Automotive Repair Engineering

Academic year 2020 \ 2021

Engine Check and
Diagnosing
 Engine Check and Diagnosing

Visual Checks Noise Diagnosis Performance Tests

1. Smoke Diagnosis 1. Detect Noise Condition 1. Cylinder Power Balance

2. Engine Oil Level and
Condition.
3. Coolant Level and
Condition.
4. Evaluating engine
compartment condition.
• Engine speed Test
• Engine hot or cold 2. Dry Compression Test
• Duration and fluctuation 3. Wet Compression Test
2. Detect Noise Type 4. Cylinder Leakage Test
3. Detect Noise Source 5. Oil Pressure Test
6. Vacuum Tests
VISUAL CHECKS:
Engine Smoke Diagnosis :
The color of engine exhaust smoke can indicate what engine problem might exist, Basically there
should be no visible smoke coming out of the tailpipe.
Exhaust Color Diagnosis Probable Causes
Gray or black smoke Incomplete combustion or • Clogged air intake system
excessively rich A/F mixture • Faulty fuel injection system
• Faulty emission control system
• Ignition problem
Blue smoke Burning engine oil • Oil leaking into combustion chamber
• Worn piston rings, cylinder walls, valve
guides, or valve stem seals.
• Oil level too high.
White smoke Coolant is burning in the • Leaking head gasket
Leaking head gasket • Cracked cylinder head or block
• Engine overheating
combustion chamber
VISUAL CHECKS:
Engine Oil Level and Condition:
Carry out a visual inspection of the oil level with
the dipstick:
1. Be sure that the vehicle stay on flat road.
2. Be sure the engine is cold before you check the oil.
3. Pull out the dip stick and wipe it off on a clean.
4. Insert the stick back into the pipe.
5. Pull the dipstick out again and look at the film of oil
on the end of the stick.
Oil Condition:
Dark brown or black indicate contamination
which is normal but only if the oil is also thick.
because dark color by itself isn't indicator of a
problem in engine as some additives for
cleaning cause engine oil to darken quickly.

• Thin & dark oil with burned smell

indicate engine internal problem

• Thick & dark oil usually indicates dirt or

contaminants.

• Milky, foamy, or cream-colored oil

can be indicative water contamination.
Coolant Level and Condition:
The cooling system is one of the most maintenance-free systems in the engine. Only need check
on the coolant level and It should also include a visual inspection for signs of coolant system leaks
and for the condition of the coolant hoses. We must check coolant quality and color.

The coolant level should only be checked when the

engine is cool.

When the engine is cold the level of the liquid in the

expansion bottle is higher than when the engine is hot.

The coolant level must be between the maximum and

minimum mark to confirm that the coolant level is OK.
Cooling Circuit Sealing Check:
The leak test must be carried out to check the cooling circuit
sealing and detect if the coolant leakage inside the engine.
The cooling circuit leakage test applying using a hand-
operated pressure tester, The radiator cap or
Expansion bottle cap removed during engine is cold
and the tester is attached in the place of the cap.
By operating the plunger on the pump, the entire
cooling system is pressurized.

Operation that consists of pressurizing the system to

0.1 bar below the pressure setting value of the
cooling circuit or maximum 0.9 bar.
Evaluating engine compartment condition:

• Check oil traces location

• Check coolant leakage traces location
• Check engine components from external damage traces
• Check the fixation of the engine accessories mechanical components
• Check engine protection covers condition and its fixation
• Check the fixation of the electric connections
• Check air filter and air intake system houses condition
• Check spark plugs condition.
NOISE DIAGNOSIS:
Detect Noise Condition:
The noise is detected when stationary, engine running.

AT IDLE SPEED INCREASED ENGINE SPEED (UNLADEN)

Whistling noise
Disappears when Noise come from timing kit side from the
declutching turbocharger
Reappears when
engaging the Appear or
clutch disappears during Disappears after Disappears at
AC compressor remove acc. Belt idle speed
clutching

Noise not from engine

Engine Noise Chart:

Note:
Note: * From engine upper part
* Cold engine operation
* Louder during acceleration
* From engine medial part

Note:
* Idle speed
* Hot engine operation
* From engine medial part

Note:
* During acceleration Note:
* From engine lower part
* Idle speed
* Unload High speed
* From engine lower part
ENGINE PERFORMANCE TEST:
Cylinder Power Balance Test
The purpose of a cylinder power balance test is to
determine if all cylinders are contributing power
equally. It determines this by shorting out one
cylinder at a time. If the engine speed (RPM) does
not drop as much for one cylinder as for other
cylinders of the same engine, then the shorted
cylinder must be weaker than the other cylinders.

To test engine , We remove a spark plug wire from

one spark plug at a time while watching a
tachometer (Engine R.P.M value).
Dry Compression Test:
The compression test consists of measuring the maximum pressure in each
cylinder at the end of compression when the piston is at Top Dead Centre.

