TRAINING Hy 'h hth 1h OO ae Wo Wu te Eee i School Bus Series & v4 Diesel Engines i Uo ou Lm)See rere eeeee eee eae aaa eee eee eee ae Ue Sea Taking An ASE Certification Test This study guide will help pre- pare you to take qnd pass the ASE test. It contains descriptions of the types of questions used on the test, the task list from which the test questions are derived, a review of the task list subject information, and a practice tegt containing ASE style questions, ABOUT ASE ‘The National Institute for Automotive Service Excellence ASE) is a non-profit organiza- tion founded in 1972 for the pur- pose of improving the quality of automotive service and repair through the voluntary testing and certification of automotive technicians. Currently, there are over 400,000 professional techni- cians certified by ASE in over 40 different specialist areas. ASE certification recognizes your knowledge and experience, and since it is voluntary, taking and passing an ASE certification test also demonstrates to employ- ® ers and customers your commit- ment to your profession. It can ‘mean better compensation and increased employment opportuni- ties as well. ASE not only certifies techni- cian competency, it also promotes the benefits of technician certifi- cation to the motoring public. Repair shops that employ at least one ASE technician can display the ASE sign. Establishments where 75% of technicians are cer- tified, with at least one techni- cian certified in each area of ser- vice offered by the business, are eligible for the ASE Blue Seal of Excellence program. ASE encour- ages consumers to patronize these shops through media cam- paigns and car care clinies. To become ASE certified, you must pass at least one ASE exam and have at least two years of related work experience. Technicians that pass all tests in a series earn Master Technician © Advanstar 2003.4 Customer Service 1-800-240-1968 FAX 218-723-9437 e-mail www.ma@superfill.com URL: ww.motorage.com status. Your certification is valid for five years, after which time you must retest to retain certifi- cation, demonstrating that you have kept up with the changing technology in the field. THE ASE TEST An ASE test consists of forty to eighty multiple-choice questions. Test questions are written by a panel of technical experts from vehicle, parts and equipment manufacturers, as well as work- ing technicians and technical education instructors. All ques- tions have been pre-tested and quality checked on a national sample of technicians. The ques- tions are derived from informa- tion presented in the task list, which details the knowledge that a technician must have to pass an ASE test and be recognized as competent in that category. The task list is periodically updated by ASE in response to changes in vehicle technology and repair techniques.Taking An ASE Certification Test ‘There are five types of ques- tions on an ASE test: Direct, or Completion MOST Likely Technician A and Technician B EXCEPT LEAST Likely Direct, or Completion This type of question is the kind that is most familiar to anyone who has taken a multi- ple-choice test: you must answer fa direct question or complete a statement with the correct answer. There are four choices given as potential answers, but only one is correct. Sometimes the correct answer to one of these questions is clear, how- ever in other cases more than one answer may seem to be cor- rect. In that case, read the ques- tion carefully and choose the answer that is most correct. Here is an example of this type of test question: A compression test shows that one eylinder is too low. A leakage test on that cylinder shows that there is excessive leakage. During the test, air could be heard coming from the tailpipe. Which of the following could be the cause? ‘A. broken piston rings B. bad head gasket C. bad exhaust gasket D. an exhaust valve not seating There is only one correct answer to this question, answer D. If an exhaust valve is not seated, air will leak from the combustion chamber by way of the valve out to the tailpipe and make an audible sound. Answer C is wrong because an exhaust gasket has nothing to do with 2 combustion chamber sealing. Answers A and B are wrong because broken rings or a bad hhead gasket would have air leak- ing through the oil filler or coolant system, MOST Likely This type of question to a direct question but it can be ‘more challenging because all or some of the answers may be nearly correct. However, only one answer is the most correct. For example: When a cylinder head with an overhead camshaft is discovered to be warped, which of the follow- ing is the MOST correct repair option? A. replace the head + B.check for cracks, straighten the head, sur- face the head C. surface the head, then straighten it, D. straighten the head, surface the head, check for