Chapter 3 deals with engine problem diagnosis that can be performed before engine repair while the engine is still running. The chapter has been designed so that it can be used as a r[r]
(1)(2)A U T O M O T I V E E N G I N E S
DIAGNOSIS, REPAIR AND REBUILDING
6 T H E D I T I O N
T I M G I L L E S
Santa Barbara City College Santa Barbara, CA
(3)Automotive Engines: Diagnosis,
Repair and Rebuilding, 6th Edition
Tim Gilles
Vice President, Career and Professional Editorial: Dave Garza
Director of Learning Solutions: Sandy Clark
Executive Editor: David Boelio Managing Editor: Larry Main Senior Product Manager:
Matthew Thouin
Vice President, Career and Professional Marketing: Jennifer McAvey Executive Marketing
Manager: Deborah S Yarnell Marketing Coordinator: Mark Pierro Production Director: Wendy Troeger Production Manager: Mark Bernard Content Project Manager:
Christopher Chien Art Director: Benj Gleeksman Cover image: David Kimble Illustration
© 2011 Delmar, Cengage Learning
ALL RIGHTS RESERVED No part of this work covered by the copyright herein may be reproduced, transmitted, stored, or used in any form or by any means graphic, electronic, or mechanical, including but not limited to photocopying, recording, scanning, digitizing, taping, Web distribution, information networks, or information storage and retrieval systems, except as permitted under Section 107 or 108 of the 1976 United States Copyright Act, without the prior written permission of the publisher
Library of Congress Control Number: 2009936231 ISBN-13: 978-1-4354-8641-6
ISBN-10: 1-4354-8641-2
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Publisher does not warrant or guarantee any of the products described herein or perform any independent analysis in connection with any of the product information contained herein Publisher does not assume, and expressly disclaims, any obligation to obtain and include information other than that provided to it by the manufacturer The reader is expressly warned to consider and adopt all safety precautions that might be indicated by the activities described herein and to avoid all potential hazards By following the instructions contained herein, the reader willingly assumes all risks in connection with such instructions The publisher makes no representations or warranties of any kind, including but not limited to, the warranties of fi tness for particular purpose or merchantability, nor are any such representations implied with respect to the material set forth herein, and the publisher takes no responsibility with respect to such material The publisher shall not be liable for any special, consequential, or exemplary damages resulting, in whole or part, from the readers’ use of, or reliance upon, this material
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(4)DEDICATION
The completion of this book was made possible with the help of a great many individuals Automotive Engines is dedicated to them and especially to my parents, for the inspiration, and to my wife, Joy, and children, Jody and Terri, without whose help the book would not have been completed Special appre-ciation is due to my wife, Joy, who has managed the organization of the art package, spending countless after-work and weekend hours developing and organizing all the spreadsheets, captions, photos, and sketches, making cer-tain they are in their correct locations—a substantial task
This book is also dedicated to four important mentors: Lloyd Corliss, my first automotive teacher, who shared his love of engines and whose integ-rity and example inspired me to become an automotive teacher; Roger Ayles-worth, who became a big brother to me while I worked in his automotive business and who shared, by example, his attitude that, with knowledge, a good mechanic can fix just about anything; and Bob Barkhouse, another big brother and good friend Bob is a retired automotive teacher and the author of a very fine best-selling textbook on the upper end of engines His example is one of generosity He has been a big help and an inspiration to me and countless other teachers My good friend and mentor, Joe Schuit, has been helping the engine-rebuilding students at Santa Barbara City College in my engine rebuild-ing classes since shortly after he retired from his automotive machine shop business Joe is an inventor with a gifted mind for automotive engines and an enthusiasm that is contagious A day never goes by without Joe sharing some-thing new and valuable from his vast library of knowledge and experience
(5)“In memory of our friend, Jimmy Stephens (1964-2009),
(6)v
Contents
Dedication ■ iii
Preface ■ ix
About This Book ■ ix
Features of the Text ■ xii
About the Author ■ xv
ASE Certification Tests ■ xvi
Acknowledgments ■ xvii
S E C T I O N 1
Engine Construction, Diagnosis, Disassembly, and Inspection 1
CHAPTER Engine Operation 2
Simple Engine ■ Four Stroke Engine Operation ■ Cylinder Arrangement ■
Valvetrain ■ Cylinder Block ■ Front-Wheel Drive ■ Engine Classifications ■
Combustion Chamber Designs ■ Direction of Crankshaft Rotation ■ Firing
Order ■ Engine Cooling ■ Spark and Compression Ignition ■ Putting It All
Together ■ High-Performance Engine Trivia ■ Study Questions ■ ASE-Style
Review Questions
CHAPTER Engine Shop Safety 26
General Shop Health and Safety ■ Shop Cleanliness ■ Fire Prevention ■ Tool
and Equipment Safety ■ Lifting Equipment ■ Other Shop Equipment Safety ■