Before measuring the engine compressions, you must carry

out the following preliminary checks:

1. Check the oil level and quantity.

2. Check the intake system from any clogging.
3. Check the battery and starter motor speed.

The test must perform during the warm engine

condition
STEP 1
Remove all spark plugs.

STEP 2
Thread the compression tester into one spark plug hole and crank the engine.

STEP 3
Apply full accelerator pedal to open the throttle valve to the maximum limit

STEP 4
Apply continues engine cranking until the pressure gage needle stop increasing, repeat this step
for the all cylinders and note the pressure reading for each cylinder

STEP 5
Record the highest readings and compare the results. Most vehicle manufacturers specify the
minimum compression reading and the maximum allowable variation among cylinders. Most
manufacturers specify a maximum difference of 20% between the highest reading and the
lowest reading.
Wet Compression Test:
If the compression test reading indicates low
compression on one or more cylinders, add three
squirts of oil to the cylinder and retest. When oil
is used to help seal around the piston rings.

If the readings greatly improve and the readings

are much higher than without the oil, the cause
of the low compression is worn or defective
piston rings. If the compression readings
increase only slightly, then the cause of the low
compression is usually defective valves.

CAUTION: Do not use more oil than three squirts from a hand-operated oil squirt can. Too much oil can cause
a hydrostatic lock, which can damage or break pistons or connecting rods or even crack a cylinder head.
Cylinder Leakage Test:
This test involves injecting air under pressure into the
cylinders one at a time. The amount and location of any
escaping air helps to determine the condition of the engine.
The air is injected into the cylinder through a cylinder leakage
gauge into the spark plug hole.
To perform the cylinder leakage test, take the following steps:

STEP 1
The engine should be at normal operating temperature.

STEP 2
The cylinder being tested must be at top dead center (TDC) of the
compression stroke.
STEP 3
Calibrate the cylinder leakage unit as per manufacturer’s instructions (between 5 to 7 bar), Inject air
into the cylinders one at a time, rotating the engine as necessitated by firing order to test each
cylinder at TDC on the compression stroke.

STEP 5 Evaluate the results:

Less than 10% leakage: good
More than 30% leakage: definite problem

STEP 6 Check the source of air leakage:

a. If air is heard escaping from the oil filler cap, the piston rings are worn or broken.

b. If air is observed bubbling out of the radiator or reservoir , there is a possible blown head gasket or

cracked cylinder head.

c. If air is heard coming from the throttle body or air inlet on fuel-injection-equipped engines, there is a defective
intake valve(s).
d. If air is heard coming from the tailpipe, there is a defective exhaust valve(s).
Engine Oil Pressure Test:
Proper oil pressure is very important for the operation of any
engine. Low oil pressure can cause engine wear, and engine
wear can cause low oil pressure. If main thrust or rod bearings
are worn, oil pressure is reduced because of leakage of the oil
around the bearings.

Oil pressure testing is usually performed with the following steps.

STEP 1
Operate the engine until normal operating temperature is achieved.

STEP 2
With the engine off, remove the oil pressure switch or sensor, usually located near the oil filter. Thread
an oil pressure gauge into the threaded hole.
STEP 3
Start the engine and observe the gauge. Record the oil pressure at idle and at 2500 RPM. Most
vehicle manufacturers recommend a minimum oil pressure of 0.4 bar per 1000 RPM. Therefore,
at 2500 RPM, the oil pressure should be at least 1.6 bar. Always compare your test results with
the manufacturer’s recommended oil pressure.

Besides engine bearing wear, other possible causes for low oil pressure
include:
• Low oil level
• Diluted oil
• Stuck oil pressure relief valve
Engine Vacuum Test:
An engine in good mechanical condition will run with high manifold
vacuum. Manifold vacuum is developed by the pistons as they
move down on the intake stroke to draw the charge from the throttle
body and intake manifold. Air to refill the manifold comes past the
throttle plate into the manifold.

Vacuum will increase anytime the engine turns faster or has better
cylinder sealing while the throttle plate remains in a fixed position.

Manifold vacuum will decrease when the engine turns more slowly
or when the cylinders no longer do an efficient job of pumping.
Ideally each cylinder of an engine will produce the same amount of vacuum;
therefore, the vacuum gauge reading should be steady and give a reading of
at least 17 to 20 inches of mercury (in. Hg).

