engine mechanical diagnosis - london road garage … · engine mechanical diagnosis course guide...

Engine MechanicalDiagnosis

Course Guide EMD.01

Course Guide

Student Guide

EMD 01 Course Guide_RV4_cvrs:Engine Mechanical Diagnosis 1/5/10 9:30 PM

SAFETY FIRST

Appropriate service methods and proper repair procedures are essential for safe,reliable operation of all motor vehicles as well as the personal safety of the individualperforming the repair. There are numerous variations in procedures, techniques, toolsand parts for servicing vehicles, as well as in the skill of the individual performing theservice. This module cannot possibly anticipate all such variations and provide adviceor caution to each. Accordingly, anyone who departs from the instruction provided inthis module may compromise their personal safety or the vehicle integrity by theirchoice of methods, tools, or parts. The following list contains general warnings thatshould always be followed while working on a vehicle.

• Always wear safety glasses for eye protection.

• Use safety stands whenever a procedure requires underbody work.

• Be sure the ignition switch is always off unless otherwise specified by a procedure.

• Set the parking brake when working on the vehicle.

• Operate the engine only in a well ventilated area.

• Keep clear of moving parts when the engine is running.

• To prevent serious burns, avoid contact with hot metal parts such as the radiator,exhaust manifold, tail pipe, catalytic converter, and muffler.

• Do not smoke while working on a vehicle.

Within this module you will find Notes, Cautions and Warnings which provide criticalinformation and help you do your job safely and efficiently. Below are the definitionsof these terms.

When you see a Note, Caution or Warning, be certain you understand the messagebefore you attempt to perform any part of a service procedure.

NOTE: The purpose of a Note is to help you do your job more efficiently. ANote may provide additional information to help clarify a particular point orprocedure.

CAUTION: A Caution alerts you to the possibility of damage to tools,equipment, or the vehicle. A Caution recommends that a procedure must bedone in a certain way to avoid potential problems resulting from impropertechniques or methods.

WARNING: A Warning alerts you to the highest level of risk. Warnings informyou that a procedure must be done in a particular way to minimize the chancesof an accident that could result in personal injury or even loss of life.


Copyright © 2007, 2010 Kia Motors America, Inc.

All rights reserved. No part of this publication may be reproduced, stored electronically, or transmitted in anyform or by any means without prior written approval from Kia Motors America, Inc. (“KMA”). KMA reservesthe right to make changes in the descriptions, specifications, or procedures.

The content of this course is intended for informational and educational purposes only. Any reliance placed onsuch information is therefore strictly at your own risk. In no event will Kia Motors America, Inc. ("KMA") or Kia

University be liable for any loss or damage including, without limitation, indirect or consequential loss ordamage, property loss, damage, personal injury or death caused to any persons arising out of or in connection

with the use of this course.

While KMA makes all reasonable efforts to ensure that all course materials are correct, accuracy cannot beguaranteed and KMA does not assume any responsibility for the accuracy, completeness, or authenticity of anyinformation contained in these course materials. Nothing in this course is intended as a guarantee of success.


TT-EMD108-IL-CG013rd Printing - October ‘09


COURSE OVERVIEW The Engine Mechanical Diagnosis Course providesKia service technicians with the opportunity to increasetheir skill level and efficiency in diagnosing customer’sconcerns related to Engine Mechanical systems.

In this performance-based course, Kia servicetechnicians will demonstrate their diagnostic skillsthrough hands-on, instructor-supervised, guidedpractices including:

• Diagnostic Tools

• Oil Consumption & Analysis

• Cooling System Checks

• Timing Belt Analysis

• Continuously Variable Valve Timing Tests

• Spark Plug Analysis

Upon completion of this course, the Kia ServiceTechnician will have the ability to diagnose EngineMechanical concerns the first time, every time.

Kia Dealership Technicians who diagnose andtroubleshoot moderately-complex engine systems.

You must complete the following:

• Introduction to Engine Mechanical DiagnosticTools online test

This test includes the following support chapters:

• Introduction to the Kia Engine Family

• Introduction to Engine Mechanical Diagnosis

A pre-test will be given to check your knowledge ofengine mechanical diagnostic tools

COURSE GOAL

PREREQUISITES

TARGET AUDIENCE

Course Guide (EMD.01) 1

Engine Mechanical Diagnosis

PRETEST

EMD 01 Course Guide_RV4:Engine Mechanical Diagnosis 1/18/10 4:00 PM Page 1

ABOUT TRAINING MODULES

Today’s complex automotive technology demands thatyou, the professional Kia service technician, stay up-to-date with the latest service information, specialtools and complex repair procedures. We have adopteda modular training delivery system that breaks-downthe critical information into logical groupings. First youwill be presented with system theory and operation,then given a chance to practice what you havelearned. Finally, we will test what you have learnedthrough a Performance Assessment.

A Theory Module explains the subject from basic tocomplex. This allows you to obtain a workingknowledge of a component or system, which is a prerequisite for successful diagnosis and repair.

The Guided Practice Module affords you theopportunity to familiarize yourself with a component orsystem through hands-on experience. The guidedpractices are to be instructor supervised and verified.These exercises may include: the use of servicemanuals or KGIS, accessing kdealer.net, labdisassembly and reassembly, live vehicle activates andmuch more.

The Performance Assessment Module provides theopportunity for you to prove that you can perform thesubject matter related tasks and procedures. Eachtechnician must successfully complete this module,which is designed to test your cognitive (knowledge)and motor (hands-on) abilities. The module must becompleted individually, not as a team.

THEORY

GUIDED PRACTICE

PERFORMANCE ASSESSMENT

2 Course Guide (EMD.01)



GETTING THE MOST OUTOF THIS COURSE

These modules are designed to be part of a structuredtraining plan consisting of lecture, interactiveclassroom discussion, and hands-on shop activitiesunder the direction of a trained Kia Instructor. Aftercompleting the course modules your understanding ofthe material will be verified through our PerformanceAssessment Module, you must pass a written andhands-on evaluation.



The course and its materials are here for you to learn.Use them and your time in a way that will benefit youwhen you return to your dealership.

Make drawings, jot down notes, and highlight thesematerial to help you remember important details. Eachmodule is designed with ample margins for yourimportant notes.

If you do not understand something in this course,ask your instructor for clarification. Asking questionsis strongly encouraged to help you get the most out ofthis course.

During the hands-on activities, you will often beworking as a team. By actively engaging in eachactivity, you will maximize your learning experience.While in the lab, feel free to ask the instructorquestions at any time.

This course is an opportunity for you to learn in acontrolled environment under the guidance of atrained Kia Instructor. Through active participation youcan build confidence in your abilities to diagnosecustomer concerns right the first time, every time!

TAKE NOTES

COURSE MANAGEMENT

ASK QUESTIONS

TEAMWORK

LEARN AT EVERY OPPORTUNITY


Day One



Day Two

Introduction (CG)

Diagnostics (Th - Module 2)

Diagnostics (GP - Module 3)

Break



Lunch



Break

Simulations (Class Demo)

Simulations (GP)

Class Wrap-Up

Simulations (GP - Continued)

Simulations (Discussion)

Break

External Inspections (Th)

External Inspections (GP)

Lunch

External Inspections (GP)

Break

Performance Assessment

8:00 - 8:20

8:20 - 9:00

9:00 - 10:00

10:00 - 10:15

10:15 - 10:45

10:45 - 12:00

12:00 - 1:00

1:00 - 1:45

1:45 - 2:45

2:45 - 3:00

3:00 - 3:15

3:15 - 4:30

4:30 - 5:00

8:00 - 9:00

9:00 - 9:30

9:30 - 9:45

9:45 - 10:45

10:45 - 12:00

12:00 - 1:00

1:00 - 2:30

2:30 - 2:45

2:45 - 5:00

COURSE MATERIAL

Mod

ule

Num

ber

Mod

ule

Title

Theo

ryG

uide

d Pr

actic

ePe

rfor

man

ceAs

sess

men

tG

uide

EMD 01 Course Guide XEMD 02 Diagnostic Tools XEMD 03 Diagnostic Tools XEMD 04 External Inspections XEMD 05 External Inspections XEMD 06 Performance Assessment X

AGENDA


Throughout this course you will come across severalicons designed to keep you on track.

The Reference Icon indicates you must refer toadditional publications in order to complete thequestions or activity.

The Video Icon indicates there is a video segmentcorresponding to the module information.

The Activities Icon indicates an activity that supportsa critical learning objective. These activities are offeredto help you master the material.

The Feedback Icon indicates a progress check meantto provide you with feedback on your understanding ofthe course material. Based on this information, werecommend you review any areas where you have notmastered the material.

The Performance Assessment Scorecard is usedto track your classroom participation, performance onguided practices, performance on diagnosis &troubleshooting, and any written knowledgeassessments.

A final score of 80% or higher is needed forcompletion credit of this course. Scores are calculatedbased on:

• Simulation Exercises 18 pts

• Guided Practice Exercises 32 pts

• Performance Assessment 50 pts

* Lack of punctuality and disruptive behavior will resultin a loss of points from class.

One copy of the scorecard is yours, and one copy isused to update your Kia technical training records.Should you not complete the course, the third copy isforwarded to your Kia District Parts and ServiceManager (DPSM).

ICONS

PERFORMANCE ASSESSMENTSCORECARD

SCORECARD ROUTING

COURSE ACHIEVEMENT






N O T E S :


EngineMechanicalDiagnosis

Diagnostic Tools

Theory Module

Student Guide

EMD.02

EMD 02 Diagnostic Tools TH_RV6_cvrs:EMD 02_Diagnostic Tools 1/5/10 9:32 PM Page 1

SAFETY FIRST
















TT-EMD108-IL-TH023rd Printing - October ‘09


TARGET AUDIENCE Kia Dealership Technicians whom are able to diagnose,troubleshoot, and repair engine mechanical relatedcustomer concerns.

Upon completion of this module, the Kia servicetechnician will be able to demonstrate the knowledgerequired to accurately diagnose engine mechanicalrelated customer concerns using specific diagnostictools.

Upon completion of this module, you will be able to:

A) Accurately interpret and understand the results ofthe following diagnostic tools:

• Vacuum Gauge

• Compression Gauge

• Stethoscope and Chassis Ears

• Leak Down Gauge

• Borescope

• Block Check Dye

• Cooling System Pressure Tester

• Global Diagnostic System

• Oil Pressure Gauge

• DVOM (Coolant Electrolysis Test)

B) Understand other variables that can affect engineperformance, such as:

• Oil Viscosity

• Oil Consumption

• Oil Analysis

• Cooling System

• Electrolysis

Carefully read through the material, take notes basedon the classroom discussion and study eachillustration. Throughout the module there will beProgress Check questions for you to answer. You mayuse the modules to answer the questions.

Approximately 45 minutes

MODULE GOAL

MODULE OBJECTIVES

MODULE INSTRUCTIONS

TIME TO COMPLETE


Diagnostic Tools - Theory Module (EMD.02) 1

EMD 02 Diagnostic Tools TH_RV7:EMD 02_Diagnostic Tools 1/18/10 4:16 PM Page 1

Diagnostic Tools - Theory Module (EMD.02)

Engine

2


DVOM - Digital Volt Ohm MeterA DVOM is designed to provide in-depthinformation about the electrical characteristicsof a circuit.

HLA - Hydraulic Lash AdjusterAn HLA is a device for maintaining zero valveclearance in an internal combustion engine.

inHG - Inches of MercuryA unit of measure that is widely used withautomotive Vacuum Gauge readings.

PSI - Pounds per Square InchA unit of measure for pressure.

RVP - Reid Vapor PressureA method of measuring vapor pressure inpetroleum products.

TDC - Top Dead CenterThe exact top of a piston’s stroke.

ACRONYMS




3

INTRODUCTION

While computer controlled systems may indicate aconcern on a vehicle, there is no substitute for goodmechanical diagnostics to isolate the concern. Theengine is essentially an air pump and we can use toolsto determine how effective the engine processes airand fuel mixtures.

This module will focus on the use of various diagnostictools that are effective in diagnosing customers enginemechanical related concerns. The tools covered in thismodule are:

• Vacuum Gauge



• Leak Down Gauge

• Borescope

• Block Check Dye




• DVOM

FEEDBACK: Remember these 2 elements whileworking with these tools:

1. Understand the results

2. What do the results lead to next?




4

The Vacuum Gauge is an often overlooked diagnostictool. Since the pistons, rings, and valves createvacuum in the engine it makes sense to check themfor engine mechanical concerns.

Vacuum Gauges read in Inches of Mercury (or inHG).A typical Kia engine will average 18 inHG at idle.

To set up a Vacuum Gauge:

• Make sure the engine is up to normal operatingtemperature.

• Find a vacuum source behind the throttle body oron the intake manifold. Some instances mayrequire the use of a Vacuum “Tee”.

VACUUM GAUGE




5

With the Vacuum Gauge connected properly, you caninterpret the readings to determine the followingconditions:

• Normal - steady 18 inHG

• Worn Rings or Diluted Oil -This can be tricky sincethe idle is steady at 18 inHG. A quick throttleapplication will drop to 0 which also looks normal.The trick is how it recovers after the acceleration. Agood engine will bounce up to 26 inHG thennormalize to 18 inHG. An engine with worn rings ordiluted oil cannot seal as well and will only bounceup to 22 inHG. However, Electronic Throttle Bodyequipped vehicles have programming that opens thethrottle slightly if the vacuum exceeds 22 inHG ondeceleration.

• Sticking Valves -will hold steady at 18 inHG like agood engine, but when the suspect valve isactuated, the needle will quickly bounce lower 3 to4 inHG.

• Burnt Valves or Constantly Leaking Valves - affectvacuum in the intake manifold and can be detectedwhen the vacuum needle sweeps 6 to 8 inHG in arhythmic pattern.

• Poorly Seated Valves - A steady sweep of the needlethat drops 2-4 inHG, then rises to a normal level,will indicate poorly seated valves.

• Worn Valve Guides - A needle that sweeps 4-6 inHGmay indicate worn valve guides.

• Weak Valve Springs - Raise the engine to 2000 RPM.If the needle flicks dramatically between 10-14inHG, you likely have weak valve springs.

• Late Valve Timing or Intake Leak - If the VacuumGauge is reading steady around 10 inHG, then therecould either be a possible intake leak or late valvetiming.

• Major Intake Leak - A low reading of 3-6 inHG that issteady may indicate a severe intake leak.

• Clogged Catalytic Converter - A severely cloggedcatalytic converter will slowly reduce vacuum whichcan be detected under load.

VACUUM GAUGEDIAGNOSTICS


Compression tests can be used to analyze anddiagnose customers’ concerns related to engineperformance. Possible symptoms may suggests thatthe cause of a problem may be poor compression (ormisfire) due to:

• Burnt Valves

• Blown Head Gasket

• Worn or Broken Rings

• Slipped Timing Belt (or Chain)

• Worn Valves

• Cracked Head

• Restricted Intake Flow

• Restricted Exhaust Flow

CAUTION: Please remember that the adapter hosesfor the Leak Down Gauge and the Compression Gaugeare not interchangeable. There is a schrader valve onthe Compression Gauge adaptor, that is not present onthe Leak Down Gauge adaptor.