cracks ‘The most correct answer is B. It makes no sense to perform repairs on a cylinder head that might not be useable. The head should first be checked for warpage and cracks. Therefore, answer B is more correct than answer D. The head could cer- tainly be replaced, but the cost factor may be prohibitive and availability may be limited, so answer B is more correct than answer A. If the top of the head is warped enough to interfere with cam bore alignment and/or restrict free movement of the camshaft, the head must be straightened before it is resur- faced, s0 answer Cis wrong. Technician A and Technician B ‘These questions are the kind most commonly associated with the ASE test. With these ques- tions you are asked to choose which technician statement is correct, or whether they both are correct or incorrect. This type of question can be difficult because very often you may find one tech- nician’s statement to be clearly correct or incorrect while the other may not be so obvious. Do you choose one technician or both? The key to answering these questions is to carefully examine each technician's statement inde- pendently and judge it on its own merit. Here is an example of this type of question. A vehiele equipped with rack-and- pinion steering is having the front end inspected. Technician A says that the inner tie rod ends should be inspected while in their normal running position. Technician B says that if movement is felt between the tie rod stud and the socket while the tire is moved in and out, the inner tie rod should be replaced. Who is correct? ‘A. Technician A only B. Technician B only €. Both A and B D. Neither A or B ‘The correct answer is C; both technicians’ statements are cor- rect. Technician B is clearly cor- reet because any play felt between the tie-rod stud and the socket while the tire is moved in ‘and out indicates that the assem- bly is worn and requires replace- ment. However, Technician A is also correct because inner tie- rods should be inspected while in their normal running position, to prevent binding that may occur when the suspension is allowed to hang free.EXcePT This Kind of question is some- Simes called a negative question because you are asked to give the incorrect answer. All of the possi- ble answers given are correct EXCEPT one. In effect, the cor- rect answer to the question is the one that is wrong. The word EXCEPT is always eapitalized in these questions. For example: All of the following are true of torsion bars EXCEPT: « ‘A. They ean be mounted longitudinally or trans- versely. B. They serve-the same function as coil springs. C. They are interchange- able from side-to-side. D. They can be used to adjust vehicle ride height. : The correct answer is C. Torsion bars are not normally interchangeable from side-to- side. This is because the direc- tion of the twisting or torsion is not the same on the left and right sides. All of the other answers contain true statements regarding torsion bars. LEAST Likely This type of question is similar to EXCEPT in that once again you are asked to give the answer that is wrong. For example: Blue-gray smoke comes from the exhaust of a vehicle during decel- eration. Of the following, which cause is LEAST likely? A. worn valve guides B. broken valve seals C. worn piston rings D. clogged oil return pas- sages ‘The correct answer is C. Worn piston rings will usually make an engine smoke worse under accel- eration, All of the other causes can allow oil to be drawn through the valve guides under the high intake vacuum that occurs dur- ing deceleration. PREPARING FOR THE ASE TEST ‘Begin preparing for the test by reading the task list. The task list describes'the actual work performed by a technician in a particular specialty area. Bach question on an ASE test is derived from a task or set of tasks in the list. Familiarizing yourself with the task list will help you to concentrate on the ‘areas where you need to study. The text section of this study guide contains information per- taining to each of the tasks in the task list. Reviewing this informa- tion will prepare you to take the practice test. ‘Take the practice test and com- pare your answers with the cor- rect answer explanations. If you get an answer wrong and don’t understand why, go back and read the information pertaining ‘to that question in the text. After reviewing the tasks and ‘the subject information and tak- ing the praetice test, you should be prepared to take the ASE test or be aware of areas where fur- ther study is needed. When studying with this study guide or any other source of information, use the following guidelines to make sure the time spent is as productive as possible: * Concentrate on the subject areas where you are weakest. * Arrange your schedule to allow specific times for studying. * Study in an area where you