If one or more cylinders produce more or less vacuum than the others, the
needle of the gauge will fluctuate. The intensity of the fluctuation indicates
the severity of the problem. If the needle seems to stay at 17 most of the
time but drops to 10 and quickly rises, we know that the reading is probably
caused by a problem in one cylinder.
Fluctuating or low readings can indicate many different problems :
 Engine Cylinder
Head Service and
Repair
Engine Cylinder Head Assembly:
 Valve Control Mechanisms:

Single Overhead Camshaft (SOHC) Double Overhead Camshaft (DOHC)

Single Rocker arm Single Rocker arm Double Rocker arm Tappets with Shims Tappets with hydraulic
with pads with wheels with wheel
Valve Control Mechanisms:

Single-piece tappet Tappet with an adjustment shim Hydraulic Tappet

Camshaft Removal
The camshaft bearing caps bolts should
be removed by order.

The camshaft bearing caps removal must

be carried out when the engine is cold.
Cylinder Head Removal
The cylinder head bolts should be removed by order
The cylinder head removal must be carried out when the engine is cold.
Valve Clearance :
We need to adjust the valve clearance to ensures that the valves close regardless of the
engine temperature.
Adjusting Valve Clearance:
The valve clearance is measured by the feeler gauge.
The valve clearance must be inspected and adjusted when cold.
The valve clearance must be adjusted within specifications due to
workshop manual
Check Cylinder Head Gasket
Check Cylinder Head Flatness

The surface must be cleaned, then The head should be

checked in five planes. checking the cylinder head
gasket surface in five planes checks the head for
warpage, distortion, bend, and twist.
These defects are determined by trying to slide a (1 mm)
feeler gauge under a precision straightedge held against
the head surface. The clearance between the cylinder
head and the straightedge should not vary by over (0.04
mm). Always check the manufacturer’s recommended
specifications.
Valve Assembly :
Valve Springs:
A valve spring closes the valve and maintains valve train
contact during valve opening and closing.
Some engines have one spring per valve, Others use two
springs. Often the second spring is a flat spring called a
damper spring, designed to control vibrations. To dampen
spring vibrations and increase total spring pressure, some
engines have the secondary spring inside the main spring.
Low spring pressure may allow the valve to float during
high-speed operation. Too much pressure will cause
premature valve train or camshaft lobe wear and can also
lead to valve breakage.
Valve Oil Seals:
The oil seal is placed over the top of the valve stem
and prevents oil from running down the valve stem and
into the combustion chamber.

Valve keepers
The valve keeper is a small unit that snaps into a
groove in the end of the valve stem . It is designed
to secure the valve spring , valve spring retaining
washer and valve stem together. Also called
"valve key "
Special tools required when we removing the valves: Valve spring compressor
You must remove engine camshafts before starting to remove valves
Valve Visual Check:
Each valve face should be checked for evidence of burning. Also check the entire valve for signs of
wear or distortion.

Carbon Deposits Valve Thermal Stress

Unburned fuel vapors Valve Bent
Preignition and by detonation Misalignment timing blet
Oil leakage from valve oil seal Engine overheating
Oil contamination in intake manifold Engine overheating
Valve guide clearance
Check Valve Steam:
Measure the valve stem diameter at three Measure the valve overall length and the
different position and the minimum diameter minimum length must be like standard values.
must be like standard values
Valve Guides:
Valve guides support the valves and prevent them from moving in any direction other than up and
down. The inside diameter of a guide is machined to provide a very small clearance with the valve
stem. This clearance is important for the following reasons:
❑ keeps oil from being drawn into the
combustion chamber during the intake stroke.
❑ keeps exhaust gases from leaking into the
crankcase past the exhaust valve stems
during the exhaust stroke.
❑ keeps the valve face in perfect alignment with
the valve seat.
❑ Valve guides can be cast integrally with the
head, or they can be removable.
Integral Valve Guide Insert Valve Guide
Check Clearance Between Valve and Valve Guide:

❑ Measure the internal diameter of the valve guide using a internal micrometer.
❑ Measure the valve stem diameter using external micrometer.
❑ Calculate the actual clearance = internal diameter of the valve guide - the diameter of the valve stem
Telescopic Gauge:
It is used to measure inside diameter of small holes such as a valve guide

Insert the gauge in the valve guide The outside of a telescopic gauge
hole and adjust it to the hole diameter being measured with a micrometer
Check Clearance Between Valve and Valve Guide:
❑ Position the valve head at a distance (H) of 25 mm from the valve seat.

❑ Calculate the actual clearance between the valve and the valve guide
by dividing the value measured on the dial gauge by two.
Check Valve Spring:
Use a vernier caliper to measure springs free length. If the free length
of any spring is less than manufacture stander so it must be replaced.

All valve springs should be checked for squareness by

using a square on a flat surface and rotating the spring while
checking. The spring should be replaced if more than 1.6
mm is measured between the top of the spring and the
square.