COMPRESSION GAUGE


Diagnostic Tools - Theory Module (EMD.02)6


Various types of tests can be performed using acompression gauge. There are three tests availablewith this tool:

• Dry Compression Test

• Wet Compression Test

• Running (or Dynamic) Compression Test

Compression GaugeDiagnostics




The “dry” compression test (also known as thecranking compression test) is the most common testusing the compression gauge when testing thecylinder’s ability to seal properly.

To perform a dry test:

• Block the throttle wide open for unrestricted airflow

• Disconnect the fuel fuse (or pull the Main Relay) toprevent the engine from running and excessive fuelwash into the oil

• Disconnect the ignition fuse (or pull the Main Relay)to prevent possible secondary ignition moduledamage

• Remove all spark plugs. Inspect them and keepthem in order

• Crank the engine 7-8 revolutions on a fully chargedbattery

* 7-8 revolutions is based on the Technician Times Article and Sedona VQ data.

Once the test has been performed on each cylinderthe results for each cylinder should be within 20%. Ifone cylinder has greater than 20% difference, thenthat cylinder is the likely concern.

FEEDBACK: What caused the cylinders to vary morethan 20%?

NOTE: When performing a dry compression test, thedata from the first puff should be about half of thetotal data. In other words, the first crank shouldregister as 90 psi if the overall result is 180 psi.

WARNING: You must disable both Fuel and Spark orpersonal injury may occur.

Dry Compression Test




The wet compression test is similar to the drycompression test but a small amount of oil is squirtedinto the cylinder. Why? The oil will apply a film onthe cylinder walls which will seal the rings.

If the compression increases dramatically on the wetcompression test, then the likely cause for the cylinderconcern would be worn rings.

If the compression remains the same on the wetcompression test, then the likely causes could be:

• Poor Valve Sealing

• Head Gasket

• Cracked Head

• Cracked Block

• Heavy Cylinder Damage

• Severe Piston Damage

FEEDBACK: Which of these root causes arerepairable?

NOTE: Excessively high compression readings (eitherDry or Wet) may indicate a clogged exhaust system.

Wet Compression Test




Running Compression Test



10

A running (or dynamic) compression test is one of thebest tests to determine one cylinder’s ability to flow airthrough the intake and exhaust. While the dry andwet compression tests confirm the cylinder’s ability toseal, it doesn’t isolate the condition of a cylinder’sability to breathe or flow. A vacuum test will checkflow in a manifold for all cylinders but not an individualcylinder.

As the title suggests, the engine will be running to testthe compression of each cylinder. There are a fewdifferences between this test and the dry and wetcompression test. To perform this test you’ll need to:

• Reconnect the fuel and ignition systems since theyneed to be operational

• Install all (but one) spark plugs, the open plug willbe used for the compression tester.

• Ground the ignition plug wire by disconnecting thecoil-over-plug assembly from the plug being testedto minimize potential damage to the secondaryignition system and reduce the risk of personalinjury.

• Disconnect the fuel injector for the cylinder beingtested or fuel will wash the lubrication from thecylinder.

• Verify if the customer’s concern occurs when theengine is cold or hot. Replicate the concern byrunning a cold or hot running compression test.

CAUTION: Running the engine may damage theSchrader Valve over time.

NOTE: Schrader Valves in compression gauges arenot interchangeable with tire Schrader Valves whichwill result in lower readings.


To perform the test, start the engine and record thereading (running compression). The result at idlereadings is typically half of the cranking compression.

Next, snap the throttle wide open to get a “gulp” of airas if the engine was about to bog and record thereading (snap throttle reading). The result should be80% of the dry cranking compression.

After performing the running compression test you willhave 3 readings:

• Cranking Compression readings (from dry and wetcompression tests performed earlier)

• Running Compression readings

• Snap Throttle readings

CAUTION: The Running Compression Test will ruinvalve cores on the tester.

VIDEO: Running Compression Test

Performing the Test

11Diagnostic Tools - Theory Module (EMD.02)





12

UNDERSTANDING THERESULTS

If the recorded results look like:

• Cranking Compression 180

• Running Compression 90

• Snap Throttle Compression 95

Notice that the snap throttle compression is muchlower than 80% of cranking compression. Thisindicates restricted air intake flow for this cylinder,such as:

• Severly Carboned Intake Valve

• Worn Intake Lobe on the Camshaft

• Rocker Problem

• Variable Intake System concern

• Intake Camshaft Timing off




13

If the recorded results look:

• Cranking Compression 175

• Running Compression 85

• Snap Throttle Compression 170

Notice that the snap throttle compression is muchgreater than 80% of the cranking compression.This indicates restricted exhaust flow for this cylinder,such as:

• Worn Exhaust Camshaft Lobe

• Collapsed Hydraulic Lash Adjuster

• Exhaust Camshaft Timing off

• Clogged exhaust

FEEDBACK: Can a worn cam lobe cause a misfire?




14

Stethoscopes and chassis ears can be very helpful indiagnosing sounds from the engine area. Thesensitivity of this equipment can quickly diagnose atop-end sound from a bottom-end sound.

It can also be used to separate Transaxle sounds fromthe engine sounds. For example, a damaged flexplateor a screw that backs out of a torque converter couldmake sounds that increase with RPMs which may bedisguised as engine sounds.

To operate the chassis ears:

• Attach the clip as close to the suspected noise

• Secure wires away from heat or moving parts

• Start the engine and duplicate the condition

• If driving, have an assistant or use an external speaker if equipped

VIDEO: Electronic Chassis Ears.

STETHOSCOPE ANDCHASSIS EARS




15

A Leak Down Gauge (or cylinder leakage tester) isuseful to determine the amount of leakage in acombustion chamber. This tool will provide data thatcan be used to determine if the cylinder is in goodcondition. A cylinder in poor condition could lead to amisdiagnosis which leads to unnecessary ignition orfuel system work.

LEAK DOWN GAUGE


Leak Down Gauge - Set Up



To set up the Leak Down Gauge, you’ll need to:

• Warm the engine to normal operating temperature

• Remove all spark plugs

• Remove Main Relay

• Remove air cleaner, oil filler cap, and radiator cap.* Use extreme caution when removing the radiatorcap from a hot engine. It may be easier to removethe radiator cap prior to warming up the engine.

• Rotate the tested cylinder to TDC on CompressionStroke

• Thread the adaptor into the spark plug hole

• Turn the regulator knob off (full counter clockwise)

• Connect tester to 120 psi air supply

• Dial regulator knob until the supplied pressure is at100 psi. * Some manufacturers may vary thesupplied pressure. Follow the manufacturersinstructions carefully

• Record leakage for each cylinder

• Relieve the pressure in the lines by turning theregulator knob counter-clockwise after each test

CAUTION: Warm engines have soft spark plugthreads. Be sure to insert the spark plug and tightenby hand. Then use a torque wrench to tighten thespark plug to specification.

VIDEO: Leak Down Gauge.




LEAK DOWN GAUGEREADING THE RESULTS

Record the percentage of cylinder leakage for eachcylinder. Engines with larger diameter bores will tendto show more leakage than smaller diameter bores.

Leakage less than 15% is acceptable. Leakage over15% could indicate a concern.

Air escaping excessively is a concern that can beidentified by listening from the:

• Intake - intake valve not sealing. * Be sure to havethe throttle body open when listening for sounds atthe throttle body. If the throttle blades are closed,then the air may bounce back into the intakeplenum and enter another cylinder which maysound like a head gasket if the cylinders areadjacent.

• Exhaust - exhaust valve not sealing

• Crankcase - weak or damaged piston rings

• Radiator - bubbles indicate a faulty head gasket or ahairline crack in the engine block or cylinder head

• Adjacent Spark Plug - indicates that the cylinderbeing tested is leaking into the next cylinderthrough a faulty head gasket

NOTE: A stethoscope can be useful for detectingsmall amounts of leaking air while eliminating shopnoise.




1818

BORESCOPE

The borescope can save a lot of time by viewing insidethe cylinder for damage before disassembling theengine. Several good uses for a borescope are:

• Piston Head - view for damage or interference

• Variable Intake Control System - search for anymissing clip or missing screws

• Combustion Chamber - foreign material

• Valves - Carbonization or damage

Borescope range in price from the fairly inexpensive tothe very expensive. A good borescope will typicallyhave a built in light to view in dark places.

CAUTION: Be sure to disconnect the battery toprevent the starter motor from engaging. If theengine cranks over while inspecting the cylinder,expensive damage will occur.

CAUTION: Be sure to remove the batteries from theborescope after use so they do not leak and causedamage to the bore scope.




19

BLOCK CHECK DYE

A block check dye can be very useful for confirming acombustion leak into the cooling system via headgasket, cracked cylinder head, or cracked engine block.

To set up a block check using the dye, follow thesesteps:

• Drain or siphon the coolant about 2” to 3” belowthe radiator cap filler neck. * This test does notsample coolant, only exhaust gases present in thecooling system. If coolant is drawn into the testunit then the metallic filter may get contaminated orcorroded which will affect the operation of the test.

• Be sure the glass testing tube is clean with noresidue from prior tests, then add the test fluid tothe glass testing tube up to the “fill-to-here” line

• Snug the glass testing tube onto the radiator fillerneck by using the rubber base. Do not twist on theglass tube.

• Start the engine and place the suction bulb onto thetop of the glass testing tube. Squeeze the bulb for1 minute.

• If the dye changes from blue, to green, to yellowthen you have a combustion leak

• Always discard the test fluid if it changes color ornot. Thoroughly clean and put the tester away.

NOTE: Block check dye can be found in mostaftermarket stores. This tester is from Napa Autoparts(P/N BK 7001006).

VIDEO: Block Check.


The cooling system is vital for proper engine operation.Without a cooling system the engine would obviouslyoverheat and seize. The typical gasoline engine isabout 20% efficient in converting gasoline tomechanical energy, the other 80% is carried away inheat (another form of energy). However, dieselengines are 30% efficient while losing only 70% toheat.

Not only do cooling systems have to remove heat, theyalso have to warm up the engine fast. A thermostatthat is stuck closed would overheat the engine or if itis stuck open then it will take a while to warm up. Athermostat that malfunctions will set a P0128 DTC.

In addition to removing heat and warming up thevehicle quickly, the cooling system must also maintainthe proper heat range.

COOLING SYSTEM






Electrolysis Testing

Care and maintenance of the cooling system is criticalfor long term reliability. Electrolysis occurs whendissimilar metals decay typically in the radiator andheater core. Unfortunately, electrolysis can also rotaway head gaskets and cause a leak.

To check for electrolysis in the cooling system followthese steps:

• Use a DVOM set to DC volts. Place the positiveprobe of the meter in coolant flow and negativelead on negative battery cable (see photo). Turn onall loads (A/C, headlamps/radio/defroster) and runengine at 2,000 rpm. Record maximum voltage.

• If the voltage is more than 400mV, perform avoltage drop from the engine to the negativebattery post and from the frame/body to thenegative battery post. Voltage drops should notexceed 100 mV (.1V). Repair and clean grounds ifneeded. Repeat step #1 to confirm voltage is belowlimit.

• If voltage is still over 400 mV (.4V), flush coolantand refill with specified concentration.

• If voltage drop is still excessive then add a wirefrom the radiator/heater core to a good chassis orengine ground. Confirm continuity from core tonegative battery cable to confirm proper grounding.

*Technician Times, Volume 7, Issue 3


A Cooling System Pressure Tester is a great tool fordiagnosing cooling concerns and finding coolant leaks.The tester has a gauge that corresponds with thepressure on the radiator cap.

CAUTION: Do not OVER pressurize the system ordamage may occur to the cooling system components.

Pressure is critical in a cooling system since it raisesthe boiling point. If the coolant boils then the bubblescreated in the boiling process will stick to the walls ofthe cylinders in the water jacket and in pockets in thecylinder head. Bubbles displace water and create hotspots which can damage components.

There are two tests that can be performed with theCooling System Pressure Tester:

• Cooling System Pressure Test

• Radiator Cap Pressure Test

CAUTION: Remember to use pre-mixed 50/50coolant or mix only with distilled water. The process ofdistillation removes impurities from the water leavingonly pure water (without minerals). Mineral depositscan build up in a cooling system and restrict heattransfer.

Cooling System Pressure Tester






To set up the Cooling System Pressure Tester to testthe cooling system, follow these general steps:

• Let the engine cool

• Remove the Radiator Cap and note the PSI ratingon the cap

• Connect the Cooling System Pressure Tester to theradiator filler neck and pressurize the system tomatch the PSI value listed on the cap

• Inspect for leaks. Listen for air bubbles escaping.Watch the gauge for pressure drops.

NOTE: Sometimes the leak will be easy to find. Moredifficult concerns could take some time. For thosetougher concerns, leave the pressure tester on for anhour or even overnight.

NOTE: Kia radiator caps typically have a “1.1”stamped onto the steel tab of the radiator cap. Thisstands for 1.1 Bar (or Barometric Pressure). SinceBarometric Pressure is 14.7 then 1.1 Bar is equal to 16PSI (rounded up). Be sure to check the Bar Pressurereading on the radiator cap.

Testing the Cooling System




24

Testing the Radiator Cap

To set up the Cooling System Pressure Tester to testthe Radiator Cap, follow these general steps:

• Let the engine cool

• Remove the Radiator Cap and connect it to the capadaptor in the tester kit

• Connect the Cooling System Pressure Tester to theother end of the adaptor

• Pressurize the Radiator Cap, if the cap is workingproperly, it will relieve at the pressure specified onthe cap. If the cap is faulty it will not build to thespecified pressure

NOTE: Be sure to inspect the radiator filler neck fordings which may release pressure. Also inspect therubber on the radiator cap to determine if the cap willseal appropriately.




25

GLOBAL DIAGNOSTIC SYSTEM

The Global Diagnostic System is a powerful tool thatcan aid with diagnostics. You can find the latestinformation by searching Technician Times Articles,Technical Service Bulletins, Pitstop Articles, andCampaigns.

Several clues may indicate something is mechanicallywrong with the engine, such as:

• Lean Fuel Trims - caused by low compression

• Injector Pulse Widths - may compensate formechanical engine concerns

• Diagnostic Trouble Codes - mechanical engineconcerns can create misfires

• Power Balance Test - use the GDS to perform anActuation Test on the fuel injectors

Use the GDS to see if the vehicle has beenreprogrammed.

NOTE: Get the latest Service Information for oilpressure specifications and cylinder head bolt torquespecifications using the GDS or KGIS.




Oil viscosity is the thickness of the oil. A lowerviscosity rating means the oil will flow faster whilehigher viscosity ratings mean the oil will flow slowly.

A Technician Times Bulletin “Engine Oil / Gear LubeChanges” states beginning with production date 7/1/04that all Kia vehicles will be using 5w-20 oil. If 5w-20isn’t available, then 5w-30 can be substituted.

The 5w-20 used in Kia vehicles flows well for a widevariety of temperatures. The “5” indicates the flow atcold temperature while the “20” indicates the flow atoperating temperature.

It has been said that oil is the “life blood” of an enginewhich means it is important to keep clean and viable.Oil that has been contaminated with fuel dilution,contaminated with water, or not maintained where theoil has extended beyond the manufacturerrecommended service interval will have adverse affectson the mechanical components that require lubrication.