will not be distracted. * Don’t try to study after a full meal or when you are tired. * Don’t wait until the last minute and try to ‘cram’ for the test, ‘TAKING THE ASE TEST Make sure you get a good night's sleep the night before the ‘test. Have a good lunch on test day but either eat lightly or skip dinner until after the test. A heavy meal will make you tired. Bring your admission ticket, ‘some form of photo identification, three or four sharpened #2. pen- cils and a watch (to keep track of time as the test room may not have a clock) with you to the test center. The test proctor will explain how to fill out the answer sheet and how much time is allotted for each test. You may take up to four certification tests in one sit ting, but this may prove too diffi- cult unless you are very familiar with the subject areas, When the test begins, open the test booklet to see how many questions are on the test. This will help you keep track of your progress against the time remaining. Mark your answer sheet elearly, making sure the answer number and question number correspond. Read through each question carefully. If you don't know the answer to a question and need to think about it, move on to the next question. Don't spend too much time on any one question. After you have worked through to the end of the test, check yourTaking An ASE Certification Test remaining time and go back and answer the questions you had trouble with. Very often, infor- mation found in questions later in the test ean help answer some of the ones with which you had difficulty. If you are running out of time and still have unanswered test questions, guess the answers if necessary to make sure every question is answered. Do not eave any answers blank. It is to your advantage to answer every . ‘question, because your test score is based on the number of correct answers. A guessed answer could be correct, but a blank answer can never be. ‘To learn exactly where and when the ASE Certification Tests are available in your area, as well as the costs involved in becoming ASE certified, please contact ASE directly for a rogis- tration booklet. ‘The National Institute for Automotive Service Excellence 101 Blue Seal Drive, S.E. Suite 101 Leesburg, VA 20175 1-877-ASE-TECH (273-8324) httpywww.asecert.orgeee eee eee ee ea aa TABLE OF CONTENTS ‘Test Specifications And Task Lists ..... General Engine Diagnosis ... In-Chassis Engine Inspection And Repair ..... Lubrication And Cooling Systems Diagnosis And Repair .. Air Induction And Exhaust Systems Diagnosis And Repair... Fuel System Diagnosis And Repair Starting System Diagnosis And Repair . Sample Test Questions .... Answers To Sample Test Questions Glossary ..SCHOOL BUS DIESEL ENGINES TEST SPECIFICATIONS. FOR SCHOOL BUS DIESEL ENGINES (TEST S2) NUMBER OF PERCENTAGE QUESTIONS OF COVERAGE CONTENT AREA IN ASE TEST IN ASE TEST ‘A. General Engine Diagnosis. 15 27% B. In-Chassis Engine Inspection And Repair 7 13% €. Lubrication And Cooling Systems Diagnosis And Repair 7 13% D. Air Induction And Exhaust Systems Diagnosis And Repair 7 13% E. Fuel System Diagnosis And Repair 15 27% 1, Mechanical Components (9) 2. Electronic Components er F. Starting System Diagnosis And Repair 4 7% Total 55 100% ‘The 5-year Recertification Test will cover the same content areas as those listed above. However, the number of questions in each con- tent area of the Recertification Test will be reduced by about one-half. ‘The following pages list the tasks covered in each content area. These task descriptions offer detailed information to technicians preparing for the test and to per- sons who may be instructing diesel engine technicians. The task list may also serve as a guideline for question writers, reviewers and test assemblers. It should be noted that the num- ber of questions in each content area may not equal the number of tasks listed. Some of the tasks are complex and broad in scope and may be covered by several ques- tions. Other tasks are simple and narrow in scope; one question may cover several tasks. The main pur- pose of listing the tasks is to describe accurately what is done (on the job, not to make each task correspond to a particular test question. A. GENERAL ENGINE DIAGNOSIS (15 questions) Task 1 - Verify the complaint and road test vehicle; review past main- tenance documents (if available); determine further diagnos Task 2 - Inspect engine assembly and compartment for fue, ol, coolant ‘smoke color, density (opacity) and ‘quantity; determine needed repairs. Task 5 - Perform fuel system tests (tue! level, quality, contamination); TASK LIST determine needed repairs. Task 6 - Perform air intake system restriction and leakage test; deter- mine needed repairs. Task 7 - Perform intake manifold boost pressure test; determine needed repairs. Task 8 - Perform exhaust backpres- sure