Hazardous Materials ■ Engine Shop Safety Test
CHAPTER Diagnosing Engine Problems 54
Diagnosing Problems Before a Repair ■ Oil Consumption ■ Oil Leaks ■ Fuel
Mixture Problems ■ Compression Loss ■ Engine Noises ■ Oil Pressure
Problems ■ Cooling System Problems ■ Electronic Failures/Engine Damage ■
Study Questions ■ ASE-Style Review Questions
CHAPTER Engine Removal, Disassembly, Inspection,
and In-Chassis Repairs 98
Service Information ■ Service Literature ■ Service Records ■ Engine
Removal ■ Front-Wheel Drive Engine and Transaxle Removal ■ Engine
Disassembly ■ Ordering Parts ■ Types of Engine Rebuilds ■ Major
Engine Repair—Engine in the Vehicle ■ Study Questions ■ ASE-Style
(7)vi • CONTENTS
CHAPTER Cleaning the Engine 153
Cleaning Methods ■ Cleaning the Inside of the Engine ■ Study
Questions ■ ASE-Style Review Questions
CHAPTER Measuring 171
Metric System ■ Measuring Tools ■ Precision Measuring Tools ■ Study
Questions ■ Vernier Caliper Practice ■ Micrometer Practice
S E C T I O N 2
The Breathing System 185
CHAPTER Cylinder Head: Parts and Service 186
Cylinder Head Material ■ Head Disassembly ■ Carbon Removal ■
Crack Inspection ■ Crack Repair ■ Valve Guide Inspection ■ Valve
Guide Repair ■ Reaming Valve Guides ■ Valve Guides and Seals ■
Resurfacing Heads ■ Study Questions ■ ASE-Style Review Questions
CHAPTER Cylinder Head: Springs, Valves, and Valve Seats 223
Valve Springs ■ Pushrods ■ Rocker Arms ■ Valves and Valve
Service ■ Valve Seats and Service ■ Reassembling the Head ■ Study
Questions ■ ASE-Style Review Questions
CHAPTER Camshafts, Lifters, Timing Belts, and Chains 267
Camshaft ■ Controlling Camshaft End Thrust ■ Valve Lash (Clearance) ■
Valve Lifters ■ Hydraulic Lifters and Lash Adjusters ■ Hydraulic
Lifter Operation ■ Valve Timing ■ Roller Cam and Lifters ■ Cam Drives ■
Timing Chains and Belts ■ Timing the Cam to the Crank ■ Timing Belts ■
Timing Belt Replacement ■ Study Questions ■ ASE-Style Review Questions
CHAPTER 10 Engine Power and Performance 312
Intake and Exhaust Manifolds ■ Engine Modifications to Improve
Breathing ■ Exhaust Manifolds ■ Turbochargers and Superchargers ■
Belt-Driven Superchargers/Blowers ■ Camshaft and Engine Performance ■
Checking Camshaft Timing ■ Camshaft Phasing, Lobe Centers, and Lobe
Spread ■ Variable Valve Timing ■ Active Fuel Management/Displacement
on Demand ■ Power and Torque ■ Measuring Torque and Horsepower ■
Dynamometer Safety Concerns ■ Study Questions ■ ASE-Style Review
(8)CONTENTS • vii
S E C T I O N 3
Cylinder Block Assembly 377
CHAPTER 11 Cylinder Block: Inspection and Service 378
Cleaning the Block ■ Oil and Water Plugs ■ Oil Jet Cooling ■ Aligning
Dowels on the Back of the Block ■ Main Bearing Caps and Registers ■ Main
Bearing Bore Alignment ■ Decking the Block ■ Inspecting Cylinder
Bores ■ Deglazing Cylinders ■ Reboring Cylinders ■ Honing Cylinders
to Size ■ Chamfering the Cylinder ■ Cylinder Sleeves ■ Lifter
Bores ■ Final Block Preparation ■ Cam Bearings ■ Study Questions ■
ASE-Style Review Questions
CHAPTER 12 Crankshaft, Bearings, and Engine Balancing 415
Crankshaft Design ■ Crankshaft End Thrust ■ Checking Crankshaft
Condition ■ Other Crankshaft Modifications ■ Checking Bearing
Clearance ■ Crankshaft Design and Engine Balance ■ Engine Balancing ■
Study Questions ■ ASE-Style Review Questions
CHAPTER 13 Pistons, Rings, and Connecting Rods 458
Pistons ■ Piston Rings ■ Piston Pins ■ Connecting Rods ■ Study
Questions ■ ASE-Style Review Questions
CHAPTER 14 Lubrication 498
Oil ■ Engine Oil ■ Engine Oil Licensing and Certification ■ Oil
Additives ■ Changing Engine Oil ■ Oil Pumps ■ Priming the
Lubrication System ■ Oil Filter ■ Changing the Oil Filter ■
Crankcase Ventilation ■ Study Questions ■ ASE-Style Review Questions
CHAPTER 15 Cooling System 534
Types of Cooling Systems ■ Accessory Belts ■ Thermostat ■
Thermostat Bypass ■ Radiators ■ Cooling System Pressure Cap ■
Radiator Fan ■ Coolant ■ Coolant Service ■ Study Questions ■
ASE-Style Review Questions
S E C T I O N 4
Engine Repair and Reassembly 579
CHAPTER 16 Engine Hardware: Fasteners,
Thread Repair, and Gaskets 580
Characteristics of Fasteners ■ Bolt Stretch ■ Torque and Friction ■ Drill
Bits ■ Taps, Threads, and Dies ■ Repairing Broken Fasteners and
Damaged Threads ■ Automotive Tubing Repair ■ Gaskets ■ Gasket
(9)viii • CONTENTS
CHAPTER 17 Reassembly and Starting 638
Warranty ■ Reassembly ■ Completion of Assembly ■ Engine
Installation ■ Ignition System Installation and Timing ■ Engine
Starting and Break-In ■ Final Inspection and Cleaning ■ Study
Questions ■ ASE-Style Review Questions
Appendix ■ 683
Glossary ■ 701
(10)ix
Preface
ABOUT THIS BOOK
It is often said that engines never change Although large changes are not the norm, the internal combustion (IC) engine is constantly evolving When the first edi-tion of this text was written in 1980, futurists were quesedi-tioning whether the four stroke cycle engine would still be around in 20 years The long history of this well-proven engine has shown continuous small refinements, and it is still the engine that powers most of today’s vehicles Compared with the engines that powered the muscle cars of 1980, today’s engines are more refined, lighter, and offer improved performance and durability