Oil Viscosity

LUBRICATION




We often receive calls asking what is normal oilconsumption. Kia does not publish any official oilconsumption numbers, however, we can offer somegeneral guidelines.

• Normal oil consumption should be in the range of 1quart every 2000 to 4000 miles dependent onvehicle operating conditions. Examples of operatingconditions that can increase oil consumption are:

- High speed driving with frequent wide open throttle operation.

- Mountain and city driving.

- New vehicles with less than 3000 miles (during engine break-in, oil consumption could be up to 1quart/1000 miles).

- Heavily-loaded vehicle (full passenger/cargo load).

• Always check the oil level hot, with the engine atnormal operating temperature. Remember fluidexpands when hot.

Technician Times, Volume 2, Issue 3

NOTE: On the subject of city driving oil consumption,keep in mind that the engine is often idling for longperiods of time in stop-and-go situations, and trafficjams. This results in many hours of engine runningtime without covering many miles, which will give highoil consumption numbers that are not realistic.

OIL CONSUMPTION




28

Careful diagnosis for an oil consumption concern iscritical. One example could be a stuck thermostat.If the thermostat is stuck open then it may inhibit theengine from warming up which will cause excessivedeposits. Those deposits could cause stuck oilcontrol rings which leads to excess oil on the cylinderwalls and cause an oil consumption concern.

FEEDBACK: If the oil consumption concern is valid,then begin with some external inspections:

• Are there any publications on this concern?

• Is the engine overfull?

• Are there any external leaks?

• Is there Blue Smoke from the exhaust?

• Any deposits on the spark plugs?

• Is the vehicle short-tripped?

• Does the vehicle idle prolonged periods?

• Does the service history, or lack of one, addevidence for oil consumption?

• Excessive oil in the intake? This could be causedby a malfunction in the PCV system causingexcessive reverse flow or excessive reverse flowcaused by blow-by in the system.

Inspect the PCV system for:

• Wrong PCV valve (aftermarket?).

• PCV valve installed improperly.

• PCV stuck open (deposits, high idle).

• PCV fresh air hose blocked.

• PCV vacuum hose blocked.

• PCV baffling damaged on valve cover.

OIL CONSUMPTION

External Inspections




29

Oil consumption can also result from internal enginemechanical concerns. A compression gauge and leak-down gauge can determine if they cylinder is havingring sealing problems. This can be an internal concernfor excessive oil consumption.

FEEDBACK: Other internal causes for oilconsumption are:

• Cylinder wall damage

• Wrong head gasket after a repair could haveblocked head drain holes which would flood thehead with too much oil and force oil past the valveguides.

• Aligned rings.

• Seized rings.

• Piston deposits in the ring grooves.

• Valve deposits could indicated oil consumption downthe valve guides. A borescope would be handy forthis inspection.

• Valve guide seals.

• Valve guide wear.

• Cylindricity means that the cylinder must be aperfect hole, rings will not seal if cylinders aretapered or oval.

• Cylinder scoring.

• Cylinder bluing from lack of lubrication.

• Cylinder glazing means for new rings to seal thatthe cylinders must first be deglazed.

• Excessive ring-end gap.

• Excessive bearing clearance will have increased oilflow and could sling excessive oil on the cylinderwall increasing oil consumption.

OIL CONSUMPTION

Internal Inspections




30

Oil is vital to your engine’s mechanical componentsand pressure is how it gets there. Oil pressure willvary for nearly every Kia engine so be sure to checkthe Service Information for the latest specifications.

Oil pressure can be checked with an Oil PressureGauge. The Oil Pressure Gauge is very useful todetermine excessive HLA sounds or bottom-endconcerns. When setting up the gauge be sure to:

• Check that the oil is at the proper level

• Warm the engine up to operating temperature

• Check the gauge to see it is operating properly

• Remove the oil sending unit

• Connect the gauge to the oil sending unit port

• Start the engine and check for leaks around the •• Keep the gauge away from the hot exhaust or any

moving parts

• Record the data

The reading will be low, normal, or high relative tospecification.

• Low - clogged pick up screen, faulty oil pump, wornconnecting rod or main bearings, aftermarket oilfilter, contamination, damaged oil pan, or stuckrelief valve

• Normal - inspect for maintenance and change oil asneeded

• High - possible restriction in the oil galleries or stuckrelief valve

NOTE: Some engine noise concerns have beenresults of aftermarket oil filters.

Oil Pressure Gauge

Reading the Results

Oil Pressure




31

An oil analysis is not a common test method for mostconcerns. However, it can be useful for persistantconcerns or for customers who are meticulous abouttheir Kia.

A Wear Metal Reference Guide will relate the tracemetals found in the analysis and relate them to thesuspect component.

NOTE: The oil analysis can be very useful forcustomers who also experience an oil consumptionconcern.

Oil Analysis

Iron - Cylinders, Gears, Rings, Crankshafts, Liners, Bearings, Housings, RustChromium - Rings, Roller Bearings, Rods, Platings Lead, Bearing OverlaysCopper - Bearings, Bushings, Thust Washers, Oil Cooler, additives in the oilTin - Bearings, Bushings, Piston PlatingsAluminum - Pistons, Bearings, Pumps, Rotors, Thrust WashersNickel - ValvesSilver - Bearings, Bushings, PlatingsManganese - Liners, Rings, additive in fuel

Silicone - Airborne contaminants (poor air filtration) and abrasives in the oil used as an anti-foaming agentBoron, Sodium, and Potassium - Found in anti-freeze

Magnesium, Calcium, and Barium - Detergent additive and dispersantPhosphorous, Zinc, and Molybdenum - Anti-Wear additive




32

Three elements are required for combustion which areair, spark, and fuel. If there is a fuel delivery concern,the customer’s vehicle may experience a no-start, pooridle, or poor acceleration concern.

There are several fuel tests available:

• Static - Performed with engine off and fuel pumpenergized.

• Running - Engine at idle.

• Residual - Fuel system is pressurized then turnedoff. The system should hold pressure for a specifiedtime then diminish.

• Fuel Pressure Regulator - Engine at idle and recordreading. Then disconnect vacuum to regulator andrecord reading. Specified reading should change orthere may be a faulty regulator.

• Fuel Pressure Drop - An injector pulser is used toenergize the injector momentarily. A typical settingis 100 pulses per 5 milliseconds which should droppressure equally among all injectors. A variancemore than 3 psi indicates a dirty injector. Very littledrop means the injector may be clogged.

Kia specifies the Running Fuel Test in the ServiceInformation which varies per vehicle. Please check theService Information for the latest procedures andspecifications.

Fuel Pressure Gauge




33

Seasonal Fuel Changes

Some drivability concerns can be related to a seasonalfuel change. If you live in a climate zone that isaffected by seasonal fuel changes be sure to notepossible fuel transitions at local service stations.

Customers may commonly experience a hard-startwhen cold, poor idle, or poor acceleration concerns.

When a service station exchanges seasonal fuels, theyare compensating for fuel volatility. One commonmeasurement for fuel volatility is the Reid VaporPressure (RVP). Fuel in colder weather will have ahigher RVP to allow fuel to vaporize and burn easier incolder climates. Warmer weather conditions require alower RVP to reduce emissions and to resist vaporlock.

If a RVP concern is suspected, ask:

• Is the reported concern taking place during fuelchangeover season?

• Did the customer purchase fuel outside of the cityor state?

• Are many customers experiencing the sameconcern?

• Does the concern take place during cold or hotstarts?

• Are running and residual fuel pressure checks withinspecifications?

* Technician times 10/1/2005


SUMMARY

Diagnostic tools are very useful for accuratelydiagnosing engine mechanical concerns. The engineis an air pump that must draw in air. It must also beable to remove the burnt gases from the combustionchamber. Using these diagnostic tools will help youdetermine how well the engine is sealing,compressing, and flowing.

In this module, you have learned how to:

A. Accurately interpret and understand the results ofthe following diagnostic tools:

• Vacuum Gauge



• Leak Down Gauge

• Borescope

• Block Check Dye




• DVOM

B. Understand other variables that can affect engineperformance, such as:

• Oil Viscosity

• Oil Consumption

• Oil Analysis

• Cooling System

• Electrolysis




1. A technician is performing a proper leak down teston a Kia 2.0L engine.

Technician A says if you hear air coming from theexhaust pipe during this test, this would indicate afaulty exhaust valve.

Technician B states that if you hear air comingfrom the intake manifold during this test, thiswould indicate a faulty intake valve. Who iscorrect?

A. Technician A only

B. Technician B only

C. Both Technician A and Technician B

D. Neither Technician A nor Technician B

2. Two technicians are discussing leak down testing.

Technician A says the engine should be atoperating temperature before performing this test.

Technician B says you should fill the cylinder withunregulated shop air. Who is correct?





3. A technician is using a borescope in a Kia engine.

Technician A says that you can view carbondeposits on the intake valves with this tool.

Technician B says you can view the piston forsigns of damage. Who is correct?





PROGRESS CHECKQUESTIONS




4. Two technicians are discussing how to use theGDS as a resource to find information related to amechanical engine concern.

Technician A says you can search the latestTechnician Times Articles, Technical ServiceBulletins, Pitstop Articles, and Service Campaigns.

Technician B says you need a special tool that isnot supplied with the GDS to read Fuel Trim data.Who is correct?





5. Two technicians are discussing Oil Viscosity withoil filled up from the factory.

Technician A says Kia only uses 5w-20 in currentproduction vehicles.

Technician B says fuel contamination will lower theviscosity of the oil. Who is correct?





6. Two Technicians are discussing electrolysis.

Technician A says electrolysis can rot away headgaskets.

Technician B says the voltage should not exceed200mV at idle. Who is correct?





QUESTIONS




Engine MechanicalDiagnosis

Guided Practice

Diagnostic Tools

Student Guide

EMD.03

EMD 03 Diagnostic Tools GP_RV4_cvrs:Diagnostic Tools Guided Practice Module 1/5/10 9:33 PM Page 1

SAFETY FIRST















!


TT-EMD108-IL-GP033rd Printing - October ‘09


The target audience for this module consists of Kiaservice technicians who diagnose vehicles with enginemechanical concerns.

Completing this module prepares you to diagnose andtroubleshoot engine mechanical concerns using theappropriate diagnostic tool.

Upon completion of this module, you will be able toaccurately set-up, calibrate, and interpret the readingsof the following diagnostic tools:

• Vacuum Gauge


• Chassis Ears & Stethoscope

• Leak Down Gauge

• Bore Scope

• Block Check Dye

• GDS Scantool



• Fuel Pressure Tester

Carefully read through the material and take notesbased on the classroom discussion. Throughout themodule there will be activities for you to participate in.

In order to complete this module, you will need thefollowing items:

• Pen or Pencil

• Safety Glasses

Approximately 2 hours

TARGET AUDIENCE

MODULE GOAL

MODULE INSTRUCTIONS

REQUIRED MATERIALS

TIME TO COMPLETE

MODULE OBJECTIVES

Diagnostic Tools - Guided Practice (EMD.03) 1


EMD 03 Diagnostic Tools GP_RV3:Diagnostic Tools Guided Practice Module 1/18/10 4:29 PM Page 1

GUIDED PRACTICE 1

Vacuum Gauge

2 Diagnostic Tools - Guided Practice (EMD.03)


Follow all shop safety rules.

Assigned Vehicle: _____________________________

1. Find the appropriate adaptor for the VacuumGauge (if applicable).

2. Connect the Vacuum Gauge to the vehicle.

3. Pull the Main Relay. With the Vacuum Gaugesecured, crank the engine. What was the crankingvacuum? ____________________________________

4. Reconnect the Main Relay. With the VacuumGauge secured, start the engine. What is the readingon the Vacuum Gauge with the Air Conditioning Off?_____________________________________________

5. Turn the A/C on, what is the reading on theVacuum Gauge? ______________________________

6. Is this a normal or abnormal condition? ________If abnormal, what may be the cause(s)? ___________________________________________________________________________________________________

* If abnormal, contact your Instructor.

7. Snap the throttle (not rev the engine). What doesthe Vacuum Gauge do?__________________________Why? _________________________________________________________________________________________________________________________________

8. With the engine idling, disconnect a fuel injectorconnector. What is the reading on the vacuum gauge?_____________________________________________

9. Turn off the engine and put the Vacuum Guageback in it’s case.

Instructor’s Initials ______




GUIDED PRACTICE 2

Compression Gauge(Dry & Wet)


Assigned Vehicle: _____________________________

1. Open the Compression Tester Kit and make sure allof the appropriate accessories are available.

2. With a DVOM, check battery voltage. What is thereading? _______ If the engine turns slowly then theCompression Gauge readings will be lower.

3. Bring the engine to operating temperature toensure tight tolerances.

4. Pull the Main Relay and open the throttle plates.Set the parking brake

5. Remove all of the spark plugs.

6. Perform a DRY COMPRESSION TEST: Insert theadaptor into the spark plug hole of cylinder numberone.

7. Crank the engine over 6 - 7 times (the samenumber of times per test), perform the test on eachcylinder, and record the results below.

CAUTION: Be sure to release the pressure in thegauge by pressing the release button before movingthe gauge to the next cylinder.

8. Perform a WET COMPRESSION TEST: Add a fewsquirts of oil to each cylinder. Insert the adaptor intothe spark plug hole of cylinder number one.

9. Crank the engine over 6 - 7 times, perform the teston each cylinder, and record the results below.

CAUTION: Be sure to release the pressure in thegauge by pressing the release button before movingthe gauge to the next cylinder.

10. Did the values change? _____

#1 Dry/Wet #2 Dry/Wet #3 Dry/Wet #4 Dry/Wet#5 Dry/Wet #6 Dry/Wet #7 Dry/Wet #8 Dry/Wet

!

!




GUIDED PRACTICE 3

Compression Gauge(Running)


1. Perform a RUNNING COMPRESSION TEST: Put allof the spark plugs back into the cylinder except for thecylinder to be tested. Be sure to torque the sparkplugs to specification.

2. Ground the plug wire or disconnect the coil-over-plug unit for the cylinder to be tested to minimizedamage to the control module.

3. Disconnect the fuel injector for the cylinder to betested.

4. Carefully thread the adaptor into the spark plughole. Connect the tester.

5. Start the engine and record the (engine running)readings. Can you get a good reading? If not, tryinserting the schrader valve and test again.

NOTE: Use the technique that will give you the bestreading to complete the exercise.

6. Quickly snap the throttle to get a gulp of air intothe cylinder. Do not REV the engine... the gulp of airis what we are measuring, not RPM. Record yourresults for each cylinder.

7. Are the results within specification? ____________If no, list the possible concerns ____________________________________________________________________________________________________________

8. Put the components back into their case and resetthe engine.

Instructor’s Initials ____

#1 ____ #2 ____ #3 ____ #4 ____#5 ____ #6 ____ #7 ____ #8 ____




GUIDED PRACTICE 4

Chassis Ears & Stethoscope

Follow all shop rules.

1. Remove the Chassis Ears from the container.

2. Connect the clips to in locations to detect thespecified sounds:

a. Valve Trainb. Accessoryc. Bottom Endd. Automatic Transaxle

3. Secure the transmitters and cables away from heatand moving objects. Turn the transmitters ON.

4. Start the engine and double-check the transmitters,clips, and cables to ensure they are free from heat andmoving objects.