tests; determine needed and starts but does not continue to run problems; determine needed repairs. Task 11 - Diagnose surging, rough SCHOOL BUS DIESEL ENGINES TEST ‘operation, misfiring, low power, slow deceleration, slow acceleration and ‘engine shutoff problems; determine needed repairs. Task 12 - Isolate and diagnose engine related vibration problems; determine needed repairs. Task 13 - Check cooling system for coolant type, freeze point, boiling ‘and other leaks; determine needed repairs. point, contamination, coolant level, repairs. Task 9 - Perform crankcase pres- temperature, pressure, conditioner Task 3- Listen to engine noises; sure test; determine needed repairs. concentration (supplemental coolant determine needed repairs. Task 10 - Diagnose no cranking, additive), fitration and fan operation; ‘Task 4 - Check engine exhaust odor, cranks but fails to start, hard starting determine needed repairs. ‘Task 14 - Check lubrication system for contamination, oil level, tempera ‘ure, pressure, fitration and oil con- sumption; determine needed repairs. RAR RAR RRR RRR RRR RRR RRR ARRASing surface areas for damage or water pump, hoses and idler pulley. Task 15 ~ Connect diagnostic tool to. warpage: check condition of pas- Task 12- Inspect and clean radiator, eshicisiengine and verify software to sages, core and gallery plugs; inspect pressure cap and tank(s); determine check, record and clear diagnostic threaded holes, studs, dowel pins and needed service. wouble codes; monitor electronic bolts for serviceability; service/replace Task 13 - Inspect, repair/replace fan engine data as needed. hub, fan, fan clutch, fan controls, fan ‘Task 15 - Measure'liner height (pro- thermostat and fan shroud. ‘tusion); determine needed repairs. Task 14 - Inspect, repair/replace 5. IN-CHASSIS ENGINE ‘Task 16 - Inspect, measure, service/ radiator coverings shutter assembly INSPECTION AND REPAIR replace crankshaft vibration damper and controls, and winter fronts. 7 questions) and flywheel. Task 15 - Inspect, test, repair or ‘Task 1 - Remove, clean and inspect Task 17 Inspect cylinder walls orin- replace components of engine block yinder head(s) assembly. ers for wear and damage; determine heater system. Task 2 - Inspect cylinder head needed service. threaded holes, studs and bolts for serviceability; service/replace as D. AIR INDUCTION AND needed. ‘ ©. LUBRICATION AND COOLING EXHAUST SYSTEMS Task 3 - Measure cylinder head SYSTEMS DIAGNOSIS AND DIAGNOSIS AND REPAIR deck-to-deck thickness and mating REPAIR, (7 questions) surface areas for warpage; inspect __(7 questions) Task 1 - Inspect, service/replace air for cracks/damage; check condition Task 1 - Verify engine oil pressure induction piping, air cleaner and ele ‘of passages; inspect core and gallery and check pressure gauge, sending ment; check for air restriction. plugs; service as needed. unit and waming devices, ‘Task 2- Inspect. repair, replace turbo- Task 4 - Inspect and replace injector Task 2 - Inspect, measure, repair/ charger, wastegate, exhaust back- sleeves and sealis/O-rings where replace oil pump, drives, inlet pipes pressure device and piping system, specified by manufacturer. , and screens. Task 3 - Inspect, repai/replace intake Task 5- Inspect valve springs, retain- Task 3 - Inspect, repair/replace oll manifold, gaskets and connections. ers andlor rotators, locks and seals; pressure regulator valve(s), bypass Task 4 Inspec, test, clean or replace replace as needed. valve(s) and fiters. charge air cooler (intercoolerfatter- Task 6 - Measure valve guides for Task 4 - Inspect, clean, test, reinstall’ cooler) assembly. wear, check valve guide-to-stem replace and align oll cooler, test, rein- Task § - Inspect, repair/replace clearance; determine needed repairs. _stalreplace bypass valve and oll ther- exhaust manifold, piping, muflers and ‘Task 7 - Install cylinder head assem- mostat valve; inspect and repair/ mounting hardware. bly as specified by manufacturer. replace lines and hoses, Task 6 = Inspect, repairireplace grid ‘Task 8 - Inspect pushrods, rocker Task 5 - Inspect and clean turbo- _heater/preheater or glow plug system ams, rocker arm shafts and brackets charger lubrication system; replace as and contros. for wear, bending, cracks, looseness needed. Task 7 ~ Inspect exhaust after-treat- and blocked oil passages; repair’ Task 6 - Inspect, reinstallreplace ment devices; determine needed replace as needed. ive belts, pulleys and automatic ten- repairs. Task 9 Inspect, replace cam folow- sioners; check alignment and adjust en. tive belts. Task 10 - Inspect, measure and Task 7 - Verity coolant temperature E. FUEL SYSTEM DIAGNOSIS. replace camshaft; measure/adjust and check temperature gauge, send- AND REPAIR end-play. ing unit and waming devices. (15 questions) Task 11 - Inspect, replace and time Task 8 - Inspect