Automotive Engines, Sixth Edition provides the reader with the comprehensive knowledge needed to repair and rebuild these automotive engines The most com-plete book of its kind, it takes a generic, rather than product-specific, approach The text provides all of the need-to-know information in an easy-to-understand format Much effort has gone into organizing this book to make it easily readable, like a story To facilitate learning, all items related to a given topic are included within a single chapter Appropriate for entry-level as well as more experienced technicians and machinists, this text also provides opportunities for the reader to develop criti-cal diagnostic and problem-solving skills
Organization of This Edition
This text is divided into four sections and is designed so that the student can begin working in the shop right away Section covers engine construction, disas-sembly, inspection, and parts ordering Diagnosis techniques, both before and after disassembly, are covered in detail Also included are repair procedures that can be performed while the engine is still in the vehicle Tools and equipment procedures, as well as safety issues, are covered throughout Section deals with the breathing system This includes the valvetrain and manifolds Cylinder head repair, as well as camshafts and turbochargers, are also discussed in this section Section discusses the cylinder block assembly with a focus on lower-end repair procedures The lubri-cation and cooling systems are also covered Section deals with final reassembly and starting the engine Gaskets and miscellaneous repair procedures are covered in this section as well
New to This Edition
This sixth edition of Automotive Engines has been updated and refined to reflect
(11)x • PREFACE
easier for students to survey each chapter by looking at the photos and captions before reading the text
The design and engineering of the internal combustion engine is continuing to evolve, with high-performance sport compact cars becoming a larger share of the engine repair and enhancement market Vehicle restoration also accounts for a sub-stantial part of the industry In response to reviewer comments, these and other areas have been addressed in this revision of the text
Some of the new changes are listed next:
• New or updated case histories highlight real-world situations, providing more
critical thinking practices
• An updated and expanded high-performance chapter, including more detailed
information on engine breathing, including intake and exhaust manifolds, flow benches, turbocharging, supercharging, advance materials, and high-performance camshaft information
• Updates to the engine diagnosis chapter present the material the way it is
pre-sented in class Students need to learn to diagnose an engine during disassembly so they can assess its suitability for repair prior to spending a lot of money and wasting a lot of time Analyzing unusual wear or part failure will also help them correct problems so they not recur
• New up-to-date information on cooling and lubrication systems has been added
to this edition of the text Engines last far longer than they did 25 years ago, so maintenance has become more important to vehicle owners Cooling system fail-ures that result in serious engine damage have become more common
• New Vintage Engines additions help put newer technologies in historical
per-spective by offering interesting facts about older technologies while separating them from the core text
Use of the Text
A goal of Automotive Engines is to fill the needs of many, merging commonplace
and vintage content with the latest high-tech information Some schools have smaller engine course offerings, whereas others have large programs with classes of long enough duration to complete the entire text Some instructors will choose to assign certain chapters, leaving others for an introductory course Others will use some chapters in a prerequisite introductory engines course, saving others for an advanced engine-rebuilding course For instance, Chapter covers all of the camshaft-related items that would be needed for an entry-level automotive apprentice, whereas the new Chapter 17, Engine Power and Performance, consists of more advanced techni-cal material for aspiring engine machinists and high-performance specialists
There are many new and updated photos of engine disassembly and reassembly on newer vehicles The camshaft chapter emphasizes timing belt service, including cam lobe position identification, so you can be sure you are doing the right thing This is something all good technicians should know, but many not
(12)PREFACE • xi
use of a particular machine are avoided because they are available in the manual that comes with the machine
The primary aim of the text is to provide a student with adequate preparation for entry-level employment with emphasis on the ASE A1 and M1 engine assembly specialist areas The text also provides a foundation for the M2 and M3 areas, espe-cially in regard to ASE test preparation
To the Student
(13)xii
Shop Tips
Found throughout the chapters, these tips cover things commonly performed by experienced technicians
Features of the Text
Learning the theory, diagnosis, and repair proce-dures for today’s complex engines can be challeng-ing To guide readers through this material, a series of features are included that will ease the teaching and learning processes
Objectives
Each chapter begins with a list of objectives The objectives state the expected outcome that will result from completing a thorough study of the con-tents of the chapter
54
CONTENTS