5. Turn on the receiver and adjust the volume asneeded.

6. Toggle the receiver buttons 1 -4. Notice theintensity meter. Do you hear any abnormal sounds?__________________________________________________________________________________________

7. Gently snap the throttle. Did you hear anyabnormal sounds? __________________________________________________________________________

8. Hold the throttle steady between 2000 - 2500 RPM.Do you hear any abnormal sounds? ______________________________________________________

9. Turn off the engine. Put the transmitters andreceiver back into the case.






1. Bring the engine up to operating temperature.

2. Remove all of the spark plugs.

3. Remove the intake hose, oil filler cap, and radiatorcap.

4. Position the cylinder to be tested in the Top DeadCenter position of the Compression Stroke.

CAUTION: Remember to only rotate the engine inthe direction of normal rotation or you may jumptiming.

5. Insert the adaptor into the spark plug hole handtight.

6. Turn the regulator on the leak down gauge fullycounter-clockwise before connecting the gauge to theair supply hose.

7. Connect the air supply to the gauge. Connect thegauge to the adaptor in the engine. Adjust theregulator knob to 100 psi on the gauge.

8. Record the cylinder leakage below.

9. Did you hear any excessive sounds from thethrottle body, oil filler cap, or exhaust? ____________Were there in any bubbles from the radiator? ______

10. Reduce the regulator pressure to 0 psi beforedisconnecting the adaptor.

11. Repeat steps 4 - 10 for each cylinder to be tested.

12. After all cylinders have been tested, return theequipment back to the storage container and reset thevehicle.


GUIDED PRACTICE 5

Leak Down Gauge

#1 ____ #2 ____ #3 ____ #4 ____#5 ____ #6 ____ #7 ____ #8 ____

!




GUIDED PRACTICE 6

Block Check Dye


1. Set the emergency brake or raise the vehicle so thewheels are off the ground.

2. Remove the radiator cap. Drain the coolant so thefluid level is about 1” - 2” from the base of the fillerneck.

3. Remove block check test kit from container. Pourblue fluid into the glass test unit to the marked “filllevel”. Put the lid back on the primary fluid container.

4. Place the glass test unit onto the radiator fillerneck by securing and gently twisting the rubber base.

CAUTION: Do NOT twist the glass tube since theforce can crack the glass tube.

5. Start the engine and let it warm to operatingtemperature. Place the rubber squeeze bulb onto theglass test unit. Squeeze the rubber bulb for 1 minutewith the engine running.

CAUTION: You will be sampling air in the top of theradiator for combustion gases. Do not sample coolant!If coolant is entering the glass test unit, you will needto drain more coolant from the system.

6. What color is the fluid after 1 minute of squeezingthe bulb on a warm engine? ____________________

7. If the fluid is blue and didn’t change, then it is safeto pour back into the primary container and reuse. Ifthe color of the fluid changed, then it must bedisposed and the glass test unit must be rinsed clean.

NOTE: Fluid reuse is only for Training Centerpurposes to conserve fluid.

8. Return the components back to the storagecontainer and reset the vehicle.


!

!





1. Connect the Global Diagnostic System Scantool to avehicle.

2. Once connection has been established, go toCurrent Data. List the STFT and LTFT below.

STFT ____ LTFT ____

3. Check the vehicle for DTCs. Are there any DTCspresent that can be cause by an engine mechanicalconcern? ____If so, please list the DTCs ________________________________________________________________________________________________________________

4. List any engine mechanical concern that could berelated to the fuel trim values and DTCs present. __________________________________________________________________________________________________________________________________________

5. Return the Global Diagnostic System equipment toits proper location and reset the vehicle.


GUIDED PRACTICE 7

GDS Scantool





1. Raise the vehicle and locate the Oil PressureSwitch. With a drain pan handy, remove the OilPressure Switch. Be sure to protect your eyes,clothes, and anything else that can be damaged by oil.

2. Connect the Oil Pressure Gauge to the enginethrough the Oil Pressure Switch hole.

3. Find the oil test specifications on the GlobalDiagnostic System or KGIS.

WARNING: Be careful of hot surfaces and movingparts.

4. Start the engine.

What is the cranking oil pressure? ________________What is the running oil pressure? ________________Was the test performed Hot or Cold? _____________What RPM was the test performed as specified on theGlobal Diagnostic System? ______________________Is this within specification? ______________________

Test the Oil Pressure Switch5. With a DVOM set to Ohms, is there continuitybetween the terminal and the body? ______________If there is no continuity, the switch is bad.

6. Check the continuity between the terminal and thebody when the fine wire is pushed. Is there continuity?_____________________________________________If there is continuity even when the fine wire ispushed, then the switch is bad.

7. Use a Mighy Vac, and apply 7 psi to the oil hole ofthe switch. Is there continuity? _________If there is no continuity when 7 psi is applied throughthe oil hole, then the switch is operating properly.

8. With 7 psi of vacuum applied, also check for airleakage. If air leaks, the diaphragm is broken and theswitch will need to be replaced.

9. Return the equipment to their proper storagecontainers and reset the vehicle.


GUIDED PRACTICE 8

Oil Pressure Test

!



This test is best if performed on a cool engine. Heatcauses parts to expand and may seal a leak.

1. Carefully remove the radiator cap and protectyourself from any coolant.

2. Check the coolant level in both the reservoir andradiator. Are they within specification? ____________

3. Connect the cooling system pressure tester to theradiator filler neck. Pressurize the system to the PSIindicated on the radiator cap. Is the system holdingthe pressure? ________________________________Are there any leaks? ___________________________If so, where is the source of the leak? _________________________________________________________

4. Remove the cooling system pressure tester andconnect the adaptor to test the radiator cap. What isthe pressure rating of the radiator cap? ___________What is the pressure reading on the tester? ________Is this within specification? _____________________

5. Return the equipment to its storage case and resetthe vehicle.




GUIDED PRACTICE 9

Cooling System Pressure Tester





WARNING: Be careful when removing the radiatorcap on a hot engine or personal injury may result.

1. Use a DVOM set to DC volts. Place the positiveprobe of the meter in coolant flow and negative leadon negative battery cable (see photo). Turn on allloads (A/C, headlamps/radio/defroster) and run engineat 2,000 rpm. Record maximum voltage.

2. If the voltage is more than 400mV, perform avoltage drop from the engine to the negative batterypost and from the frame/body to the negative batterypost. Voltage drops should not exceed 100 mV (.1V).Repair and clean grounds if needed. Repeat step #1 toconfirm voltage is below limit.

Record your results ____

3. If voltage is still over 400 mV (.4V), notify yourInstructor.

4. Return the equipment to their storage containerand reset the vehicle.


GUIDED PRACTICE 10

Coolant Electrolysis Test

!




N O T E S :




Theory Module

Student Guide

EMD.04

EMD 04 External Inspection_RV7_cvrs:Theory Module 1/5/10 9:35 PM Page 1

SAFETY FIRST















!


TT-EMD108-IL-TH043rd Printing - October ‘09


TARGET AUDIENCE Kia Dealership Technicians whom are able to diagnose,troubleshoot, and repair engine mechanical relatedcustomer concerns.

Upon completion of this module, the Kia servicetechnician will be able to demonstrate the knowledgerequired to accurately inspect external enginemechanical related customer concerns using specificdiagnostic tools.

Upon completion of this module, you will be able toaccurately interpret and understand the followingexternal engine mechanical inspections:

• Timing Belt / Chain

• Continuously Variable Valve Timing

• Oil Control Valve

• Oil Control Valve Filter

• Oil Pan Inspection


Carefully read through the material, take notes basedon the classroom discussion and study eachillustration. At the end of the module there will beProgress Check questions for you to answer. You mayuse the modules to answer the questions.

Approximately 45 minutes

MODULE GOAL

MODULE OBJECTIVES

MODULE INSTRUCTIONS

TIME TO COMPLETE


External Inspections - Theory Module (EMD.04) 1

EMD 04 External Inspection_RV6_v8:Theory Module 1/18/10 4:45 PM Page 1

External Inspections - Theory Module (EMD.04)2


CVVT - Continuously Variable Valve TimingA system that varies valve timing and overlapfor optimum performance and emissions.

DTC - Diagnostic Trouble CodeAn electronic signal stored in an automotivecomputer, indicating the presence of a faultdetected by that computer.

MIL - Malfunction Illumination LampA lamp on the dash that illuminates with thepresence of a DTC.

NVH - Noise, Vibration, & HarshnessNVH is the name given to the field ofmeasuring, and modifying, the noise andvibration and harshness characteristics ofvehicles.

OCV - Oil Control ValveA component in the CVVT system that controlsthe oil flow to the CVVT unit.

RPM - Revolutions Per MinuteA measure of crankshaft revolutions in anengine.

ACRONYMS


External Inspections - Theory Module (EMD.04)


3

INTRODUCTION

Not all engine mechanical concerns can be diagnosedusing a scantool and simply checking for DTCs. Thereare instances when checking the mechanicalcomponents is needed to accurately diagnose aconcern.

This module will focus on the use of various externalengine inspections that are effective in diagnosingcustomers engine mechanical related concerns. Thetools covered in this module are:







FEEDBACK: Remember the Kia 5-Step Process:

• Verify the Concern

• Analyze the Concern

• Diagnose the Concern

• Repair the Concern

• Verify the Repair

This module focuses on accurately diagnosing theconcern prior to repairing and replacing parts on acustomer’s vehicle.


The timing belt is a critical component that keeps thecamshafts mechanically timed to the crankshaft. Themarks on the camshaft sprockets and crankshaft mustline up perfectly with their corresponding alignmentmarks. If the marks do not line up, whether it is dueto age or the timing belt slipped, then there will be adrivability concern and possible damage on aninterference engine.

Over time, the belts and chains tend to wear and needservice. Symptoms of belt stretch could includeperformance or a MIL illumination. Some timingchains may also produce excessive noise due to chainstretch

NOTE: Only 2 Kia engines are non-interference:

• 2.0L used on earlier Sportage models up to 2002

• 1.8L used on Sephia (up to 2001) and Spectra (upto 2004) models

FEEDBACK: What is the timing belt interval service?

____________________________________________

____________________________________________

TIMING BELT &

TIMING CHAIN




Timing markWater pump pulley

Timing mark

Cam Position Sensor(CPS)

Idler pulley

Crank Angle Sensor(CAS)

Engine support lower bracket

Timing mark

Camshaft sprocket

Right bank

35D

RH

35D RH35D LH

35D

Tensioner arm

Tensioner pulley

Auto tensioner

Crankshaft sprocket

Left bank

When the timing belt is working properly, the valvetiming is in perfect synchronization with thecrankshaft, connecting rods and pistons.

Kia uses two types of timing components:• Timing Belt

• Timing Chain

Timing belts tend to be quieter than chains whichreduces NVH related customer concerns. Also, timingbelts are less costly to manufacture, less mass than achain and do not require lubrication.

However, there are times when the timing belts orchains do not work properly due to a:

• Skipped tooth or damaged sprocket

• Worn from normal use

• Weak tensioner

CAUTION: It is recommended to inspect and replacethe timing belt tensioner if necessary when servicingthe timing belt. The tensioner can fatigue over timecausing timing related concerns shortly after service ofa new timing belt. This does not apply to ratcheting-oil pressure type tensioners.

CAUTION: Always turn the crankshaft and belt in thedirection of engine rotation. Turning the crankshaft inthe opposite direction of rotation may cause the belt tojump timing.

!



!


When a customer experiences a timing chain concern,typical concerns include:

• Engine misfire (possible MIL illumination)

• Abnormal Valve Train Noise regardless of enginespeed

• If the timing belt (or chain) breaks, mechanicaldamage will occur on an interference engine. Also,the engine may not crank since the crankshaft maynot rotate due to debris or damage.

Follow the Service Information for vehicle specific datafor timing belt replacement.

CAUTION: If a non-ratcheting-oil pressure typetensioner must be reused, be sure to compress thetensioner in a vertical position, not horizontal. If thetensioner is compressed horizontally, then air could getpast the seal into the high pressure chamber whichcould result in weaker tensioner pressure, excessivevalve timing noise, and timing mark concerns. Also,the tensioner must be set undisturbed on the block fora minimum of 5 minutes before cranking the engineover.

While the timing belt is off, be sure to check all pulleysand accessory drives for smooth operation. If acustomer is concerned with a noise under the hood, itmay be a result of an accessory, pulley, or bearingwearing out.


!



When servicing the timing belt (or chain), it is also agood idea to service the balance shafts timing belt orchains.

Technician Times:KMA recommends that the counter balance shaftbelt/timing belt be replaced when replacing the enginetiming belt on 2.4L Optima MS vehicles, even thoughthis replacement is not specifically required per themaintenance section of the Optima Service Manual.

The counter balance shaft belt tensioner is a manualadjustment type. The belt should be inspected forlooseness every time the engine timing belt isinspected.

Recommended service intervals are as follows: • Under normal conditions, the engine timing belt and

counter balance shaft belt should be inspectedevery 30,000 miles and replaced every 60,000miles.

• Under severe conditions the engine timing belt andcounter balance shaft belt should be inspectedevery 20,000 miles and replaced every 40,000miles.

* Courtesy of Technician Times


Balance Shaft Belt

Balance ShaftTensioner

BALANCE SHAFTS





VALVE ADJUSTMENTS

Valve adjustments are sometimes required due toengine wear or camshaft replacements. Engine wearthat affects valve adjustments include camshaft lobewear and tappet wear.

All engines in Kia vehicles have an inspection andreplacement schedule depending on the engine typeand customer’s usage style (Normal or SevereMaintenance Schedule in the Owner’s Manual).




Having the proper valve lash adjustment promotes thefollowing conditions:• Helps maintain the proper engine operating

temperature

• Helps maintain optimum fuel economy

• Reduces unusual oil consumption and wear

• Helps maintain rated horsepower output

• Helps extend the life of the engine

• Helps keep a lower cost of ownership.

Having a valve lash adjustment too tight, the followingconditions can occur:• Poor idle quality (un-even)

• Low end performance would suffer

• Cause the engine to run hotter than normal

• Potential exhaust valve damage (burned valves)

Having a valve lash adjustment too loose, the followingconditions can occur:• A “noisier” than normal valve train.

• Cause an accelerated wear on valve train components.

• Potential chance of damaging/breaking of valve train components.

• High end performance loss.

• Could cause a slight improvement of low end performance.

A combination of these two conditions could cause anun-even idle and possible engine damage.

How Does Valve Lash AffectEngine Operation?

Setting the Valve LashAdjustment Too Tight

Setting the Valve LashAdjustment Too Loose




There are two types of Valve Lash Adjustors used inthe KIA family of engines, these are:

• HLA – Hydraulic Lash Adjustor (aka Hydraulic Tappet)

• MLA – Mechanical Lash Adjustor (aka Solid Tappet)

An HLA consists of a hollow expanding piston (oilfilled) situated between the cam lobe and the valve.HLAs are designed to ensure that the valve trainalways operates with “zero” clearance, lending toquieter operation and less frequent valve lashclearance adjustments. Clean oil is critical to theoperation of HLAs. Oil is fed into the HLA which lifts apiston inside the adjustor, this provides the proper lashadjustment as the camshaft applies “lift” to the tappet.When the valves are closed, the lifters should bleeddown and be at a ready-state to fill again for the nextlift from the camlobe. Oil is provided by the oilgalleries to the HLAs which should always be free fromsludge or debris.