and replace coolant 1. Mechanical Components, the engine gear train (includes thermostat(s), bypasses, housing(s) (9 questions) checking gear wear and backlash of and seals. camshaft, auxiliary and idler gears). Task 9 ~ Flush and refil cooling sys- Task 1 - Inspect, repairfreplace fuel Task 12 - Adjust valve clearance. tem with correct coolant type; bleed tank, vent, cap, mounts, tank protec ‘Task 13 - Inspect, service and install air from system. tion (cages), valves, screen, supply ans, covers, vents, engine driven Task 10 - Inspect, repair/replace ines, retum lines, ftings and seals. ‘accessories, mounts and supports, coolant conditioner (supplemental Task 2 - Inspect, clean, test, repalr/ ‘gaskets, seals and wear rings. coolant additive) filter, check valves, replace fuel transfer (it) pump, pump ‘Task 14 - Clean and inspect engine lines and fitings. drives, screens, fuel'water separa- block assembly for cracks, and mat- Task 11 - Inspect, repair/replace _ tors/indicators, filters, heaters and 7associated mounting hardware Task 3 - Check fuel system for air; determine needed repairs Task 4 - Prime and bleed fuel sys- tem; check, repair/replace primer hand pump. Task 5 - inspect, adjust, repair/ replace throttle control linkage, Task 6 - Perform on-engine inspec- tions, tests, adjustments and time or replace rotarytype injection pump. Task 7 - Perform on-engine inspec- tions, tests, icjustments and time or replace vine type injection pump and ves. ‘Task 8 - Perform on-engine inspéc- tions, tests and adjustments or replace fue injactors. Task 9 - Inspect, test and repair/ replace fuel injectornozzle. = ‘Task 10 Inspect and test ave ratio ‘controls and timing advance mecha- nisms; determine needed repairs. Task 11 - inspect, reinstalVreplace high-pressure injection lines, fitings and seals. Task 12 - Inspect, test, adjust, repair! replace engine fuel shutoff devices ‘and controls 2, Electronic Components (6 questions) Task 1 - Use a scan too, digital mul- timeter (DMM), or PC-based diag- ‘ostc too! to inspect or test electronic engine control system sensors, actu- ators, circuits and electronic control module (ECM); determine needed repairs. Task 2 - Inspect, adjust, repair’ replace electronic throttle controls ‘Task 3 - Perform on-engine inspec- tions and tests on rotary-type injec- tion pump electronic contross. Task 4 - Perform on-engine inspec- tions and tests on hydraulic electronic Unit injectors (HEU!) and system con- trols (common rail or rail pressure ‘conto Task 5 ~ Diagnose engine low power problems caused by related elec- tronie transmission and traction con trol systems. F. STARTING SYSTEM DIAGNOSIS AND REPAIR (4 questions) Task 1 - Perform battery state-ot- charge test; determine needed ser- vice. Task 2 - Perform battery load test; dotormine needed service. Task 3 - Perform slow and fast bat tory charges. Task 4 - Start vehicle using jumper cables, a booster battery or auxiliary ower supply ‘Task 5 - Inspect, clean, repairreplace battery, battery cables and terminals; perform battery cable #éltage drop test. Task 6 - Inspect, test and re-install replace starter relays, safely switch(s), \vandal lock system and solenoids. Task 7 - Perform starter current draw test: determine needed repairs. Task 8 - Perform starter circuit vol- ‘age drop tests; determine needed repairs. ‘Task 9 - Remove and replace starter. The preceding Task List Data details all of the related informa- tional subject matter you are expected to know in order to sit for this ASE Certification Test. Your ‘own years of experience in the pro- fessional automotive service repair trade as a technician also should provide you with added back- ‘ground. Finally, a conscientious review of the self-study material provided in this Training for ASE Certification Unit also should help you to be ade- quately prepared to take this test. e Winery echncanscertteay ne Tanorathattte AUTOMOTIVE SERVICE EXCELLENCEUe else Ue) GENERAL ENGINE DIAGNOSIS ———— eeeSSSSSSSSSSsss Gathering complete and concise information is the key to effective diesel engine diagnosis. Always thoroughly interview the driver, getting as much information as possible. Get a detailed description of what happens and under what conditions it happens. Verify the information by giving the vehicle a thorough road test. and/or compre- hensive dynamometer test, to duplicate the particular complaint. Secondly, review the vehicle's maintenance records (if available). Sometimes, maintenance records ‘an reveal telltale problems with the engine. They can reveal how well (or not so well) the engine has been maintained in the past, and they can also indicate repeat failures, Remember, make sure you diag- nose and repair the real problem and not just focus on the results of the problem. In many cases, the system may not be related to the