• Diagnosing Problems before a Repair • Oil Consumption
• Oil Leaks • Fuel Mixture Problems • Compression Loss • Engine Noises
• Oil Pressure Problems • Cooling System Problems • Electronic Failures/Engine Damage
OBJECTIVES
Upon completion of this chapter, you should be able to:
• Use engine diagnostic tools and equipment safely and properly
• Diagnose engine and related problems and determine the proper repair procedure
INTRODUCTION
This chapter focuses on how to troubleshoot problems on a running engine Also discussed are some of the external causes of engine problems that
can result in a repeat of a previous engine failure, if allowed to continue unresolved Internal engine parts are shown here to illustrate some of the causes and results of these problems Internal problem
diagnosis after disassembly is also covered in more detail in subsequent chapters
It is very important that you diagnose the cause of a problem before performing a repair It is not unusual for an inexperienced technician to spend many hours of work only to discover that the repair was unnecessary
Five major diagnosis areas are covered: • Possible reasons for oil consumption • Causes of rough running or a loss of engine
power • Engine noises
• Oil pressure problems • Cooling system problems
There are many causes of engine problems Some are the result of normal wear and tear or a lack of maintenance Engine problems also might be due to previous work on the engine Problems that appear to be engine-related can also be caused by other automotive specialty areas, such as the transmission or emission controls Some-times a problem with a system causes an engine to fail If the problem is not taken care of, the fail-ure will recur
Diagnosing Engine Problems
VINTAGE ENGINES
In the past, gasoline stations provided underhood service, and most of them had an adjoining service facility
Today many of the service facilities have been conver
ted to mini-markets
One result of self-service is that eng
ines are suffering from a lack of maintenance
C H A PT E R 3
11/14/09 1:43:34 PM
CHAPTER Diagnosing Engine Problems • 85
it is advanced to the furthest point without causing detonation Modern computer-controlled engines use a detonation sensor (
Figure 3.53), sometimes called a knock sensor When it senses the vibration caused by detonation, the computer retards the igni-tion timing until the spark knock goes away The computer continually relearns the best timing for the fuel by advancing the timing until detonation occurs and then retarding the spark slightly until detonation stops All modern automotive engines have this capability Manufacturers recommend fuel of a particular octane rating for each of their vehi-cles When fuel of a lower octane rating is used, the timing will be adjusted to a lower amount of advance The price is a slight penalty in fuel econ-omy and performance
Older engines required more spark advance to com-plete combustion by the targeted point of 11–14° after TDC On modern engines, to help speed up normal combustion and prevent detonation, the spark plug location is often centrally located, or there are multiple spark plugs This is more efficient mechanically because firing the spark closer to TDC means that the piston is not working against com-pression for as long a time One of the advantages of a four-valve pent-roof combustion chamber is its faster burn time
Sometimes the pistons and cylinder head absorb the sound of engine knock, making it inaudible This condition is called cold knock or inaudible ping Other times the rattling that results from deto-nation can be very loud The noise is caused by vibration of the combustion chamber walls
When the air-fuel mixture detonates, the explo-sion is instantaneous and the loss of power can result in serious engine damage, including broken pistons, piston rings, and head gasket failure
SHOP TIPS
• Spark plugs are a window to combustion chamber action
Figure 3.52 shows spark plug conditions that resulted during preignition and detonation
• Dynamometers (see Chapter
0) are used to test eng ines under load Experienced dyno operators know that the temperature of exhaust gas in a detonating eng
ine will drop
Fuel Octane, Spark Advance, and Detonation
Octane rating is a measurement of a fuel’s ability to resist explosion under pressure Design engineers test an engine on a dynamometer, using fuels of dif-ferent octanes Difdif-ferent spark advances are tested at various speeds and loads to determine the engine’s highest torque output Ignition timing is best when
VINTAGE ENGINES
Before sophisticated computer-controlled spark timing, a common cause of detonation was over-advanced ignition timing
FIGURE 3.52 Damage due to (a) preignition and (b) detonation (a)
(b)
(14)FEATURES OF THE TEXT • xiii
Key Terms
Each chapter ends with a list of the terms that were introduced in the chapter These terms are highlighted in the text upon first use
Safety Notes and Cautions
Safety is a major concern in any automotive shop, so safety notes and cautions are listed throughout to focus the reader’s attention on impor-tant safety information
Vintage Engines
These text boxes place newer technologies in historical perspective by offering interesting facts about older technologies while separating them from the core text
CHAPTER Diagnosing Eng
ine Problems • 69
overheat Converter overheating can be minimized by dis-connecting the smog pump during the test
SHOP TIP