One popular type of valve spring tester used to measure the compressed
force of valve springs. Specifications usually include
1- Force at installed height with the valve closed
2- Force with the valve open to the height specified.
Valve Seat:
The valve face closes against a valve seat to seal the combustion chamber. There are two types of
valve seats:

Integral seat : The seat is formed as part of the cast-iron head of automotive engines, The seats
are usually induction hardened so that unleaded gasoline can be used. This minimizes valve
recession as the engine operates. Valve recession is the wearing away of the seat, so that the valve
sits farther into the head.

Insert Seat : The seat fits into a machined recess in the steel or aluminum cylinder head and
usually used in applications for which corrosion and wear resistance are critical. Aluminum heads
also include insert valve guides. Insert seats are also used to recondition integral valve seats that
have been badly damaged
Check Valve Seat Runout:
The valve seat runout test applied to
confirmed that the valve guide and valve
seat has the same center and there is
no excessive runout, and this test can
be done by using the valve seat runout
gauge.
Valve Seat Testing:
The valves should be inspected for proper
sealing and to ensure that the valve seat is
concentric with the valve face. Following are
methods often used to check valve face-to-seat
concentricity and valve seating.

1. Vacuum test:
The test done by applying vacuum to the intake or
exhaust port using a tight rubber seal and a vacuum
pump. A good valve face-to-seat seal is indicated by
maintaining at least 28 in. Hg of vacuum. This method
also tests for leakage around the valve guides. if vacuum
increases, valve guides may have excessive clearance.
Valve Leak test:
The ports or chamber can be filled
with mineral spirits or some other
suitable fluid. A good seal should not
leak fluid for at least 45 seconds.

Valve Pressure Test:

Valve seating can be checked by applying air pressure to the
combustion chamber and checking for air leakage past the valve seat.
Check Camshaft End Play:
End play is how far the camshaft moves in the engine
block, from back to front. the recommended amount of end
play is between 0.08 to 0.178 mm . Always follow the
camshaft manufacturer's instructions when measuring and
adjusting.
1. Install the cam shaft in the cylinder head.
2. Torque all cam bearings to the manufacturer's specs.
3. Set up a dial gauge on the end of the camshaft using a
magnetic base.
4. Push the camshaft as far back in the block as it will go.
5. Set the dial indicator to read zero.
6. Pull the camshaft as far forward in the block as it will go.
7. Check the measurement on the dial indicator.
Then the reading is the camshaft end play.
Check Camshaft Journal Runout :
All camshafts should be checked for straightness by
placing them on V-blocks and measuring the cam
bearings for runout by using a dial gauge. Rotate the
camshaft while avoiding the lubrication holes to check
the journal Runout.

The maximum total indicator runout (TIR) (also called

total indicated runout) should be less than 0.05 mm.
Check Camshaft Journal Diameters and Hight of Cam Lobes:
The camshaft lobe height needs to be measured to verify the
exact camshaft that is installed in the engine.
This can be done by a dial gauge or external micrometer and
the results must compared to the measurement to factory
specifications.

Use a external micrometer to measure the

diameter X1 of the camshaft journal, which
should be like standard values
Check Camshaft Radial Play:

• Position the wire in the axis of the camshaft journal

avoiding the bearing lubrication holes.
• Refit the camshaft the journal cover without lubricating.
• Remove the camshaft the journal cover.
• Measure the flattening of the radial play measuring tape.

Must be between 0.04 to 0.08 mm.

 Engine Cylinder
Block Service and
Repair
Cylinder Block :
The engine block, which is the supporting structure for the entire
engine, is made from one of the following:
➢ Gray cast iron
➢ Cast aluminum
➢ Die-cast aluminum alloy

Engine blocks have core plugs , also called expansion plugs. The
block cannot be thoroughly cleaned unless all core plugs and oil
plugs are removed.
Check Cylinder Block Flatness:
The flatness of the block deck should be checked.
checking the cylinder block surface in six planes checks
the head for warpage, distortion, bend, and twist.

These defects are determined by trying to slide a

(1 mm) feeler gauge under a precision straightedge
held against the head surface. The clearance
between the cylinder head and the straightedge
should not vary by over (0.03 mm). Always check
the manufacturer’s recommended specifications
Cylinder Wall Visual Check:
Cylinder Wall Glazing:
The glazing happened when hot combustion gases blow past throw the sealing piston rings, causing
the lubricating oil on the cylinder walls to 'flash burn’.
Cylinder Wall Scoring:
The cylinder wall scoring mean that there are scratches can fell by hand on the cylinder wall.
Scored cylinder liners may be caused by many reasons as broken piston rings, defective piston,
Improper cooling and lubrication or presence of foreign particles or objects.
Cylinder Ridge:
The cylinder ridge occurs as the cylinder wall wears and appears just above the top of the
compression ring; this wear leaves the area above ring travel unworn.
Check Cylinder Bore:
Measure the cylinder diameter by using dial
bore gauge at three different depths. Most wear
will be found just below the ridge, and the least
amount of wear will occur below the lowest ring
travel.
The cylinder should be checked for out-of-round, Cylinder out of-
roundness is the difference of the cylinder’s diameter when measured
parallel with the crank and then perpendicular to the crank. Out of-
roundness is measured at the top of the cylinder just below the ridge.
Typically the maximum allowable out-of-roundness is 0.015 mm.
Normally the cylinder bore is checked for out-of-roundness with a dial
bore gauge.
There are two effective way to correct excessive cylinder out-ofround, taper, or scoring is to rebore
the cylinder.