An MLA is a “solid” bucket-shaped or flat tappet designsituated between the cam lobe and the valve.Because of the solid nature of its design, these requiremore frequent routine/scheduled servicing to check forcorrect valve lash clearance. MLAs do not have the“squishing” sound like an HLA when operating, butMLAs may create a slight tapping sound on start up.

Types of Valve Lash Adjustors




In the KIA family of engines two types of MLAs areused:• Bucket style

• Puck (shim) style

The “Bucket” style is shaped like a bucket with itsopen end facing the top of the valve stem and itsbottom-side touching the cam lobe. The valve stemrides inside of the bucket shaped opening.

The “Puck” or shim style consists of a solid disc thatrides on the bottom-side of the bucket touching thecam lobe.

Both of these MLA types require being removed fromthe engine and replaced (as required) to ensure theproper operating valve lash clearance.

Types of Mechanical LashAdjustors




The period of scheduled maintenance of the MLAadjustors require scheduled service intervals between48 – 60 months or 60,000 miles.

The servicing differences between these two types ofvalve lash adjustors are:

• A faulty HLA (noisy adjustor) is simply replaced.There isn’t any measurement that can be made.

• A faulty/noisy HLA means that the internal pistonmechanism is not providing the correct “hydraulic”action required to activate the valve properly andmaintain the recommended “zero” clearance.

This “hydraulic” action can be tested and possibly foundto be just dirty. This testing method is available in thevehicle’s service information to help determine if theadjustor needs to be replaced (faulty) or simply cleaned.A faulty MLA means the required thickness of theadjustor component (adjustor itself or the shim) does notprovide the recommended valve lash clearance to operate

the opening and closing (timing) of the valve properly.

Other reasons to replace an adjustor(s) could fallunder the following conditions:• Excessive clearance/wear found in all/most of the

adjustors.

• Due to a service condition the cylinder head and/orthe engine block needs to be replaced.

Service Maintenance




Adjustors, or tappets, are measured for proper rangeof clearance by their thickness using a micrometer.This proper thickness is what ensures that an enginewill run smoothly and to its peak horsepower rating.

The recommended adjustor clearance is measuredbetween the base circle of the cam lobe (when thevalve is fully closed) and the valve adjustor (a.k.atappet or sim). A feeler gauge is used to representthe proper clearance between the cam and theadjustor.

If the feeler gauge tolerances are lower thanspecification in the space between the cam lobe andthe adjustor then the valve adjustor is too thick(clearance too small). A thinner adjustor should beused to replace the existing one.

If the feeler gauge is too loose (clearance too large),then a thicker adjustor should be used.

Checking MLA Clearance


Most Kia vehicles now use a Continuously VariableValve Timing (CVVT) System. The crankshaft is indirect rotation with the exhaust camshaft sprocket. Oilprovides the hydraulic pressure into the CVVT unitwhich adjusts the timing of the intake camshaft. Thismeans the intake camshaft can have a range ofdegrees of advance incrementally between 0° and 40°.

Why go through all of this trouble? Kia uses the CVVTto enhance performance that will increase engineefficiency as well as reduce emissions.

NOTE: Kia engines equipped with CVVT do not haveEGR valves. Since Kia can control the amount ofcamshaft overlap we can vary the timing of thecamshafts under the right conditions to create anatural EGR effect that reduces NOx emissions.

CONTINUOUSLY VARIABLEVALVE TIMING SYSTEM


40º CA



The heart of the CVVT unit consists of a:

• Sprocket

• Rotor (aka Vane)

• Locking Pin

• Vane Seals

• Housing

The CVVT uses hydraulic pressure from the engine oilsupply to pressurize either the advance or retard sideof the vane. The vane moves clockwise or counter-clockwise within the housing depending on which sideof the vane is pressurized.

NOTE: A locking pin is used to hold the CVVT unit inthe full retard position which is the same as the at-restposition when the engine is off when located on theexhaust camshaft. If the CVVT unit is located on theintake camshaft, then the at-rest position is fullyadvanced.

When the oil supply is fed to the CVVT unit then thelocking pin will release and the vane can advanceincrementally between 0° and 40°.

CVVT COMPONENTS





The CVVT mounts directly onto the intake camshaftand/or on back side of exhaust cam. The locatormatching pin is used to align the CVVT unit to theproper location.

Pitstop: On a small number of 2.7L engines builtbefore 9-21-2006, an “under-torque” condition to thecamshaft bolts that secure the CVVT (which includesthe intake sprocket) and the exhaust sprocket wasrecently identified. As a result of this condition theCVVT camshaft locator dowel pins and/or camshaftlocator bore may become distorted & elongated.

This distortion allows relative movement between theCVVT Unit (which includes the intake sprocket) orexhaust sprocket and the camshaft, throwing the camtiming off slightly. This condition generally will notproduce any drivability concerns, and can at times seta very intermittent P0300 (Multiple Cylinder Misfire).





If you suspect that the valve train components mightbe distorted, a check of the camshaft position with theGDS and visual inspection of the valve train isrequired. Using GDS in Current Data mode, monitorthe desired & actual camshaft position parameters onboth engine banks. The desired value should be at 0°when the engine is idling. If the actual positionexceeds +/– 3.00 (fluctuating) the position of theCVVT / exhaust dowel pin and camshaft bores shouldbe inspected.

If excessive wear has been identified on the CVVT(including the intake sprocket)/ exhaust sprocket /camshafts replace all these components together dueto component wear. Tighten both the CVVT unit(which includes the intake sprocket) & exhaustcamshaft sprocket bolt to 49.2~57.9 lb-ft whilemaintaining the stationary position of the camshaft byholding the hexagon portion of the camshaft. Failureto properly inspect valve train components and/ortorque the intake and exhaust camshaft bolts cancause wear and repeat dowel pin & bore distortion.

* Courtesy of Pit Stop



CVVT - Oil Control Valve

The oil control valve (OCV) controls the flow of oil toeither the advance or retard chambers of the CVVTunit. When pressure is sent into either of the advanceor retard chambers, the opposite chamber releasespressure back through the valve.

The OCV receives full battery voltage and duty cyclesto assure the proper advance or retard of the intakecamshaft.




The Oil Control Valve (OCV) can be tested using theGlobal Diagnostic Scantool Actuation Tests.

This should put the CVVT to full advance and the idleshould stumble. If it doesn’t change, then debris maybe clogging the OCV or the supply oil passages may beclogged.




The CVVT Oil Filter is a secondary filter that isseparate from the engine’s primary filter. It is designedto provide extra filtering to protect the CVVT OilControl Valve from debris that can potentially damagethe valve and create an engine performance concern.

The location of the CVVT Oil Filter can be:• on the side of the block

• internal between the engine block and the cylinderhead

• integrated to the OCV and is not serviceable

The filter is designed to be removed and cleaned if itbecomes clogged. This task is obviously more difficultif the filter is located within the engine. Refer to thevehicle’s Service Information for location and servicedata.

NOTE: The CVVT Oil Filter can become clogged dueto sludge, lack of maintenance, or debris. Emphasizecustomer maintenance to reduce potential CVVT OilFilter concerns.

A

CVVT Oil Filter

Filter

Filter

Filter




Oil flows differently when it is cold than when theengine is warm. When the oil is cold it is typicallythick. The thicker viscosity affects the CVVT operationand the ECM must compensate for the different flowvalues.

NOTE: Kia recommends 5w-20 on all engines builtafter July 1, 2004 (5w-30 is a suitable alternative). Oilthat is not recommended can also have an affect onCVVT operation as well as non-manufacturer additives.

If the Oil Temperature Sensor terminals becomecorroded, which increases resistance in the circuit,then the ECM will set a DTC P0196, P0197, or P0198.Follow the Service Information for the latestcomponent tests.

The Oil Temperature Sensor requires 2 trips toilluminate the MIL.

CVVT Oil Temperature Sensor



OIL PAN


It may seem obvious not to raise a vehicle by the oilpan as pan damage does occur. Oil must circulatethroughout the entire engine and any restriction to oilflow that isn’t designed by the manufacturer is notrecommended.

Some customers with oil pan damage may experiencelower end noise regardless of engine RPM. This is dueto oil starvation to the connection rod bearings andmain bearings.

FEEDBACK: Is oil pan damage covered underwarranty? What is the policy for bearing replacement?What engine conditions can be determined byexamining the dipstick?




SPARK PLUG ANALYSIS

One of the simplest checks that can be performed onan engine is to closely analyze the spark plugs. Racershave known for years that proper combustion andengine operating conditions can be determined with aspark plug inspection.

Kia only uses aluminum cylinder heads and it is notrecommended to remove or install the spark plugs onhot cylinder heads or the spark plug threads may getstripped out.

CAUTION: Dielectric grease does NOT conductelectricity. It does have excellent thermal propertiesand can be used on the porcelain section on sparkplugs as well as on the rubber portion of the sparkplug boots.

Do not put dielectric grease on any metal componentsuch as the spark plug threads or the spark plugconnector. An alternative is to use Copper Anti-Seizewhich conducts electricity and will reduce the potentialfor the spark plug threads seizing in the cylinderheads. The aluminum cylinder heads and the steelspark plug threads are dissimilar metals and will havea tendency to seize over long service intervals.

CAUTION: Be sure to torque plugs to themanufacturer’s specification. Never install with an airtool.

!


!



NORMAL - This plug has been running at the correcttemperature in a "healthy" engine. Operating in such adesirable environment results in deposits that will belight tan or gray in color with most grades ofcommercial gasoline.

OIL FOULED - A spark plug shorted by excessive oilentering the combustion chamber. This is often causedby piston rings or cylinder walls that are badly worn.Oil may also be pulled into the chamber because ofexcessive clearance in the valve stem guides, or badlyworn valve stem seals. If the PCV valve is plugged orinoperative, or if the hose is clogged, it can cause abuildup of crankcase pressure. This condition can forceoil and oil vapors past the rings and valve guides intothe combustion chamber.

CARBON FOULED - Basically, soft, sooty carbondeposits, as shown below, have a dry, blackappearance. If only one or two plugs in a set arefouled, it is a good practice to check for stickingvalves, or bad secondary ignition wires. Fouling of theentire set might result from an incorrect heat rangespark plug or an over-rich air/fuel mixture caused by aclogged air cleaner filter element. Fuel injectors thatmalfunction can also lead to this condition. Othercauses include weak ignition system voltage or poorcylinder compression.




INSULATOR GLAZING - This condition may causemisfiring at high engine RPM. Shiny deposits usuallysuggest that temperatures have suddenly increasedduring hard acceleration. As a result, normal metallicdeposits do not have a chance to slough off the plugand they melt and form a conductive coating whichcauses the misfire.

MECHANICAL DAMAGE - Mechanical damage to thefiring end is caused by some foreign object in thecombustion chamber. When working on an engine, itis advisable to keep the spark plug holes covered toprevent debris from entering the combustion chamberduring service.

WORN - This spark plug shown has served its usefullife and should be replaced. Voltage required to firethe plug has approximately doubled and will continueto increase the longer the engine operates. Even higher voltage requirements (as much as 100%)above normal may occur when the engine isaccelerated quickly. Poor engine performance and aloss of fuel economy are traits of worn spark plugs.




OVERHEATED - Note the dead white or grayinsulator nose which appears "blistered." Electrode gapwear rate will be considerably in excess of thatnormally expected. This is often caused byoveradvanced ignition timing, poor engine coolingsystem efficiency (scale, stoppages, low level), a verylean A/F mixture, a leaking intake manifold, or the useof a spark plug too hot for the application.

SPLASH FOULED -Can be caused by bad valve seals.Note how the center electrode is fouled on one side.

ASH FOULED -A buildup of combustion depositscomes from burning oil and/or fuel additives duringcombustion. These are normally nonconductive.However, when heavier deposits are allowed toaccumulate over long mileage periods resulting in aplug misfire condition.




PREIGNITION - This causes the center electrodeand the ground electrode to melt. Preignition iscaused by glowing combustion chamber deposits, hotspots in the combustion chamber due to poor controlof engine heat, or ignition cross-firing between sparkplug wires.

DETONATION - Can fracture the insulator nose ofthe spark plug. Explosions that occur when theoperating condition exists apply extreme pressure oninternal engine components. Major causes include afaulty EGR valve, lean air/fuel mixtures, ignition timingadvanced too far, and insufficient octane rating of thegasoline.

GAP BRIDGING - This rare condition is caused bycombustion deposits thrown loose and are lodgedbetween the electrodes, causing a dead short andmisfire. Fluffy materials that accumulate on the sideelectrode may melt to bridge the gap when the engineis suddenly put under a heavy load.




SUMMARY


External systems can create engine mechanicalconcerns. As a Kia service technician, you should beable to demonstrate the knowledge required toaccurately inspect external engine mechanical relatedcustomer concerns.

In this module, you have learned about the followingexternal engine mechanical inspections:









1. Two technicians are discussing Kia engines.

Technician A says that all Kia engines are non-interference engines.

Technician B says that only the 1.8L on theSephia/Spectra and 2.0L used on the earlySportage are non-interference engines.

Who is correct?

A.Technician A only



D. Neither Technician A nor Technician

2. A technician is replacing a timing belt and has adiscussion with another technician.

Technician A says that you should rotate thecrankshaft opposite normal engine rotation.

Technician B says that a new tensioner may beneeded, but if an old tensioner must be used thatit must be compressed vertically.

Who is correct?

A.Technician A only




3. A vehicle pulls into a Kia Service Center with aContinuously Variable Valve Timing Concern.

Technician A says that oil viscosity can affect CVVToperation.

Technician B says that a clogged OCV filter couldaffect CVVT operation.

Who is correct?

A.Technician A only








4. Two technicians are discussing the removal andreplacement of a CVVT unit on a Kia vehicle.

Technician A says that the CVVT camshaft boltmust be torqued to specification or the camshaftlocator dowel pin could damage the locator boreand set a P0300 DTC.

Technician B says the camshaft must be fixed orsecured while torquing the CVVT camshaft bolt.

Who is correct?

A.Technician A only




5. A vehicle is being serviced with new spark plugs.

Technician A says that dielectric grease should beapplied to the spark plug boots and the threadson the spark plug shell.

Technician B says that it is best to install the sparkplug with an air tool.

Who is correct?

A.Technician A only







N O T E S :

Automotive Electrical Diagnosis




Guided Practice


Student Guide

EMD.05

EMD 05 External Inspections GP_RV4_cvrs:AED_05Fg.qxd 1/5/10 9:36 PM Page 1

SAFETY FIRST















!


TT-EMD108-IL-GP053rd Printing - October ‘09


The target audience for this module consists of Kiaservice technicians who diagnose vehicles with enginemechanical concerns.

Completing this module prepares you to diagnose andtroubleshoot engine mechanical concerns using theappropriate diagnostic tool.

Upon completion of this module, you will be able toperform the task in each guided practice:

• Continuously Variable Valve Timing Inspection

• Valve Clearance Inspection

• Timing Belt / Timing Chain



• Balance Shaft Alignment

Carefully read through the material and take notesbased on the classroom discussion. Throughout themodule there will be activities for you to participate in.