Using an oscilloscope when per
forming a power balance test allows the height of the firing lines to be observed A poorly performing cylinder with a high firing line can indi-cate a lean air-fuel mixture; a low firing line can be indica-tive of low compression
The cylinder power balance test can also be done with the engine running at higher speeds than idle Compare results at low and higher speed
An engine with a burned valve will perform poorly at low engine rpm but would improve at higher rpm A leaking valve does not have as sig-nificant an effect at higher speed as it does at low speed because the air coming into the engine and leaving it is moving too fast and has a much higher volume
A restriction in the intake, like that caused by a worn cam lobe, with hydraulic adjustment will result in little change in engine operation at idle The problem will become gradually more pro-nounced as speed is increased
EGR leaks not respond when you richen the mix-ture like air leaks The cylinder causing the rise
in engine rpm is the one from which the exhaust gas for the EGR valve was picked up Retest at cruise rpm and the problem will disappear
CAUTION
Cylinders should be shor
ted for only a few seconds at most Raw fuel entering the cataly
tic converter can cause it to FIGURE 3.21 Electronic cylinder power balance W
hen an injector is
disabled, engine rpm should drop
(Courtesy of Tim Gilles)
VINTAGE ENGINES
Prior to OBD II, manual power balance testing was a routine procedure On eng ines
with contact point distributors, it was a common practice to disconnect each spark plug wire on an idling engine and note the rpm drop Y
ou can perform a power balance test on cars equipped with electronic ignition electronically
Allowing the coil to produce ignition sparks while spark plug cables are disconnected can increase current flow in the coil to the point where the coil and igni-tion module can be ruined Eng
ine analyzers and hand-held scan tools have a feature that auto-matically shorts out cylinders, one at a time, without removing spark plug cables
It is important that each cylinder be shor
ted for the same leng
th of time and that the speed of the
engine returns to normal before shor
ting the next cylinder
The test is most effective when done at
the lowest engine speed possible (5 00–600 rpm)
Vehicles equipped with computer-controlled fuel systems will automatically raise the eng ine idle to
compensate as each cylinder is g
rounded out Disabling the computer’s spark advance is required to perform this test Consult service literature for the correct procedure
11/14/09 1:44:08 PM
Case Histories
These true stories describe automotive situa-tions encountered by the author They provide the reader with insight into the critical thinking skills necessary to diagnose automotive engine problems
CHAPTER Diagnosing Eng
ine Problems • 95 The results of the test include information about the viscosity (thickness) of the oil (Oil is covered in detail in Chapter 14.) Thicker oil is due to oxida-tion, usually from heat Thickening must be less than 30% of the original viscosity Thinner oil is usually due to fuel dilution, either from an accu-mulation of short trips or from a defect in the engine’s fuel system
Other results of an oil analysis include the oil’s moisture content (which should be less than 2%) or the presence of antifreeze/coolant, either of which could indicate internal coolant leaks The test also gives results in parts per million of the presence of metals such as iron, chromium, copper, aluminum, and tin from worn or failing engine parts Also included is silicon, which is sand or dirt High amounts of iron indicate excessive wear to cylinder walls Aluminum can indicate piston wear and chromium can indicate wear to chrome piston rings Excessive copper in an oil sample can be due to a new oil cooler on the engine After a first oil change, this should no longer be a problem because the inside of the oil cooler will oxidize during nor-mal use When lead and copper are found in the sample, this can be due to engine bearing wear or failure
that the catalytic converter could overheat and melt, causing exhaust system backpressure
Oil Analysis
Large fleets use oil analysis to determine when to change oil They put hundreds of thou-sands of miles on their engines and the engines have very large crankcase capacities In addition to telling when the oil’s additives are depleting, oil analysis performed by testing laboratories can also tell if there is potential mechanical trouble on the horizon
A sample of about ounces is sent to the labora-tory The oil is collected when the engine is at oper-ating temperature The lab is given information on the original viscosity of the oil, how long it has been since the last oil change, and how many miles are on the engine
Fleets often sample oil using a suction tube inserted into the dipstick tube Be sure that the sam-ple is not taken from the bottom of the oil pan This will not yield an accurate result If the oil sample is taken through the oil pan drain opening, remove at least quart of oil so that dirt deposits are washed away from the drain opening
KEY TERMS
ATF black light testing block check tester
cranking vacuum test cross fluid contamination
EGR
intake manifold vacuum PCV
seized engine
STUDY QUESTIONS
When an engine runs for a long period with an excessively lean air-fuel mixture, what kind of engine damage can result?