Cylinder Rebored:
The rebored cylinder requires the use of a new, oversize
piston.

The maximum bore oversize is determined by two factors.

1. Cylinder wall thickness at least 4.32 mm for street

engines and 5.1 mm for high-performance or racing
applications
2. Size of the available oversize pistons

Reboring steps P. 359

Automotive Technology 4th edition
Sleeving the Cylinder
Sometimes, cylinders have a gouge so deep that it will
not clean up when the cylinder is rebored to the
maximum size. This could happen if the piston pin
moved endways and rubbed on the cylinder wall.
Cylinder blocks with deep gouges may be able to be
salvaged by sleeving the cylinder. The cylinder wall
thickness has to be checked to see if sleeving is
possible.
Sleeving a cylinder is done by boring the cylinder to a dimension that is greatly oversize to almost
match the outside diameter of the cylinder sleeve. The sleeve is pressed into the rebored block and
then the center of the sleeve is bored to the diameter required by the piston. The cylinder can be
sized to use a standard size piston when it is sleeved.
Piston Visual Check:
Piston should be carefully checked for damage and cracks.
Pay attention to the ring lands and the pin boss area.
Look for scuffing on the sides of the piston.
Minor up and down scuffing is normal.
Excessive, irregular, or diagonal scuff marks indicate lubrication,
cooling system, or combustion problems. Scuffing may also be
caused by a bent connecting rod, seized piston pin, or inadequate
piston-to-wall clearance.
If any damage is evident, the piston should be replaced.
Checking the Piston Diameter
The diameter of the piston should be measured. This
measurement is normally taken across specific points on
the skirt. If the diameter is not within specifications, the
piston should be replaced.
Checking Clearance Between Piston Grooves and Rings
Ring side clearance is the difference between
the thickness of the ring and the width of its
groove, and it should be measured. To
measure this, place a new ring in its groove
and, with a feeler gauge, measure the
clearance between the ring and the top of the
groove . If the clearance is not within the
specified range, the piston should be replaced.

Piston rings Play (mm):

Compression ring 0.04 to 0.08
Sealing ring 0.025 to 0.07
Scraper ring 0.08 to 0.22
Piston Rings Gap:
The piston ring gap will allow some leakage past the top compression ring. This leakage is useful
in providing pressure on the second ring to develop a dynamic sealing force. The amount of piston
ring gap is critical.

Too much gap: A ring gap that is too great

will allow excessive blowby. Blowby is the
leakage of combustion gases past the rings.
Blowby will blow oil from the cylinder wall.
This oil loss is followed by piston ring
scuffing.

Too little gap: A ring gap that is too little will

allow the piston ring ends to touch together
when the engine is hot. Ring end touching
increases the mechanical force against the
cylinder wall, causing excessive wear and
possible engine failure.
Piston Rings Gap Alignment :
To prevent excessive blowby we must check the location of the piston rings aliment, the piston
rings gaps must offset by approximately 120 degrees to each other.

Standard Aliment Simple Aliment

Check Piston Rings Gap :
To check the piston ring gap, remove piston ring from piston and place it in the cylinder bore and
inserting a feeler gauge between the ends of the ring. Piston ring end gap should be measured with
the piston ring positioned near the bottom (unworn) part of the cylinder.
Check Connecting Rod Alignment :
The connecting rod should be checked for twist, the hole at the
small end and the hole at the big end of the connecting rod
should be parallel. No more than a 0.002 in. (0.05 mm) twist is
acceptable, The rod aligner and feeler gauge used to check the
connecting rod twist . If measured rod twist is excessive, we must
replace the connecting rod
Check Connecting Rod Dimensions :
The connecting rod dimensions must be
checked by using internal micrometer to
check the big and small end diameter, Varner
caliper used to measure the connecting
road length. If one of this dimensions is not
within specifications, the connecting rod
should be replaced.
Crankshaft and bearing Service and Repair
The Engine Lower Part Includes The Following Parts:
❑ Crankshaft
❑ Main bearing journals
❑ Main thrust bearing
❑ Connecting Rod bearing journals
❑ Bearing caps
❑ Crankcase
Crankshaft :
Crankshafts are made of cast iron, forged cast steel, or nodular iron, and then machined. At the
centerline of the crankshaft are the main bearing journals. These journals are machined to a very
close tolerance because the weight and movement of the crankshaft are supported at these points.
The number of main bearings varies with engine design. The position of the rod journals places the
weight and pressure from the pistons away from the center of the crankshaft. This creates an
imbalanced condition. To overcome this imbalance, counterweights are built into the crankshaft to
offset the weight of the pistons and connecting rods. These are positioned opposite the connecting
rod journals.
Crankshaft Oil Holes :
It is important that the journals receive an ample supply of clean oil. Each main bearing journal has
a hole drilled into it with a connecting bore or bores leading to one or more rod bearing journals.
Pressurized oil moves in, over, and out of the journals.
The oil on the bearings forms a hydrodynamic oil film to support bearing loads.
Crankshaft Visual Inspection
Bearing Journal Scoring:
It is a common crankshaft defect. Scoring appears as scratches around the bearing journal surface.
This scratches must feel by hand. Generally, there is more scoring near the center of the bearing
journal.
Crankshaft Measuring and Inspection
Crankshafts should be carefully measured to determine the following:
❑ Diameter of main and rod bearing journals compared to factory specifications
❑ Each journal checked for out-of-round condition
❑ Each journal checked for taper