In order to complete this module, you will need thefollowing items:

• Pen or Pencil

• Safety Glasses

Approximately 2 hours

TARGET AUDIENCE

MODULE GOAL

MODULE INSTRUCTIONS

REQUIRED MATERIALS

TIME TO COMPLETE

MODULE OBJECTIVES

External Inspections - Guided Practice (EMD.05) 1


EMD 05 External Inspections GP_RV5:AED_05Fg.qxd 1/18/10 4:54 PM Page 1

GUIDED PRACTICE 1

Continuously Variable ValveTiming Inspection

2 External Inspections - Guided Practice (EMD.05)



1. Go to the CVVT station and locate the following components:• Air Hose

• Air Nozzle with rubber tip

• CVVT Unit mounted on camshaft

2. Find a GDS that is available and locate the CVVTTesting procedures for a 2008 Spectra (LD). Go toEngine Mechanical System > Cylinder HeadAssembly > Repair Procedures. Carefully read andunderstand steps 1 - 6.

3. Connect the Air Hose to the air supply, and thenconnect the Air Nozzle to the Air Hose. Use the AirNozzle to test the CVVT unit. If a camshaft is notavailable, then find the appropriate hole on theCVVT unit.

WARNING: Hearing protection may berecommended.

4. Does the CVVT unit rotate freely after the lockingpin has been released? _____________________

5. If the CVVT unit does not rotate after the lockingpin has been released, what could be the concern?______________________________________________________________________________________________________________________________

6. Return the components to the table and disconnectthe Air Hose and Air Nozzle.


!




GUIDED PRACTICE 2

Valve Clearance Inspection


1. Go to the cylinder head station which features theSpectra 2.0L cylinder head. Locate the followingcomponents:

• Special Service Tool for turning the camshaft andclearancing the tappet

• Feeler Gauge

• Pick with magnet

• Cylinder head from a 2.0L Spectra

• Micrometer

2. Find a GDS that is available and locate the sectionthat covers adjusting the intake and exhaustvalves. Go to 2008 Spectra 2.0L > EngineMechanical System > General Information > RepairProcedures. Carefully read and understand steps“A” through “I”.

3. Measure and record the existing clearance. ______

4. Using the tools available, remove a shim for boththe intake and exhaust.

5. Measure the shims. What is the thickness for boththe intake and exhaust shims?

• Intake __________________________________

• Exhaust _________________________________

6. Use the Adjusting Shim Selection Charts on pages 4and 5 for reference.

7. Are these shims within specification? ___________

8. If they are out of specification, which shim isrequired to bring the clearance back intospecification?__________________________________________

9. Reassemble the cylinder head and place the toolscarefully on the workbench.





Inst

all s

him

thic

knes

s

Mea

sure

d cl

eara

nce

mm

(in

.)

mm

(in

.)

0.00

0 -

0.02

0

0.02

1 -

0.04

0

0.04

1 -

0.06

0

0.06

1 -

0.08

0

0.08

1 -

0.10

0

0.10

1 -

0.11

9

0.12

0 -

0.28

0

0.28

1 -

0.30

0

0.30

1 -

0.32

0

0.32

1 -

0.34

0

0.34

1 -

0.36

0

0.36

1 -

0.38

0

0.38

1 -

0.40

0

0.40

1 -

0.42

0

0.42

1 -

0.44

0

0.44

1 -

0.46

0

0.46

1 -

0.48

0

0.48

1 -

0.50

0

0.50

1 -

0.52

0

0.52

1 -

0.54

0

0.54

1 -

0.56

0

0.56

1 -

0.58

0

0.58

1 -

0.60

0

0.60

1 -

0.62

0

0.62

1 -

0.64

0

0.64

1 -

0.66

0

0.66

1 -

0.68

0

0.68

1 -

0.70

0

0.70

1 -

0.72

0

0.72

1 -

0.74

0

0.74

1 -

0.76

0

0.76

1 -

0.78

0

0.78

1 -

0.80

0

0.80

1 -

0.82

0

0.82

1 -

0.84

0

0.84

1 -

0.86

0

0.86

1 -

0.88

0

0.88

1 -

0.90

0

0.90

1 -

0.92

0

0.92

1 -

0.94

0

0.94

1 -

0.96

0

0.96

1 -

0.98

0

(0.0

000

- 0.

0008

)

(0.0

008

- 0.

0016

)

(0.0

016

- 0.

0024

)

(0.0

024

- 0.

0031

)

(0.0

032

- 0.

0039

)

(0.0

040

- 0.

0047

)

(0.0

047

- 0.

0110

)

(0.0

111

- 0.

0118

)

(0.0

119

- 0.

0126

)

(0.0

126

- 0.

0134

)

(0.0

134

- 0.

0142

)

(0.0

142

- 0.

0150

)

(0.0

150

- 0.

0157

)

(0.0

158

- 0.

0165

)

(0.0

166

- 0.

0173

)

(0.0

174

- 0.

0181

)

(0.0

181

- 0.

0189

)

(0.0

189

- 0.

0197

)

(0.0

197

- 0.

0205

)

(0.0

205

- 0.

0213

)

(0.0

213

- 0.

0220

)

(0.0

221

- 0.

0228

)

(0.0

229

- 0.

0236

)

(0.0

237

- 0.

0244

)

(0.0

244

- 0.

0252

)

(0.0

252

- 0.

0260

)

(0.0

260

- 0.

0268

)

(0.0

268

- 0.

0276

)

(0.0

276

- 0.

0283

)

(0.0

284

- 0.

0291

)

(0.0

292

- 0.

0299

)

(0.0

300

- 0.

0307

)

(0.0

307

- 0.

0315

)

(0.0

315

- 0.

0323

)

(0.0

323

- 0.

0331

)

(0.0

331

- 0.

0339

)

(0.0

339

- 0.

0346

)

(0.0

347

- 0.

0354

)

(0.0

355

- 0.

0362

)

(0.0

363

- 0.

0370

)

(0.0

370

- 0.

0378

)

(0.0

378

- 0.

0386

)

2.00 (0.0787)

2.02 (0.0795)

2.04 (0.0803)

2.06 (0.0811)

2.08 (0.0819)

2.10 (0.0827)

2.11 (0.0831)

2.12 (0.0835)

2.13 (0.0839)

2.14 (0.0843)

2.15 (0.0846)

2.16 (0.0850)

2.17 (0.0854)

2.18 (0.0858)

2.19 (0.0862)

2.20 (0.0866)

2.21 (0.0870)

2.22 (0.0874)

2.23 (0.0878)

2.24 (0.0882)

2.25 (0.0886)

2.26 (0.0890)

2.27 (0.0894)

2.28 (0.0898)

2.29 (0.0902)

2.30 (0.0906)

2.31 (0.0909)

2.32 (0.0913)

2.33 (0.0917)

2.34 (0.0921)

2.35 (0.0925)

2.36 (0.0929)

2.37 (0.0933)

2.38 (0.0937)

2.39 (0.0941)

2.40 (0.0945)

2.41 (0.0949)

2.42 (0.0953)

2.43 (0.0957)

2.44 (0.0961)

2.45 (0.0965)

2.46 (0.0969)

2.47 (0.0972)

2.48 (0.0976)

2.49 (0.0980)

2.50 (0.0984)

2.51 (0.0988)

2.52 (0.0992)

2.53 (0.0996)

2.54 (0.1000)

2.56 (0.1008)

2.58 (0.1016)

2.6 (0.1024)

2.62 (0.1031)

2.64 (0.1039)

2.66 (0.1047)

2.68 (0.1055)

2.70 (0.1063)

2.72 (0.1071)

2.74 (0.1079)

2.76 (0.1087)

15 16 16 17 17 18

15 15 16 16 17 17

14 15 15 16 16 17

14 14 15 15 16 16

13 14 14 15 15 16 2020 20

19 20 20

19 19 20 20

18 19 19 20 20

18 18 19 19 20 20

17 18 18 19 19 20 20

17 17 18 18 19 19 20 20

17 17 18 18 19 19 20 20

16 17 17 18 18 19 19 20 20

16 17 17 18 18 19 19 20 20

16 16 17 17 18 18 19 19 20 20

16 16 17 17 18 18 19 19 20 20

15 16 16 17 17 18 18 19 19 20 20

15 16 16 17 17 18 18 19 19 20 20

15 15 16 16 17 17 18 18 19 19 20 20

15 15 16 16 17 17 18 18 19 19 20 20

14 15 15 16 16 17 17 18 18 19 19 20 20

14 15 15 16 16 17 17 18 18 19 19 20 20

14 14 15 15 16 16 17 17 18 18 19 19 20 20

14 14 15 15 16 16 17 17 18 18 19 19 20 20

13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

6 6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

5 6 6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

5 5 6 6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

4 5 5 6 6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

4 4 5 5 6 6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

3 4 4 5 5 6 6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

13 13 14 14 15 15

12 13 13 14 14 15

12 12 13 13 14 14

11 12 12 13 13 14

11 11 12 12 13 13

10 11 11 12 12 13

10 10 11 11 12 12

9 10 11 11 12 12

9 10 10 11 11 12

9 10 10 11 11 11

9 9 10 10 11 11

8 9 10 10 11 11

8 9 9 10 10 11

8 9 9 10 10 10

8 8 9 9 10 10

7 8 9 9 10 10

7 8 8 9 9 10

7 8 8 9 9 9

7 7 8 8 9 9

6 7 8 8 9 9

6 7 7 8 8 9

6 7 7 8 8 8

6 6 7 7 8 8

5 6 7 7 8 8

5 6 6 7 7 8

5 6 6 7 7 7

5 5 6 6 7 7

4 5 6 6 7 7

4 5 5 6 6 7

4 5 5 6 6 6

4 4 5 5 6 6

3 4 5 5 6 6

3 4 4 5 5 6

3 4 4 5 5 5

3 3 4 4 5 5

2 3 4 4 5 5

2 3 3 4 4 5

2 3 3 4 4 4

2 2 3 3 4 4

1 2 3 3 4 4

1 2 2 3 3 4

1 2 2 3 3 3

1 1 2 2 3 3

1 1 2 2 3 3

1 1 2 2 3

1 1 2 2 2

1 1 2 2

1 1 2 2

1 1 2

1 1 1

1 11

Shi

m N

o.S

him

No.

1 2 3 4 5 6 7 8 9 10

2.00

2.04

2.08

2.12

2.16

2.20

2.24

2.28

2.32

2.36

(0.0

787)

(0.0

803)

(0.0

819)

(0.0

835)

(0.0

850)

(0.0

866)

(0.0

882)

(0.0

898)

(0.0

913)

(0.0

929)

(0.0

945)

(0.0

961)

(0.0

976)

(0.0

992)

(0.1

008)

(0.1

024)

(0.1

039)

(0.1

055)

(0.1

071)

(0.1

087)

2.40

2.44

2.48

2.52

2.56

2.60

2.64

2.68

2.72

2.76

11 12 13 14 15 16 17 18 19 20

Thic

knes

sTh

ickn

ess

Ad

just

ing

Sh

im S

elec

tio

n C

har

t (I

nta

ke)

New

shi

m th

ickn

ess

mm

(in.)

HIN

T :

New

shi

ms

have

the

thic

knes

s in

mili

ime-

ters

impr

inte

d on

the

face

Inta

ke v

alve

cle

aran

ce (

Co

ld)

:0.

20 m

m (

Sp

ec.)

0.1

2 ~

0.28

mm

(L

imit

)E

xam

ple

: The

2.2

4 m

m s

him

is in

stal

led,

and

the

mea

sure

d cl

eara

nce

is 0

.450

mm

. Rep

lace

the

2.24

mm

shi

m w

ith a

new

No.

13

shim

.




1 2 3 4 5 6 7 8 9 10

2.00

2.04

2.08

2.12

2.16

2.20

2.24

2.28

2.32

2.36

(0.0

787)

(0.0

803)

(0.0

819)

(0.0

835)

(0.0

850)

(0.0

866)

(0.0

882)

(0.0

898)

(0.0

913)

(0.0

929)

(0.0

945)

(0.0

961)

(0.0

976)

(0.0

992)

(0.1

008)

(0.1

024)

(0.1

039)

(0.1

055)

(0.1

071)

(0.1

087)

2.40

2.44

2.48

2.52

2.56

2.60

2.64

2.68

2.72

2.76

11 12 13 14 15 16 17 18 19 20

0.00

0-0.

020

0.02

1-0.

040

0.04

1-0.

060

0.06

1-0.

080

0.08

1-0.

100

0.10

1-0.

120

0.12

1-0.

140

0.14

1-0.

160

0.16

1-0.

180

0.18

1-0.

199

0.20

0-0.

360

0.36

1-0.

380

0.38

1-0.

400

0.40

1-0.

420

0.42

1-0.

440

0.44

1-0.

460

0.46

1-0.

480

0.48

1-0.

500

0.50

1-0.

520

0.52

1-0.

540

0.54

1-0.

560

0.56

1-0.

580

0.58

1-0.

600

0.60

1-0.

620

0.62

1-0.

640

0.64

1-0.

660

0.66

1-0.

680

0.68

1-0.

700

0.70

1-0.

720

0.72

1-0.

740

0.74

1-0.

760

0.76

1-0.

780

0.78

1-0.

800

0.80

1-0.

820

0.82

1-0.

840

0.84

1-0.

860

0.86

1-0.

880

0.88

1-0.

900

0.90

1-0.

920

0.92

1-0.

940

0.94

1-0.

960

0.96

1-0.

980

0.98

1-1.

000

1.00

1-1.

020

1.02

1-1.

040

1.04

1-1.