failure, just the cause of it. For example, if an engine overheats, it may cause severe engine damage. Find the cause of the overheating in addition to making the engine repairs (if needed). If you don’t find the root cause of the malfunction, the engine will only fail again. Check for leaks and listen for abnormal noises. If the engine is using excessive amounts of oil coolant or fuel, or if the engine's exhaust color is abnormal, deter- mine the cause. CHECKING FOR LEAKS ‘Visual inspection for leaks in the engine compartment should be per- formed before, during and after engine warm-up. Fuel Leaks Fuel leaks can range from the obvious external leaks, to internal leakage that is not so obvious. ‘Make sure you inspect the entire fuel system for leaks, and replace all gaskets, lines, fittings, and/or components, as necessary. Always make sure there is no damage to ‘the fuel tanks and their lines and fittings, since these components are sometimes exposed to harsh conditions. Exhaust system output inspec- tion can also determine if there is an internal fuel leak such as a malfunctioning injeétor nozzle. While some white smoke is consid- ered normal on cold start-ups, excessive white smoke can be an indication of unburned fuel pass- ing through the engine. Black smoke can be the result of exces- sive fuel for the amount of air drawn into the cylinders. Fuel injectors that are excessively leak- ing can cause this symptom, Oil Leaks Oil leaks are most often caused by hardened or worn out seals and gaskets, leaking oil pressure send- ing units, an overfilled crankcase, or leaking cil lines and fittings. However, engine oil leaks ean also be caused by something techni- cians often overlook—excessive crankcase pressure, which can be caused by worn rings or excessive cylinder wall or liner clearances. These problems allow an unusual amount of combustion blowby gases to enter the crankcase, where the gases can push oil past seals and gaskets that are in good condition. Sometimes, you'll find evidence of oil leakage but you won't be able to tell exactly where it’s coming from. For hard to find oil leaks, a fluorescent dye can be addled to the engine oil, making any leaks clearly visible using a black light, Run the engine for a while and, using the light, check for oil leaks in the engine compartment. You'll see the dye leaking from the engine, pinpointing the source of the leak. Coolant Leaks Visually inspect for coolant leaks at the hoses, water pump, radiator, intake manifold, sensor fittings, lines, water control valves, coolers, Plastic Hose ‘This type of crankcase pressure tester can be inserted into the dipstick tube. (Courtesy: Detroit Diesel Corp.) 10sor or heater core. le pressure tester to filler neck and apply I to the pressure rat- ed on the radiator cap sure the cap is the correct the vehiclel). The pressure remain at that level if there leaks in the evoling system. If pressure drops, check for leaks weviously diseussed areas, -xternal coolant leaks are atively easy to find, internal can be somewhat harder to .ose. If you pressure test the cooling system and the pressure yps with no evidence of an exter- al coolant leak, the failure will most likely be caused by internal problems such as a cracked cylin. der head, a cracked engine block, a blown head gasket, or a cylinder ner seal leak. symptoms will vary depending upon the severity of an internal coolant leak, When coolant leaks into a eylinder, you may:see white exhaust smoke and experience a somewhat sweet coolant odor com- ing from the tailpipe. Depending on the severity of the failure, the engine may run rough or the oil may be milky in color. In addition, if coolant is leaking into a cylinder, combustion gases ‘ean escape into the cooling system. When this happens, you will see air bubbles in the radiator coolant when the engine is running. The combustion gases can also press ize the coolant recovery reservoi On hard to find leaks, you can use a chemical that is sensitive to ‘combustion gases. With the engine running, place a vial of the chemi cal over the radiator neck. If the chemical changes color, combus- tion gases are present in the cool- ing system. Another way to detect combus- tion gases is to carefully hold an exhaust analyzer probe over the neck of the radiator. Cover the exhaust probe and the filler neck with a clean cloth, and use caution not to allow the probe to come in contact with the coolant. If com- bustion gases are present, you will see the corresponding reading on the exhaust gas analyzer. Yet another way to find a leak is to remove all of the injector nozzles and perform a cylinder leakdown test. If pumping air into a particu- lar eylinder produces bubbles in the radiator coolant, you know that the leak is in that cylinder. If you also find air escaping from an adja- cent. cylinder, you'll