Check Crankshaft Journals Diameter

To measure the diameter of the main and connecting

rod journals, use an outside micrometer and compare
the reding with stander specifications.
Check Crankshaft Journals Out-of-round and Taper:
Taper is measured from one side of the journals to the other and the maximum taper is 0.0254 mm.
Compare these measurements to specifications to
determine if the crankshaft needs to be reground or
replaced. If the journals are within specifications, the
journal area needs only to be cleaned.
Checking Crankshaft Journals Concentricity :
Support the dial gauge on the center of the mating face of the
crankshaft journal and Calibrate the dial gauge to zero, then
rotate the crankshaft while avoiding the lubrication holes to
check the journal concentricity.
The reading must be less than 0.01 mm
Checking Crankshaft End Play :
Crankshaft “end play” is measured as the clearance between the crankcase thrust washer and
the axial mating surface of the crankshaft. With the crank in place, set the main caps and tighten
to main cap bolts to standard torque. Mount a magnetic base to the engine and set the dial
indicator to read off the crank snout. Gently push the crank all the way forward and zero the
gauge. The crank should move with very little effort and the dial indicator will read the clearance.
The recommended amount of end play is between 0.05 to 0.2 mm
Checking Crankshaft Saddle Alignment
If the block is warped and its main bearing bores are
out of alignment, the crankshaft will bend as it rotates.
This causes bearing failure and possibly a broken
crankshaft. This is a special machining operation in
which the main bearing bores are cut to an oversize in
order to keep perfect alignment. Badly warped blocks
are replaced.
The crankshaft Saddle alignment can also be
checked with a metal straightedge. Place the
straightedge in the saddles. Attempt to slide a feeler
gauge that is half the maximum specified oil clearance
under the straightedge.
Checking Crankshaft Saddle Roundness
The roundness of the bearing saddles should be checked with a dial bore gauge or telescoping
gauge and micrometer. To do this, install and tighten the main bearing caps, then measure the
inside diameter in many places in each bore.
Compare the value measured to the stander specifications.
Crankshaft Bearings
Modern engine bearings feature a multi-layer design. Each
layer differs in composition and thickness to deliver the
desired results.
Steel backing layer
It establishes a crushed interference fit with the journal and
helps to establish the shape of the bearing. This layer
thickness is usually about 45-50% of the total thickness.

Copper-lead alloy
Is a stronger and more expensive bearing material than
babbitt. It is used for intermediate and high-speed
applications. This bearing material is most easily damaged
by corrosion from acid accumulation in the engine oil.
Corrosion results in bearing journal wear as the bearing is
eroded by the acids. Many of the copper-lead bearings have
an overlay, or third layer, of a metal.
This overlay is usually of babbitt. Babbitt-overlayed bearings have high fatigue strength, good
conformity, good embeddability, and good corrosion resistance.
Bearing Clearance
The bearing to journal clearance may be from 0.025 to 0.06 mm, depending on the engine. The
oil clearance must be large enough to allow an oil film to build up, but small enough to prevent
excess oil leakage, which would cause loss of oil pressure. A large amount of oil leakage at
one of the bearings would starve other bearings farther along in the oil system. This would result
in the failure of the oil-starved bearings
Bearing Eccentricity
Most bearing halves, or shells, do not have uniform thickness. The wall thickness of most bearings
is largest in the center, called the bearing crown. The bearing thickness then tapers to a thinner
measurement at each parting line. The tapered wall keeps bearing clearances close at the top and
bottom of the bearing, The difference between the maximal and minimal wall thickness is called
eccentricity.