060

1 1 2 2 3 3 4 4 5 5

1 1 2 2 3 3 4 4 5 5

1 2 3 3 4 4 5 5 6 6

2 2 3 3 4 4 5 5 6 6

2 3 3 4 4 5 5 6 6 6

3 3 4 4 5 5 6 6 7 7

3 4 4 5 5 6 6 7 7 7

3 4 4 5 5 6 6 7 7 8

3 4 5 5 6 6 7 7 8 8

4 4 5 5 6 6 7 7 8 8

4 5 5 6 6 7 7 8 8 8

4 5 5 6 6 7 7 8 8 9

4 5 6 6 7 7 8 8 9 9

5 5 6 6 7 7 8 8 9 9

5 6 6 7 7 8 8 9 9 9

5 6 6 7 7 8 8 9 9 10

5 6 7 7 8 8 9 9 10 10

6 6 7 7 8 8 9 9 10 10

6 7 7 8 8 9 9 10 10 10

6 7 7 8 8 9 9 10 10 11

6 7 8 8 9 9 10 10 11 11

7 7 8 8 9 9 10 10 11 11

7 8 8 9 9 10 10 11 11 11

7 8 8 9 9 10 10 11 11 12

7 8 9 9 10 10 11 11 12 12

8 8 9 9 10 10 11 11 12 12

8 9 9 10 10 11 11 12 12 13

9 9 10 10 11 11 12 12 13 13

9 10 10 11 11 12 12 13 13 14

10 10 11 11 12 12 13 13 14 14

10 11 11 12 12 13 13 14 14 15

11 11 12 12 13 13 14 14 15 15

11 12 12 13 13 14 14 15 15 16

12 12 13 13 14 14 15 15 16 16

12 13 13 14 14 15 15 16 16 17

13 13 14 14 15 15 16 16 17 17

13 14 14 15 15 16 16 17 17 18

2 3 3 4 4 5 5 6 6 7

2 3 4 4 5 5 6 6 7 7

1 2 2 3 3 4 4 5 5 5

1 2 2 3 3 4 4 5 5 6

1 1 2 2 2

1 1 2 2 3

1 1 2 2 3 3 3

1 1 2 2 3 3 4

1 1 2 2 3 3 4 4

1 1 2 2 3 3 4 4 5

1 1 2 2 3 3 4 4

1 1 2 2 3 3 4 4 4

1 1 2 2 3 3

1 1 2 2 3 3

3 4 4 5 5 6 6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

4 4 5 5 6 6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

4 5 5 6 6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

5 5 6 6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

5 6 6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

6 6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

6 7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

7 7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

7 8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

8 8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

8 9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

9 9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

9 10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

10 10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

10 11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

11 11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

11 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

13 14 14 15 15 16 16 17 17 18 18 19 19 20 20

14 14 15 15 16 16 17 17 18 18 19 19 20 20

14 14 15 15 16 16 17 17 18 18 19 19 20 20

14 15 15 16 16 17 17 18 18 19 19 20 20

14 15 15 16 16 17 17 18 18 19 19 20 20

15 15 16 16 17 17 18 18 19 19 20 20

15 15 16 16 17 17 18 18 19 19 20 20

15 16 16 17 17 18 18 19 19 20 20

15 16 16 17 17 18 18 19 19 20 20

16 16 17 17 18 18 19 19 20 20

16 16 17 17 18 18 19 19 20 20

16 17 17 18 18 19 19 20 20

16 17 17 18 18 19 19 20 20

17 17 18 18 19 19 20 20

17 17 18 18 19 19 20 20

17 18 18 19 19 20 20

18 18 19 19 20 20

18 19 19 20 20

19 19 20 20

19 20 20

20 20

20

1 11

1 1 1

1 1 2 2

1 1 2

1 1 2 2

2.00(0.0787)

2.02(0.0795)

2.04(0.0803)

2.06(0.0811)

2.08(0.0819)

2.10(0.0827)

2.11(0.0831)

2.12(0.0835)

2.13(0.0839)

2.14(0.0843)

2.15(0.0846)

2.16(0.0850)

2.17(0.0854)

2.18(0.0858)

2.19(0.0862)

2.20(0.0866)

2.21(0.0870)

2.22(0.0874)

2.23(0.0878)

2.24(0.0882)

2.25(0.0886)

2.26(0.0890)

2.27(0.0894)

2.28(0.0898)

2.29(0.0902)

2.30(0.0906)

2.31(0.0909)

2.32(0.0913)

2.33(0.0917)

2.34(0.0921)

2.35(0.0925)

2.36(0.0929)

2.37(0.0933)

2.38(0.0937)

2.39(0.0941)

2.40(0.0945)

2.41(0.0949)

2.42(0.0953)

2.43(0.0957)

2.44(0.0961)

2.45(0.0965)

2.46(0.0969)

2.47(0.0972)

2.48(0.0976)

2.49(0.0980)

2.50(0.0984)

2.51(0.0988)

2.52(0.0992)

2.53(0.0996)

2.54(0.1000)

2.56(0.1008)

2.58(0.1016)

2.60(0.1024)

2.62(0.1031)

2.64(0.1039)

2.66(0.1047)

2.68(0.1055)

2.70(0.1063)

2.72(0.1071)

2.74(0.1079)

2.76(0.1087)

(0.0

000-

0.00

08)

(0.0

008-

0.00

16)

(0.0

016-

0.00

24)

(0.0

024-

0.00

31)

(0.0

032-

0.00

39)

(0.0

040-

0.00

47)

(0.0

048-

0.00

55)

(0.0

056-

0.00

63)

(0.0

063-

0.00

71)

(0.0

071-

0.00

78)

(0.0

079-

0.01

42)

(0.0

142-

0.01

50)

(0.0

150-

0.01

57)

(0.0

158-

0.01

65)

(0.0

166-

0.01

73)

(0.0

174-

0.01

81)

(0.0

181-

0.01

89)

(0.0

189-

0.01

97)

(0.0

197-

0.02

05)

(0.0

205-

0.02

13)

(0.0

213-

0.02

20)

(0.0

221-

0.02

28)

(0.0

229-

0.02

36)

(0.0

237-

0.02

44)

(0.0

244-

0.02

52)

(0.0

252-

0.02

60)

(0.0

260-

0.02

68)

(0.0

268-

0.02

76)

(0.0

276-

0.02

83)

(0.0

284-

0.02

91)

(0.0

292-

0.02

99)

(0.0

300-

0.03

07)

(0.0

307-

0.03

15)

(0.0

315-

0.03

23)

(0.0

323-

0.03

31)

(0.0

331-

0.03

39)

(0.0

339-

0.03

46)

(0.0

347-

0.03

54)

(0.0

355-

0.03

62)

(0.0

363-

0.03

70)

(0.0

370-

0.03

78)

(0.0

378-

0.03

86)

(0.0

386-

0.03

94)

(0.0

394-

0.04

02)

(0.0

402-

0.04

09)

(0.0

410-

0.04

17)

Ad

just

ing

Sh

im S

elec

tio

n C

har

t (E

xhau

st)

Inst

all s

him

thic

knes

s

Mea

sure

d cl

eara

nce

mm

(in

.)

mm

(in

.)

Inta

ke v

alve

cle

aran

ce (

Co

ld)

:0.

28 m

m (

Sp

ec.)

, 0.2

0 ~

0.3

8 m

m (

Lim

it)

Exa

mpl

e : T

he 2

.24

mm

shi

m is

inst

alle

d, a

nd th

em

easu

red

clea

ranc

e is

0.4

50 m

m. R

epla

ce th

e2.

24 m

m s

him

with

a n

ew N

o. 1

1 sh

im.

New

shi

m th

ickn

ess

mm

(in.)

Shi

m N

o.S

him

No.

Thic

knes

sTh

ickn

ess

HIN

T :

New

shi

ms

have

the

thic

knes

s in

mili

me-

ters

impr

inte

d on

the

face




GUIDED PRACTICE 3

Timing Belt Service


1. Find the engine on a stand that is designated byyour Instructor.

2. Find a GDS and get the Service Information forthat engine. Typically, the information for servicingtiming belts can be found under Engine MechanicalSystem > Timing System > Timing Belt > RepairProcedures.

3. Following the procedures listed in the ServiceInformation, remove the timing belt.

CAUTION: Only turn the crankshaft in the normaloperating rotation otherwise the timing may slip. Once removed, show the timing belt to the Instructor.

4. Reinstall the belt and compress the tensionerfollowing the procedure in the Service Information.

5. When completed, ask the Instructor to review thetiming belt installation.

6. Return the tools and the engine.


!




GUIDED PRACTICE 4

Timing Chain Service


1. Find the engine on a stand that is designated byyour Instructor.

2. Find a GDS and get the Service Information forthat engine. Typically, the information for servicingtiming chains can be found under EngineMechanical System > Timing System > TimingChain > Repair Procedures.

3. Following the procedures listed in the ServiceInformation, remove the timing chain.

CAUTION: Only turn the crankshaft in the normaloperating rotation otherwise the timing may slip.Once removed, show the timing chains to theInstructor.

4. Reinstall the chain and compress the tensionerfollowing the procedure in the Service Information.

5. When completed, ask the Instructor to review thetiming chain installation.



!





1. Locate the vehicle recommended by yourInstructor. Be sure to connect the exhaust hose tothe vehicle. Also, make sure you have a DVOMavailable.

2. Find a GDS and obtain information on the OilControl Valve. Typically, it can be found under FuelSystem > Engine Control System > CVVT OilControl Valve > Repair Procedures.

3. Remove an Oil Control Valve and test resistancewith a DVOM. What was your reading? _________

4. Was your reading within specification? __________


GUIDED PRACTICE 5

Oil Control Valve




GUIDED PRACTICE 6

Oil Control Valve Filter


1. Using the GDS or computer lab, find theinformation to answer the blanks below.

External - for external filters

Internal - for internal filters

Solenoid - for filters in the solenoid

2. 1.6L Rio JB ________________________________

3. 1.6L Soul AM ______________________________

4. 2.0L Spectra LD ____________________________

5. 2.0L Forte TD ______________________________

6. 2.4L Optima MG ____________________________

7. 2.7L Optima MG ____________________________

8. 3.3L & 3.8L Sorento BL ______________________

9. 3.5L Sorento XM ___________________________

10.4.6L Tau Borrego HM ________________________

11.List the items that must be removed to service theinternal filter?

__________________________________________

__________________________________________

12.List the items that must be removed to service thesolenoid filter?

___________________________________________________________________________________





1. Loosen the “B” belt tensioner for the balanceshafts.

2. Remove the “B” belt from the engine. Onceremoved, show the “B” belt to the Instructor.

3. Find a GDS and get the Service Information forthat engine. Typically, the information for servicingthe balance shaft belt can be found under EngineMechanical System > Timing System > Timing Belt> Repair Procedures.

NOTE: The access port on the side of the engine toalign the balance shafts. Use a screwdriver or similartool to keep the shafts aligned while installing the belt.

4. Reinstall the belt following the procedure in theService Information.

5. When completed, ask the Instructor to review thebalance shaft belt installation.



GUIDED PRACTICE 7

Balance Shaft Alignment(Belt)





1. Find a GDS and get the Service Information for thatengine. Typically, the information for servicing thebalance shaft chain can be found under EngineMechanical System > Timing System > RepairProcedures.

2. Remove the balance shaft chain and balance shaftmodule from the engine. Once removed, showboth the chain and the balance shaft module to theInstructor.

3. Reinstall the chain and the module following theprocedure in the Service Information.

5. When completed, ask the Instructor to review thebalance shaft chain and module installation.



GUIDED PRACTICE 8

Balance Shaft Alignment(Chain)





1. Hook up the GDS to the vehicle.

2. Check the resistance of the oil control valve on thebench with a DVOM.

3. Find the resistance specification in the GDS andcompare.

NOTE: Always have the ignition off whenever youplug or unplug the oil control valves.

4. Plug the loose oil control valve in to the harnessconnector. start the vehicle and rev the engine.Observe the OCV operation through its ports.

5. Plug back in the installed OCV. Bring up “CamshaftPosition - Target” and “Camshaft Actual Position”on the GDS and graph them. Start and rev theengine, and watch the two valves on the GDS.

6. Shut off the vehicle, plug in the loose OCV, startand rev the engine, and watch the two values onthe GDS.

7. With the loose OCV installed, bring the vehicle upto 1500-2000 rpm and hold it there for a minute orso, and try to set a DTC.


* Plug back in the installed OCV, clear codes anddisconnect all equipment.

GUIDED PRACTICE 9

CVVT Activity(Soul)


NUMBER DATE050 August 2009

Circulate To: X General Manager X Service Manager X Parts Manager

X Service Advisor(s) X Technician(s) X Body Shop Manager X Fleet Repair

File Under: Engine

SUBJECT:

GROUP MODELEngine See Below

TECHNICAL SERVICE BULLETIN

TORQUE SPECIFICATIONS ON "TORQUE TO YIELD"

ENGINE COMPONENT BOLTS

This bulletin provides information on torque specifications for cylinder head, crankshaft, main & rod bearing cap bolts by means of torque-angle method, using a torque wrench and torque angle gauge. Information is provided for the following models:

Engine Affected Models

Alpha 1.6L Rio (JB)

Gamma 1.6L Soul (AM)

Beta 2.0LSpectra (LD), Soul (AM),

Sportage (KM)

Theta2.0L Forte (TD), Optima (MG),

Rondo (UN)2.4L

Mu 2.7L Optima (MG), Rondo (UN)

Delta 2.7L Sportage(KM)

Lambda

3.3L Sorento (BL)

3.8LAmanti (GH), Sorento (BL),

Sedona (VQ), Borrego (HM)

Tau 4.6L Borrego (HM)

Unless torque specifications are followed, further engine damage may occur,

resulting in possible warranty charge back.

CAUTION

TSB: ENG 050 August 2009

Page 2 of 3

SUBJECT: TORQUE SPECIFICATIONS ON "TORQUE TO YIELD"


Cylinder Head Bolts

Main Bearing Cap Bolt

Engine Tightening Torque Remarks

Alpha 1.6L(21.7ft.lb) or (3.0kgf.m) + 90˚→ Loosen →

(21.7ft.lb) or (3.0kgf.m) + 90˚

Under no circumstances

should previously used

cylinder head bolts be

used again. Always

install new.

Gamma 1.6L (14.5ft.lb) or (2.0kgf.m) + 90± 5˚+ 100± 5˚

Beta 2.0LM10 bolt: (18.1ft.lb) or (2.5kgf.m) + 60~65˚+ 60~65˚

M12 bolt: (21.7ft.lb) or (3.0kgf.m) + 60~65˚+ 60~65˚

Theta2.0L

(25.3ft.lb) or (3.5kgf.m) + 90˚~95˚ + 90˚~95˚2.4L

Mu 2.7L (18.1ft.lb) or (2.5kgf.m) + 60˚±2˚+ 45˚±2˚

Delta 2.7L (18.1ft.lb) or (2.5kgf.m) +60˚±2˚ + 45˚±2˚

Lambda3.3L

(28.9ft.lb) or (4.0kgf.m) + 120˚±2˚+ 90˚±2˚3.8L

Tau 4.6LNo.1~10 bolt: (25.3ft.lb) or (3.5kgf.m) + 90˚±2˚+ 120˚±2˚

No.11~12 bolt: (24.6~26.8ft.lb) or (3.4~3.7kgf.m)

Please note: There is no

need to additionally tighten

the bolt numbers 11 and

12 by torque angle. These

are not torque to yield

bolts. Refer to next page

for bolts location and their

sequence illustration.


Alpha 1.6L (39.8~43.4ft.lb) or (5.5~6.0kgf.m) Ok to re-use old bolt

(This is not a torque to

yield bolt).

Gamma 1.6L (14.5±1.45ft.lb) or (2.0±0.2kgf.m) + 90˚±2˚ Under no

circumstances, should

previously used main

bearing cap bolts be

used again except 1.6L

Alpha engine for which

previous ones can be

re-used.

Beta 2.0L (21.7±1.45ft.lb) or (3.0±0.2kgf.m) + 60~64˚

Theta2.0L

(21.7±1.45ft.lb) or (3.0±0.2kgf.m) + 120~125˚ 2.4L

Mu 2.7LM8 bolt: (11.6±2.17ft.lb) or (1.6±0.3kgf.m) + 90~95˚

M10 bolt: (21.7±2.17ft.lb) or (3.0±0.3kgf.m) + 90~95˚

Delta 2.7LM8 bolt: (11.6±2.17ft.lb) or (1.6±0.3kgf.m) + 90~95˚

M10 bolt: (21.7±2.17ft.lb) or (3.0±0.3kgf.m) + 90~95˚

Lambda

3.3L No.1~8 bolt: (36.2ft.lb) or (5.0kgf.m)+ 90˚,

No.9~16 bolt: (14.5ft.lb) or (2.0kgf.m) + 120˚,


Please note: There is no need to additionally

tighten the bolt numbers 17-22 on Lambda engine and 21-35 on Tau engine.