Carbon has built up in the neck area of a valve What is the most probable cause? If a spark plug is oil-fouled with carbon on only
one side, what could be the cause? At the end of a spark plug deposit test, what must
be done before the engine is accelerated off idle?
A roar will be heard through the engine’s air intake when the _ system is restricted What happens to the outside of an exhaust pipe
at the point of an internal restriction? During a compression test, remove all of the
_ _ so the starter can crank the engine easily
How many compression strokes (minimum) should the engine crank during a compression test?
11/14/09 1:45:09 PM
34 • SE
CTION I Engine Construction, Diagnosis, Disassembly , and Inspection
drill) W
hen he plugged the drill into the wall, he was holding it in his hand and received a dangerous electrical shock Luckily he was not seriously injured.
General Hybrid Safety
If you ev er work on a hybr
id electrical system,
your life will depend on kno wing wha
t and when
somethin
g is safe to touch V oltage can ran
ge up to
650 volts and 60 amps instantly
This can be deadly
All hybr id manufac
turers pro vide ample inform
a-tion on the Internet to allo w fire departm
ents and
other em
ergency personnel easy access for t raining
Toyota em ergency inform
ation is a vailable a
t the
followin g Web site: http://
techinfo.to yota.com
SAFETY NOTE
Orange means high voltage Do not forget this! Figure 2.1
5
shows typical orange-colored high-voltage connections in a hybrid vehicle
Electric Shock
Twelve-v olt direc
t current (DC) elec trical
sys-tems like the ones used in a
utomobiles are not
capa-ble of induc ing ser
ious elec
trical shock, unless the
engine has a dist ributorless ignit
ion or is a
high-voltage hybr id Shop equipm
ent, ho wever, is po
w-ered by either 110-v olt or 220-v
olt alterna ting
current Ele
ctric shock hazards can be minimized when usin
g electrical tools by not standin g in water
To prev ent a spark f
rom jumpin g from the outlet to
the plug, be sure tha
t a tool is not in the “on ”
posi-tion before y
ou plug it into the outlet Three-wire elec
trical tools are the best choice for
commercial w ork The ext
ra terminal is connec ted
to ground ( Figure 2.14
) If you use a hom
eowner-type tool with a tw
o-wire plug, it should be double
insula ted Tradit
ional a utomot
ive wir ing color is
black for ground and red for posit ive, but in
com-mercial wir
ing the green wire is for ground
CASE HISTOR Y
An electrical plug on a drill with a metal housing was damaged, requiring replacement A mechanic
bought a new three-wire plug, cut and stripped the wires and installed it on the cord He had been
working on cars for many years and was used to the color code used around automotive batt
eries
When he connect
ed the black wire to the ground
terminal, he was actually connecting one of the hot leads to ground (also the housing of the metal
Ground socket
Ground ter minal
FIGURE 2
.14 The third wire terminal is for g round
Orange cab les
FIGURE 2
.15 High-voltage cables on hybrid vehicles are orange Accidental contact can kill you!
(Courtesy of Tim Gilles)
026-053.indd 34
(15)xiv • FEATURES OF THE TEXT
Instructor Resources
An Instructor Resources CD is available to instructors and includes the following compo-nents: an electronic Instructor’s Guide with answers to all end-of-chapter questions, Word files of all end-of-chapter questions, a computerized test bank in ExamView with hundreds of questions for quizzes or exams, chapter presentations in PowerPoint for each chapter of the text, a search-able Image Library with hundreds of illustrations to support in-class presentations, a NATEF corre-lation grid connecting the chapter content with the most current A1 task list, and electronic job sheets to guide students through common engine diagno-sis and repair procedures
Notes
Throughout the text, notes are included to call attention to need-to-know information
ASE-Style Review Questions
Each appropriate chapter concludes with ten ASE-style review questions to help the reader pre-pare for the ASE Certification Exam
Study Questions
At the end of each chapter, there are 15 study questions of varying types The questions provide an opportunity for reinforcement and review of key concepts presented in the chapter
420 • SECTION III Cylinder
Block Assembly
NOTE