which are the more loaded areas and allow

more oil flow at the sides of the bearing. Both
need a constant flow of lubricating oil.
Bearings and journals only wear when the
parts come in contact with each other or
when foreign particles are present.
Oil enters the bearing through the oil holes
and grooves. It spreads into a smooth wedge-
shaped oil film that supports the bearing load.
Bearing Spread and Crush
Most main and connecting rod bearings have “spread.” This means the distance across the outside
parting edges of the bearing insert is slightly greater than the diameter of the housing bore. To
position a bearing half with spread, it must be snapped into place. This provides a good fit inside
the bore and helps keep the bearings in place during assembly. The parting faces extend a little
beyond the seat. This extension is called crush and bearing shells that do not have enough crush
may rotate with the shaft.
Oil Grooves
To ensure an adequate oil supply to the bearing’s surface,
an oil groove is added to the bearing. Most bearings have
a full groove around the entire circumference of the
bearing, and others have a groove only in the upper
bearing half.

Oil Holes
Oil holes in the bearings allow oil to flow through the block
and into the bearing’s oil clearance. These holes control
the amount of oil sent to the connecting rod bearings and
other parts of the engine. For example, oil squirt holes in
connecting rods are used to spray oil onto the cylinder
walls. The oil hole normally lines up with the groove in a
bearing. When installing bearings, make sure the oil holes
in the block line up with holes in the bearings.
Checking Bearing Clearance

Bearing Clearance = Diameter of bearing – Diameter of journal

Bearing oil clearance can be checked in the following way, Measuring the crankshaft journal
diameter and the inside diameter of the bearing as it is installed and subtracting the two
measurements. The difference is the bearing clearance.
Checking Bearing Clearance Using Plastigage
Bearing oil clearance can be checked in the following way, Using Plastigage ® between the
crankshaft journal and the bearing. The thin plasticlike strip material will deform depending on the
clearance.

❑ Position the wire in the axis of the crankshaft journal

avoiding the bearing lubrication holes.

❑ Refit the crankshaft bearing cover without lubricating.
❑ Remove the crankshaft bearing cover .
❑ Measure the flattening of the radial play measuring tape.
Bearing Failure and Inspection

Normal Appearance
Uniform wear pattern over approximately 2/3 of the
bearing’s surface Wear should diminish near the parting
line ends of the bearing, and the wear pattern should
extend uniformly across the bearing in the axial direction.
Scoring (Foreign Particles in Lining)
Dust, dirt, abrasives and/or metallic particles present
in the oil supply embed in the soft bearing lining,
displacing metal and creating a high-spot.

Possible Causes
1. Road dirt and sand entering the engine through the air-
intake manifold or faulty air filtration.
2. Wear of other engine parts, resulting in small fragments
of these parts entering the engine’s oil supply.
3. Neglected oil filter and/or air filter replacement.
Bearing Surface Fatigue
Bearing surface cracked, small irregular areas of surface
material missing from the bearing lining.

Possible Causes
Bearing failure due to surface fatigue can be the
result of the normal life span of the bearing being
exceeded or bad material.
Oil Shortage
When a bearing has failed due to oil shortage, Its surface
is usually very shiny. there may be excessive wear of the
bearing surface due to the wiping action of the journal. In
the most severe cases the bearing surface will be
scratched. The bearing will begin to turn dark blue to
black in color.

Possible Causes
1. Insufficient oil clearance.
2. A malfunctioning oil pump or pressure relief valve.
3. A blocked oil suction screen or oil filter.
4. Bad oil condition.
5. Oil overheating or overcooling.
Oil Shortage
When a bearing has failed due to oil shortage, Its surface
is usually very shiny. there may be excessive wear of the
bearing surface due to the wiping action of the journal. In
the most severe cases the bearing surface will be
scratched. The bearing will begin to turn dark blue to
black in color.

Possible Causes
1. Insufficient oil clearance.
2. A malfunctioning oil pump or pressure relief valve.
3. A blocked oil suction screen or oil filter.
4. Bad oil condition.
5. Oil overheating or overcooling.
Oil Pump
The oil pump is the heart of the lubricating system. The
oil pump pulls oil from the oil pan through a pickup
tube. The part of the tube that is in the oil pan has a
filter screen, which is submerged in the oil. The screen
keeps large particles from entering the oil pump.
This screen should be cleaned any time the oil pan is
removed. The pickup may also contain a bypass valve
that allows oil to enter the pump if the screen becomes
totally plugged.
The oil pump is required to:
1. Provide 3 to 6 gallons per minute of engine oil to lubricate the engine
2. Maintain pressure, by forcing the oil into the lubrication system under pressure
Pressure Regulation:
Oil pumps have an oil pressure relief valve to prevent
excessively high system pressures from occurring as
engine speed increases. When the oil pressure exceeds a
preset limit, the spring-loaded relief valve opens and
allows oil to directly return to the sump. Excessive oil
pressure can lead to poor lubrication due to the oil blowing
past parts rather than flowing over them. A pressure
regulator valve is loaded with a calibrated spring that
allows oil to bleed off at a given pressure. When the
pressure from the pump reaches a preset level, a check
valve, ball, or plunger unseats and allows the oil to return
to either the inlet side of the pump or to the crankcase.
CHECK OIL PUMP Visually
The gears and housing are examined for scoring. If the gears and housing are heavily scored, the
entire pump should be replaced.

