. Measure the diameter of the piston. Replace the piston if the outer diameter is worn less
than 76.073 mm.

3. Measure the diameter of the housing bore. Replace the housing if the diameter is worn to
more than 76.276 mm (3.003 in).

4. Inspect the linings as described previously.

5. Inspect the threads of the caliper, cylinder caps, and all fittings. Replace any component that
has thread damage that cannot be repaired.
6. Discard all back-up rings, O-rings, and dust seals. Use new ones when assembling the caliper

Assembly:
CALIPER

1. We lubricate all pistons, bores, O-rings, and back-up rings with silicone grease. If silicone
grease is not available, use the same type of fluid that is used in the brake system.
2. Install new O-ring and a new back-up ring in the groove in the middle of the bore. The O-ring
is installed toward the outboard end of the bore. The back-up ring is installed toward the lining
side of the bore.
3. Install a new dust seal in the top groove of the bore.

4. Install the pistons in the housing. Push the pistons in from the lining side of the housing.
Ensure the pistons are straight in the bores. Push each piston into the bore until the top of the
piston is even with the top of the dust seal.

5. Install a new O-ring in the groove of the cylinder cap. Ensure the O-ring is not cut by the
threads on the cylinder cap.
6. Install the cylinder caps in the caliper housing. Tighten the cylinder caps to 102 Nm.
7. Install the bleeder screws in the housing. Tighten to 11.3 to 13.6 Nm (100 to 120 pounds-
inch).
8. Install the O-ring and the inlet fitting in the cylinder cap.

Installation:
Linings
1. We install the linings in the caliper housing.
2. Position the end plates on the housing and secure with bolts. Apply Loctite 271 or equivalent
to the bolt threads. Tighten the bolts to 224 to 285 Nm (165 to 210 poundsfoot).
3. Ensure the linings move freely in the housing.
4. Bleed the brake system.
5. Apply and release the brakes three times to ensure the caliper operates correctly. Check for
fluid leaks. Ensure the linings move freely.

Caliper
1. Position the caliper housing on the mounting bracket. If shims where used, place them as
marker during removal.
2. Secure the caliper housing with the bolts and tighten them to 678 to 813 Nm (500 to 600 lb-
ft).
3. Install the linings.
4. Ensure the housing is installed correctly on the mounting bracket. The disc must be within ±
1.5 mm (± 0.06 in) of being centered between the lining end plates.
a. To increase outboard clearance and decrease inboard clearance, install a shim either between
the housing and mounting bracket or between the hub and disc.
b. The shims must be steel, ground flat, and parallel and must cover the entire mounting surface
of the hub or housing. The linings must move freely in the housing and between the end plates.
5. Connect the hydraulic brake line to the inlet fitting.
6. Bleed the brake system.
7. Apply and release the brakes three times to ensure the caliper operates correctly. Check for
fluid leaks. Ensure the linings move freely.
 CHAPTER 4
IMPLICATION OF THE TRAINING PROGRAMME/EVALUATION OF THE
TRAINING PROGRAM
4.0 INTERPLAY OF UNIVERSITY-TAUGHT COURSES
Fluid Mechanics
All components associated with the transportation of the fuel from the fuel tank to the cylinders,
the fuel line, fuel pump, fuel injectors, or carburetors, as well as the mixing of the fuel and the
air in the cylinders and the purging of combustion gases in exhaust pipes, are analyzed using
fluid mechanics. Fluid mechanics is also used in the design of the heating and air-conditioning
system, the hydraulic brakes, the power steering, automatic transmission and lubrication
systems, the cooling system of the engine block, including the radiator and the water pump, and
even the tires.
Heat and Mass Transfer
In automotive applications, CFD analysis can be used for all components and systems that
interact with fluids. There are literally hundreds of such components and systems namely, air,
water, fuel, exhaust gases, coolants, hydraulic fluids, lubricants, etc. The automotive CFD
applications are generally classified as Powertrain and Non-Powertrain applications. The term
Powertrain is the intervening mechanism by which power is transmitted from engine to an axle
that it drives. Therefore, power train applications are associated with the power (engine) such as
In-cylinder flow, valve flow, pumps, cooling jackets, air intake system, filters, mufflers, exhaust
manifold, clutches, transmissions, and many more.
Thermodynamics
The Otto Cycle can be used to describe how an internal combustion engine works. It explains
how your car can run by just filling it up with gas. The first thing to know is this cycle is based
on what we call the ideal gas law. It is written as PV=NkT, where P is pressure, V is volume, T
is the temperature, N is the number of molecules. K is the Boltzmann constant (an observed
quantity). We’ll only be worrying about the pressure, volume and temperature; notice if
pressure increases, then to keep the equality true, either volume must decrease or temperature
must increase (or a combination of both). Similar relations are true for changing volume and for
changing temperature.
These relations are important for understanding an internal combustion engine because the
engine’s main component is a piston. The piston a metal piece that moves up and down inside a
cylinder, compressing and expanding the gas.
4.1 EXPERIENCE GAINED AND CHALLENGES ENCOUNTERED
Experience Gained
Having gone through the six months of SIWES, I can boldly state that the following are the
experience gained in the course of the program:
1. Better communication and relationship skills
2. Proper identification of mechanical workshop tools
3. Proper office ethics
 4. Good understanding of valves and the various types of valves
5. Proper understanding in vehicle servicing and maintenance
6. Understood the essence of working as a team
7. My knowledge of Diesel Engine has been broadened

Challenges Encountered
Throughout my SIWES program, these were the challenges I encountered:
i. I had to be waking up early everyday to beat Lagos traffic
ii. Most of my bosses were always busy, so I had issues acquiring knowledge from
them on my first month at the workshop
iii. I had to be buying food every day because I was staying with my uncle, and the cost
of living in Lagos is very expensive
iv. I usually get home so late, tired and worn out because of the daily workload and rush
hour traffic

CHAPTER 5
 CONCLUSION AND RECOMMENDATIONS
Conclusion:
Following the conclusion of the 2021/2022 SIWES program, the following conclusions were
drawn:
i. I was able to have a basic understanding about vehicle servicing and maintenance
ii. I had a good understanding of operations carried out in the field
iii. I was able to acquire relevant and valuable skills especially in communication and
presentation
iv. I was able to understand the basic lifesaving rules drawn out by move in respect to
the service center (workshop)
v. I was able to know the importance of being a team player and not choosing to
always work by oneself.

Recommendation:
Although the SIWES program undergone did achieve quite a lot of its stated objectives,
nevertheless, the following recommendations are suggested to improve the qualitative context
of the program:
1. I would also recommend that the University should help students to secure internship
positions according to their respective disciplines at the University through giving
students recommendations in order to avoid the stress, headache and rejection gotten by
students in search of internship placements.
2. I recommend that proper orientation should be done for incoming students, so as to
familiarize them with the existing procedures.
3. I recommend that students should be given more practical work in schools, by
developing and equipping the laboratories in our institutions so that the experience does
not seem entirely new to them.