When ringing a crankshaft, the sprocket or gear must be removed first, or the crankshaft will sound like it is cracked Hang the crankshaft by a wire Holding it by hand will deaden the sound
A dull sound indica
tes the presence of a crack
A forged crankshaft will
ve a sharper soundin g
ring than a cast crankshaft
NOTE
Some crankshafts require very careful handling If you dam-age a tone ring for a crankshaft position sensor like the one shown in Figure 12.1
6, you can cause a drivability problem due to the confusing signals received by the PCM
A more accurate way to check for cracks is the wet Magnaflux
® magnetic particle inspec tion
method (Figure 12.17)
• A magnetic field is induced in the crankshaft by spraying the crankshaft with a mixture of iron particles suspended in a liqui
d
• Then a black light is used to detec t the cracks
NOTES
Magnaflux will not locate pinholes and casting defects It only works for cracks
Before checking a burned crankshaft for cracks with Magnaflux, grind it first
attempt it because they find it more economical to replace the crankshaft
Another method of st
raightening crankshafts is
with a special press
(Figure 12.14) The press will work with forged crankshafts but will likely break a cast crankshaft
A crankshaft tha
t is only slightly bent can often
be reground straight, but this has its limita tions
Rebuilders sometimes insist on receivin g a
crank-shaft core that is standard or 0.010 " under to allow for the possibilit
y that a crankshaft slightly out of
alignment can be correc ted by regrinding
Checking for Cracks
When a crankshaft is sev
erely worn, it will ve
suffered poundin
g because the engine was opera ted
with excessive clearance There is a higher likelihood this crankshaft to be cracked A crankshaft burned from oil starvation is not as likely to be cracked
A crankshaft can be checked for obvious cracks by “ringing” the counterw
eights with a light tap of
a hammer (Figure 12.15) FIGURE 12.14 A crankshaft straightening press used on forged crankshafts that are bent
Hydraulic press Press arm WRONG Wire RIGHT
FIGURE 12.15 Ringing a crankshaft to check for cracks A dull sound indicates a crack Suspend the crankshaft with wire Holding it with your hand will invalidate the test (
Courtesy of Tim Gilles
)
11/27/09 6:56:31 PM 456 • SE
CTION III Cylinder
Block Assembly
bearing crush bearing spread
end thrust
externally balanced fillet radius
locating lug or tan g
Rockw ell “C” scale torsional vibra
tion
STUDY Q UESTIONS Wha
t is another nam
e for the rod journal?
Wha t is the nam
e of the rounded area a t the edge
of each bear ing journal?
Wha t is the dif
ference in appearance betw een an
in-line en
gine rod journal and a V8 rod journal?
Which crankshaft is st ronger
, cast or forged?
Wha t is the term tha
t descr ibes the crankshaft
being pushed forw
ard by the clutch or torque
converter?
When a rod journal is tapered, wha t should be
checked as a possible ca use?
List (in inches) the dif
ferent undersizes to which
a crankshaft can be reground Wha
t are the nam es of tw
o types of hardenin g?
a b The hardness spec
ification is usually giv en on
the _ “C” scale
KEY TERMS
10 Wha
t part of the crankshaft can be rolled with a hydraulic roller to increase crankshaft st
rength?
11 How much thicker than standard w ould a 0.020’
’
undersized bear ing insert be?
12 When there is less clearance, will a Plast igage
reading be wi der or narro
wer?
13 Wha t are three propert
ies of a bear ing?
a b
c 14 Norm
al main bear
ing wear is on the _
a top b bottom 15 Nam
e three t
ypes of scales used in en gine bal-ancing a b c ASE-S
TYLE R EVIEW Q
UESTIONS
An en
gine has a burned thrust m ain bear
ing
Technic ian A sa
ys that this can be ca used by a
driver who “r ides” the clutch T
echnic ian B sa
ys
that this can be ca used by insuf
ficient clutch
pedal-f ree trav
el Who is r ight?
a Technic ian A only b Technic
ian B only c Both A and B
d Neither A nor B Technic
ian A sa ys tha
t norm al main bear
ing
wear is on the top T echnician B sa
ys that w orn lower m
ain bear ings can be ca
used by luggin g
the engine Who is r ight?
a Technic ian A only b Technic
ian B only c Both A and B
d Neither A nor B Technic
ian A sa ys that bear
ings ve a soft
sur-face tha t flows
away from high spots in case of a
nick in the crankshaft T echnic
ian B sa ys that
dirt can be absorbed into the crankshaft journal surface Who is r
ight?