worn cover Broken pump Scoring

CHECK OIL PUMP
If they are lightly scored, the clearances in the pump should be
measured. These clearances include the space between the
gears and housing, the space between the teeth of the two
gears, and the space between the side of the gear and the
pump cover. A feeler gauge is often used to make these
measurements.
Use a feeler gauge and straightedge to check its flatness.
There are specifications for the amount of acceptable warpage.
If the cover is excessively warped, replace the pump.
Oil Pan or Wet Sump
The oil pan is mounted to the bottom of the engine block.
It serves as the reservoir for the engine’s oil and is
designed to hold a certain amount of oil. The oil pan also
helps to cool the oil through its contact with the outside air.
Oil is drawn out by the oil pump. After the oil moves
through the engine’s lubrication circuits, it drains back into
the pan. This is describing a wet sump oil system because
the sump always has oil in it. As the crankshaft rotates, it
acts like a fan and causes air within the crankcase to
rotate with it. This can cause a strong draft on the oil,
churning it so that air bubbles enter the oil, which then
causes oil foaming. Oil with air will not lubricate like liquid
oil, so oil foaming can cause bearings to fail.
A baffle or windage tray is sometimes installed in engines to eliminate the oil churning problem.
This may be an added part, or it may be a part of the oil pan.
Windage trays have the good side effect of reducing the amount of air disturbed by the crankshaft,
so that less power is drained from the engine at high crankshaft speeds.
Dry Sump
In a dry sump system, the oil pan is shallow, and the
oil is pumped into a remote reservoir. In this
reservoir, the oil is cooled and any trapped air is
allowed to escape before being pumped back to the
engine. A dry sump system uses an externally
mounted oil reservoir.
ADVANTAGES
The advantages of a dry sump system are as follows:
➢ A shallow oil pan allows the engine to be mounted lower in the vehicle to improve cornering.
➢ The oil capacity can be greatly expanded because the size of the reservoir is not limited. A larger
quantity of oil means that the oil temperature can be controlled.
➢ A dry sump system also allows the engine to develop more power as the oil is kept away from the
moving crankshaft. bottom.

DISADVANTAGES
A dry sump system has the following disadvantages.
➢ The system is expensive as it requires components and plumbing not needed in a wet sump
system.
➢ The system is complex because the plumbing and connections, plus the extra components,

A dry sump oil system is used in most motor sport vehicles and is standard on certain high-
performance production vehicles
Engine Assembly
Short Block Preparation
The following engine block details should be checked:

➢ All passages should be clean and free of rust and debris.

➢ All gasket surfaces are properly cleaned and checked for burrs and scratches.
➢ Check that the final bore dimension is correct for the piston.
➢ Check the surface finish of the cylinder bore.
➢ Check all core plugs.
➢ Preparing threaded holes (All threads in the block should be thoroughly cleaned and Check that all
liquid has been removed from the bolt holes)
Cylinder Head Preparation
The following engine block details should be checked:

➢ All passages should be clean and free of rust and debris.

➢ All gasket surfaces are properly cleaned and checked for burrs and scratches.
➢ All valves should be checked for leakage
➢ Check the surface finish of the cylinder head.
➢ All valve springs should be checked.
Main Bearing Preparation
The crankshaft bearing journals should be measured with a
micrometer to select the required bearing size.

➢ Each of the main bearing caps will only fit one location and
the caps must be positioned correctly.
➢ The correct-size bearings should be placed in the block and
cap, making sure that the bearing tang locks into its slot.
➢ The upper main bearing has an oil feed hole. The lower bearing
does not have an oil hole.
➢ Confirm the bearing clearance using Plastigage ® (gauging
plastic)
➢ Oil clearances normally run from 0.0127 mm to 0.0508 mm.
Thrust Bearing Clearance

Tighten all main bearing cap bolts to factory

specification except for the bearing cap that is used for
thrust (usually the center or the rear cap). Pry the
crankshaft forward and rearward to align the cap half of
the thrust bearing with the block saddle half. Most
engine specifications for thrust bearing clearance (also
called crankshaft end play ) can range from 0.002 to If
the clearance is too great, oversize main thrust
bearings may be available for the engine. Semifinished
bearings may have to be purchased and machined to
size to restore proper tolerance.
THANK YOU
Your feedback is highly appreciated