Refer to next page for bolts location and their sequence illustration.

3.8L

Tau 4.6LNo.1~20 bolt: (28.9 ±1.45ft.lb) or (4.0 ±0.2kgf.m) + 120˚


TSB: ENG 050 August 2009

Page 3 of 3

SUBJECT: TORQUE SPECIFICATIONS ON "TORQUE TO YIELD"


Connecting Rod Cap Bolts

Cylinder head bolt configuration on 4.6L Tau engine

Left hand bank, bank 1 Right hand bank, bank 2

Main bearing cap bolt configuration on both 3.3L & 3.8L Lambda & 4.6L Tau engines


Alpha 1.6L (23.1~25.3ft.lb) or (3.2~3.5kgf.m)Ok to re-use old bolt

(This is not a torque to

yield bolt).

Gamma 1.6L (14.5±1.45ft.lb) or (2.0±0.2kgf.m) + 90±2˚

Under no circumstances

should previously used

connecting rod cap bolts

be used again except

on 1.6L Alpha engine,

as indicated above.

Beta 2.0L (14.5±1.45ft.lb) or (2.0±0.2kgf.m) + 90±2˚

Theta2.0L

(14.5±1.45ft.lb) or (2.0±0.2kgf.m) + 90±2˚2.4L

Mu 2.7L (14.5ft.lb) or (2.0kgf.m) + 90~94˚

Delta 2.7L (11.6~14.5ft.lb) or (1.6~2.0kgf.m)+ 90~94˚

Lambda3.3L

(14.5±1.45ft.lb) or (2.0±0.2kgf.m) + 90±2˚3.8L

Tau 4.6L (18.1±1.45ft.lb) or (2.5±0.2kgf.m) + 100±2˚

3.3L/3.8L Lambda Engine 4.6L Tau engine

ASH FOULED DEPOSITSA buildup of combustion deposits fromburning oil and/or fuel additives during

combustion may cause a misfire.

PREIGNITIONGlowing combustion chamber deposits, hotspots from a faulty cooling system, or igni-tion cross-firing between spark plug wires

are causes of Preignition.

INSULATOR GLAZINGShiny deposits occurs when temperatureshave suddenly increased during hard ac-celeration and form a conductive coating

which causes a misfire.

OIL FOULEDCaused by excessive oil entering the

combustion chamber by worn piston rings,scored cylinder, worn valve guides,wornvalve stem seals, or a faulty PCV system.

NORMALPlugs operating in the correct temperaturerange results in deposits that will be light

tan or gray in color.

GAP BRIDGINGCombustion deposits thrown loose maylodge between the electrodes, causing a

dead short and misfire.

DETONATIONA faulty EGR valve, lean fuel trims, and in-sufficient octane rating of the gasoline can

result in Detonation.

CARBON FOULEDCheck for sticking valves, bad ignition

wires/coils, sticking fuel injectors,clogged air cleaner, or poor compression.

OVERHEATINGThe “blistered” appearance on the

insulator can be caused by poor enginecooling system efficiency (scale, stop-pages, low level), or an intake leak.

WORNPoor engine performance and a

loss of fuel economy are traits of wornspark plugs due to the increased voltage

required to fire the plug.

SPLASH FOULEDCan be caused by bad valve seals.

Note how the center electrode is fouled on one side.

MECHANICAL DAMAGEMechanical damage to the firing end is

caused by a foreign object in thecombustion chamber.

Spark Plug Analysis

* Images courtesy of NGK and Champion Spark Plugs

Job Aide - Spark Plug Analysis_RV1:Layout 1 1/18/10 5:09 PM Page 1

2.4L THETA II2010 - Present Forte (TD)

2011 - Present Sorento (XM)

2.7L DELTA*2001 - 2002 Optima (MS) was 2.5L

2002 - 2006 Optima (MS)2005 - Present Sportage (KM)

2.4L THETA2006 - Present Optima (MG)2007 - Present Rondo (UN)

2.7L MU2006 - Present Optima (MG)2007 - Present Rondo (UN)

1.6L ALPHA2005 - Present Rio (JB)

2.0L THETA II2010 - Present Forte (TD)

2.0L BETA2004.5 - 2010 Spectra (LD)

2005 - Present Sportage (KM)

1.6L GAMMA2010 - Present Soul (AM)

3.3L & 3.8L LAMBDA2006 - Present Sedona (VQ) 3.8L2007 - Present Amanti (GH) 3.8L2007 - Present Sorento (BL) 3.8L2007 - Present Sorento (BL) 3.3L

3.5L SIGMA2002 - 2005 Sedona (GQ)2003 - 2006 Sorento (BL)2004 - 2006 Amanti (GH)

3.5L LAMBDA II2011 - Present Sorento (XM)

4.6L TAU2009 - Present Borrego (HM)

Kia Engine Family* Some earlier engine models may not be shown

Job Aide - Kia Engine Family_RV3:Job Aid 1/18/10 5:06 PM Page 1

2.4L SIRIUS II2001 - 2006 Optima (MS)

11.4 PSI @ Idle

2.4L THETA2006 - Present Optima (MG)2007 - Present Rondo (UN)

24 PSI @ 1000 RPM

2.0L BETA2004.5 - Present Spectra (LD)2005 - Present Sportage (KM)

35.5 PSI @ 1500 RPM

2.7L DELTA*2001 - 2002 Optima (MS) was 2.5L

2002 - 2006 Optima (MS)2005 - Present Sportage (KM)

11.4 PSI @ Idle

1.6L A6D2003 - 2005 Rio (BC)

*2001 - 2002 Rio (BC) was 1.5L12.8 PSI @ Idle

2.0L FE1995 - 2002 Sportage (AL)43 - 57 PSI @ 3000 RPM

1.8L T8D1998 - 2001 Sephia (FB)2002 - 2004 Spectra (SD)43 - 57 PSI @ 3000 RPM

1.6L ALPHA2005 - Present Rio (JB)

15.6 PSI @ Idle

2.7L MU2006 - Present Optima (MG)2007 - Present Rondo (UN)

18 PSI @ 1000 RPM

3.3L & 3.8L LAMBDA2006 - Present Sedona (VQ) 3.8L2007 - Present Amanti (GH) 3.8L2007 - Present Sorento (BL) 3.8L2008 - Present Sorento (BL) 3.3L

18.77 PSI @ 1000 RPM

3.5L SIGMA2002 - 2005 Sedona (GQ)2003 - 2006 Sorento (BL)2004 - 2006 Amanti (GH)

11.6 PSI @ Idle

4.6L TAU2009 - Present Borrego (HM)

Oil Pressure Test Port Locations* All Tests are to be performed with engine oil at normal operating temperatures

Above Oil Filter

Below Oil Filter

Above Oil FilterAbove Oil Filter

Next to Oil FilterBehind Starter Motor

Behind Left Balance ShaftNext to CKP

Above Oil FilterNext to CKP Next to Oil Filter Next to Oil Cooler

Job Aide - Oil Pressure Test Port Locations_RV1:Layout 1 1/18/10 5:08 PM Page 1

- Description

2003~2006 Sorento Crankshaft Bolt (3.5L) Torque Guidelines

REVISED PROCEDURE, (supersedes all published articles)

KMA has received some questions regarding the proper torquing of the Crankshaft Pulley Bolt. The bolt and washer

should be replaced every time the bolt and washer are removed and SHOULD NOT BE RE-USED. This bolt and washer

must be torqued to 130 lbs. ft. (176 Nm) by hand using a properly calibrated torque wrench. The flywheel must be held

stationary while the bolt is being torqued. Under NO circumstances should the bolt be installed using an air impact gun!

Proper torquing is essential for long term durability and increased customer satisfaction.

Pitstop Model Sorento [BL]

Group Engine Mechanical System(12)

Number KT2006042501

Subject

2003~2006 Sorento Crankshaft Bolt (3.5L) Torque Guidelines (UPDATED 2007-08-13)

Date Tuesday, April 25, 2006

Area N. America

Part Name Part Number Hardware Color

Bolt-Crankshaft 23127 39801 Gold-->Silver

Washer 23126 32021 Black-->Silver

Page 1 of 2Print Preview

1/5/2010http://www.kiatechinfo.com/TechInfo/Pitstop/print_preview.asp?docu_no=43

of 2Print Preview

1/5/2010http://www.kiatechinfo.com/TechInfo/Pitstop/print_preview.asp?docu_no=43

Engine TroubleshootingEngine Will Not Crank Over

Won’t crank

Solenoid clicks but won’tcrank

Battery connections

Weak battery

Starter interruptions

Starter solenoid or wiring

Weak battery

Battery cables corroded

Starter worn or defective

Starter spins / enginewon’t turn

Starter engages but stops

Check unswitched electrical components to see if they workCheck to see if the headlights dim or go out when the ignition is crankedCheck battery voltage of 12.4v or higherJump the starter motor

Check for 12.4v or higher, recharge if necessaryUse Midtronics Battery Tester to determine battery condition

Check for add on alarms or aftermarket accessories

Check for power at starter solenoid, if none, then trace power supplyIf power is getting to the solenoid, then benchtest starter


Perform voltage drop at battery, check cables, replace cables as needed

Perform starter draw test under load, replace as needed - 1.6L Alpha > 118 ~ 130 Amps (Not Kia Service Information Data) - 2.0L Beta > 126 ~ 147 Amps (Tested on A/T vehicles, cold)- 2.4L Theta > 131 ~ 150 Amps- 2.7L Mu > 135 ~ 148 Amps- 3.3L & 3.8L Lambda II > 128 ~ 153 Amps

Check starter alignment, look for missing flywheel teethCheck to see the starter is secured to the proper torque specification

Remove spark plugs and check for coolant in the cylindersCheck for a seized engine, manually turn over the engine to verifyInspect the engine for a cracked block or cylinder headInspect timing chain assembly and rotate

Condition Cause Correction

Job Aide - Troubleshooting_RV1:Layout 1 1/18/10 5:10 PM Page 1

Engine TroubleshootingEngine Cranks Over But Will Not Start

Engine seems to crank slow

Engine seems to crank fasterthan normal

Engine cranks normal butwon’t start

Weak battery

Battery cables corroded

Starter worn or defective

Starter spins / enginewon’t turn

Engine mechanical drag

Engine mechanical concern

Cranking voltage

Injectors not opening / nofuel

No ignition / spark

Camshaft and Ignition tim-ing

Exhaust restriction


Perform voltage drop at battery, check cables, replace cables as needed

Perform starter draw test, replace as needed

Check starter alignment, look for missing flywheel teethCheck to see the starter is secured to the proper torque specification

Check for a tight engine

Check compression with a compression testerCheck for internal damage with a borescopeUse a leak down tester to check for poor cylinder sealingCheck cam timing

Perform an open-post voltage test for at least 10.5v while cranking

Check using artificial enrichment

Check secondary ignition systemCheck CKP & CMP signals, reluctor wheel

Check for camshaft rotationInspect timing belts for missing teeth

Check cranking vacuum at 3 - 6 inHGDisconnect catalytic converter and check flowCheck for severe intake restriction



Engine TroubleshootingArtificial Enrichment

Starts and dies with artificialenrichment

Won’t start with artificial enrichment

Fuel supply

Faulty fuel pump

Fuel pressure

No injector pulse

Fuel injector clogged

Air restriction

Exhaust restriction

Ignition / Spark

Camshaft and Ignition tim-ing

Air restriction

Exhaust restriction

Check for fuel in the tank (level, type, and condition)

Use the GDS and perform an Actuation Test on the fuel pumpCheck the inertia switch or fuel cut switch, reset as necessaryCheck fuel pump relay and fuse

Check fuel pressureInspect fuel filter for blockage (fuel tank contamination)

Check wiring, grounds, and fuses

Perform a fuel pressure drop testPerform top end engine clean

Check for a severe intake restriction

Check cranking vacuum at 3 - 6 inHGDisconnect catalytic converter and check flow

Check secondary ignition system

Check for camshaft rotationInspect timing belts for missing teeth





Engine TroubleshootingEngine Starts and Dies

Engine starts and dies cold

Engine starts and dies aftera short period

Engine starts and runspoorly

Cold start enrichment

Injector concerns

Air restrictions

Exhaust restriction

Fuel pressure

Exhaust restriction

Engine drivability concerns

Check coolant temperature sensor (Mode 6)Check injector flow

Perform wiggle test on wiresPerform a fuel pressure drop testPerform top end engine clean



Check fuel pressureInspect fuel filter for blockage (fuel tank contamination)


Perform engine drivability diagnostics



Engine TroubleshootingMisfire & Noises

Engine misfire with abnor-mal internal lower enginenoises

Engine misfire with valvetrain noise

Engine misfire with coolantconsumption

Engine misfire with exces-sive oil consumption

Engine noise on start up,but only lasting a few seconds

Engine noise under load

Worn crankshaft bearings

Worn thrust bearings

Worn piston rings

Stuck valves

Worn or jumped timing

Faulty head gasketDamaged cylinder head orengine block

Worn valves or valve seals

Worn piston rings

Incorrect oil viscosity

Worn thrust bearing

Low oil pressure

Excessive bearing clear-ance

Use chassis ears to confirm the lower engine noise.Perform oil pressure test to estimate excessive bearing wear

Use a dial indicator to determine excessive crankshaft end play

Perform a dry and wet compression test to determine leakage- Oil consumption may be the cause for the misfire

Inspect valves with a borescope for excessive carbon build up

Check timing marks for alignment

Perform a leak down test and/or block check dye test- If the engine was overheated, then the cylinder head and block may needto be inspected for warpage.

Use a borescope for excessive oil present in the intake runner

Perform a dry and wet compression test to determine leakage

Check for maintenance and oil additivesReplace oil with correct viscosityPerform an oil analysis to check for contaminates and oil viscosity

Use a dial indicator to determine excessive crankshaft end play

Perform an oil pressure testCheck for blockages and sludging

Perform oil pressure test to estimate excessive bearing wear



Engine TroubleshootingMisfire & Noises

Upper engine noise regard-less of engine speed

Lower engine noise regard-less of engine speed

Low oil pressureDamaged valve springWorn or damaged lifters

Lifter or Fuel Injector

Worn or faulty timing beltDamaged cam sprocketWorn timing tensioner

Worn camshaft lobes

Worn valve guidesStuck valves

Worn drive belt, idler, ten-sioner, or bearing

Low oil pressureWorn rod / main bearings

Loose / damaged flywheel

Damaged oil panDamaged oil pick up

Worn pistons and rings

Check oil pressureIsolate the noise with chassis ears or stethoscopeCheck valve lash

Perform Cylinder Balance Test- The noise will deaden when suspect cylinder is disabled

Inspect timing assemblyCheck timing belt tensioner

Perform a running compression test on the suspect cylinder

Run a vacuum test using a vacuum gauge

Remove the drive belt to see if the noise goes awayInspect each components operation, bearing spins smoothly

Check oil pressure- Estimate excessive bearing wearPerform Cylinder Balance Test- The noise will deaden when suspect cylinder is disabled

Remove access panel or starter motor and inspect, snug torque converterbolts to manufacturer specification

Inspect the oil pan for damageCheck oil pressure

Perform a dry and wet compression test



engine mechanical diagnosis - london road garage … · engine mechanical diagnosis course guide...

Documents