415-457.indd 456
(16)xv
Tim Gilles has authored and coauthored several textbooks He has been an automo-tive teacher since 1973 and is currently a professor in the Automoautomo-tive Technology Department at Santa Barbara City College He has a Master of Arts degree in Occu-pational Education from Chicago State University and a Bachelor of Arts degree from Long Beach State University He holds the industry certifications of ASE Mas-ter Engine Machinist and ASE MasMas-ter Automotive Technician
Tim has been active in professional associations for many years, serving as pres-ident and board member of the California Automotive Teachers (CAT) and as a board member and election committee chair of the North American Council of Automotive Teachers (NACAT) He is a frequent seminar presenter at association conferences Tim has been a longtime member of the California Community College Chancellor’s Trade and Industry Advisory Committee He is active in industry asso-ciations, including AERA, ARC, and IATN and has served several terms as educa-tion representative on the board of the Santa Barbara Chapter of the Independent Automotive Professionals Association (IAPA)
(17)xvi
The National Institute for Automotive Service Excellence (ASE) certifies automotive technicians in the eight specialty areas of automotive repair Tests are given twice a year at locations throughout the country and on the Internet To become certified in one of the specialty areas, you must correctly answer between 60% and 70% of the questions, depending on the difficulty of the particular test To become a Master Auto Technician, you must pass all eight tests To receive certification, you must also have at least years of automotive work experience School training can count as one of the years If you not have the work experience, you can still take the tests ASE will provide you with the test results and will certify you as soon as your expe-rience requirement is met
ASE and AERA have developed an Engine Machinist test series The three tests in the series are Cylinder Head Specialist, Cylinder Block Specialist, and Engine Assembly Specialist Passing machinist tests in all three of the areas qualifies you as a Master Engine Machinist Tests are administered as part of the regular ASE Tech-nician test series
Many employers ask for ASE certification when they advertise a job opening ASE certification provides a technician or machinist with a means of showing a pro-spective employer that he or she has a validated training background The practice tests at the end of the chapters in this text provide examples of the types of questions that will be found on the ASE A1 test on Engine Repair and ASE M1–3 tests on Engine Machining Sample ASE Engine Machinist test questions and explanations are included at the back of the book
(18)xvii
The author and publisher would like to offer special thanks to the following reviewers for their com-ments, criticisms, and suggestions on the sixth and prior editions of this text
Sixth edition reviewers: Henry Baboolal
University of Northwestern Ohio Lima, OH
Jim Brandon
Linn State Technical College Linn, MO
David Christen
University of Northwestern Ohio Lima, OH
Earl Comer
University of Northwestern Ohio Lima, OH
Dave Hagen
AERA Engine Builders Association Crystal Lake, IL
Tim LeVan
University of Northwestern Ohio Lima, OH
Jason Norris
Pasadena City College Pasadena, CA
Richard Rackow
Moraine Valley Community College Palos Hills, IL
Chuck Rockwood Ventura College Ventura, CA Michael White
University of Northwestern Ohio Lima, OH
Reviewers prior to the sixth edition:
Steve Bertram, Palomar College, San Marcos, CA David Christen, University of Northwestern Ohio, Lima, OH
Kenneth P Dytrt, Pennsylvania College of Technology, Williamsport, PA
Dimitri Elgin, D Elgin Cams, Redwood City, CA Gary Engberg, Northeast Metro Technical College, White Bear Lake, MN
John Kraemer, Western Iowa Tech Community College, Sioux City, IA Norman Laws, Professor Emeritus, Chicago State University
Larry Leavitt, Pennsylvania College of Technology, Williamsport, PA
Wilmer Martin, Automotive Training Center J C Mitchell, Gaston College
Ted Nicoll, Central Missouri State University Jerry Norris, Southeast Community College, Milford, NE
Joe Polich, President, Production Engine Rebuilders Association
Fred Raadsheer, British Columbia, Institute of Technology, Vancouver, BC Robert D Raduechel, Modesto Junior College Butch Reilly, Spokane Community College, Spokane, WA
Chuck Rockwood, Ventura College, Ventura, CA Charles Romack, Southern Illinois University Jerry Rosenquist, Fel-Pro/Federal-Mogul Raymond K Scow Sr., Truckee Meadows Community College
Gary Semerdjian, Santa Barbara City College, Santa Barbara, CA
(19)xviii • ACKNOWLEDGMENTS
Jason Spohr, Pasadena City College, Pasadena, CA Bill J Steen, Yuba College, Marysville, CA
Forrest J Stewardson, Mayo Technical College Don Sykora, Morton College, Cicero, IL John Thorp, Illinois Central College, Peoria, IL Christopher VanStavoren, Pennsylvania College of Technology, Williamsport, PA
Bob Warnke, Hutchinson Technical College
The author would also like to thank the mem-bers of the AERA for the tremendous job they in sharing technical information through their organi-zation AERA associate members from industry and manufacturing have been extremely helpful in pro-viding illustrations and technical help Dave Hagen,
AERA Technical Support Manager, has made count-less helpful suggestions for improvement of this
and earlier editions of Automotive Engines.
The author would especially like to thank his Delmar Cengage Learning team—Matt Thouin, Barbara LeFleur, Chris Chien, Mark Bernard, Dave Boelio, and Sandy Clark—for their exceptional effort and dedication in bringing this revision to publication Special thanks are due to Matt Thouin, my product manager Matt has very capably
man-aged this sixth edition revision of Automotive
(20)1
SECTION 1
Engine Construction, Diagnosis, Disassembly,
and Inspection OVERVIEW
Automotive Engines is a book about the diagnosis, repair,