know that the head gasket has blown, there is a crack in the block or eylinder head between the cylinders, or the — cylinder head is warped. Always inspect both the engine block and the head for cracks and warpage. Exhaust Leaks Check the exhaust system, Coolant leaks are a frequent complaint on diesel engines. starting at the manifold. Leakage at the manifold is particularly dangerous because exhaust gases can leak right through the firewall and into the passenger area, A popping or ticking noise around the manifold where it mounts to the engine is evidence that the manifold or gasket could be leaking. Also, look for a discol- oration at the exhaust ports of the cylinder head. Make your way from the exhaust manifold to the exhaust flange at the front pipe. This is a partieu- larly critical area of the system since engine movement causes stress at this joint. Depending on the model, the pipe may be mounted directly to the flange itself, or connected to the flange using any number of gaskets made for the purpose. If there is a leak, the same popping or ticking noises, or in some extreme cases, a loud rumbling noise will be heard when the engine is running. Next, look at the exhaust pipes and connections to the muffler. Start the engine and pass your hand no less than 6 inches around the connection to feel for leakage. Finally, push a blunt tool against any exhaust pipe or mufller to check for rust. Replace any component that can potentially cause a leas WARNING: Exhaust systems can become extremely hot! DONOT attempt to service an exhaust system if the engine is at or near operating tem- perature. ENGINE NOISES Diesel engines often emit an audible, characteristic rattle or knock when they are warming up. ‘This is due to normal, lengthened cold fuel firing delay. Make sure that fuel with the required cetane rating is used, and that injection timing is correct. Very advanced timing will worsen knock, espe- cially at low temperatures. Since "1TRAINING FOR CERTIFICATION diesel engine noises can be dis- guised by the engine's normal ‘operating sound, it is important to know the difference between a proper functioning diesel engine and one that exhibits problem sounds. Specific noises can suggest condi- tions inside the engine that may limit its service life, or shut it down completely. Noises are generally caused by excess clearance between parts or because of oil loss. ‘The following components may cause engine noises if they are ‘worn: * Main bearings * Connecting rod bearings * Piston + Wrist pin * Rocker arms, shaft, ball and seat * Pushrods * Tappets and camshaft Timing gears and chain + Valves and valve springs. If there are knocking noises caused by low oil pressure, check the following: ‘Pump: Check gear clearances (a new pump is recommended with an engine rebuild) Connecting Rod Bearings and Journals: Check oil clearances, journal taper, roundness and wear patterns. Lack of lubrication is the ‘main cause of bearing failure. Valve Bridges: Check bridge adjustment and wear. Lifters: Cheek clearances between lifter and bore, and check for excessive leakdown of hydraulic lifters. Check for oil leaks along ‘external or internal oil galleys or gaskets. Check the lifter earbide base for unusual wear patterns, galling, pitting or cracking. Replace if questionable. Roller Lifters, Cam Followers, Rockers, Rocker Shafts: Inspect rocker arm shaft bushing surfaces and rocker arm bushing bores for ‘wear or scoring. Rollers should be checked for scoring, pitting or flat spots. Be sure all rollers turn freely on the roller pins. Check the elearanee between the rollers and ins for wear beyond specifica- tions. On some engines, it is also necessary to check the clearance between the side of the roller and the side of the assembly. Where pushrods are used, check pushrod sockets for excessive wear. EXHAUST SMOKE ‘Because of tightening Federal regulations, manufacturers have developed new technol bat exhaust emis However, even if the engine is equipped with the latest exhaust emissions controls, malfunetions can cause excessive of discolored smoke to be emitted into the atmo- sphere. The following failures can con- tribute to excessive or discolored exhaust emissions: * Insufficient air for good combus- fion. Air leaks on aftercoolers and connecting tubing, hoses and ‘clamps are a common problem. Something as simple as improperly adjusted valves or a clogged air cleaner may be the problem * Overload at high idle * Oil leakage into combustion chambers * Inadequate compression, which causes both ignition delay and inadequate air for combustion *# Closed emergency air flap * Defective or clogged aftercooler. ‘Even fins on the outer surface that are clogged, preventing adequate ‘cooling, can affect the volume and temperature of the air flowing into the engine. Since aftereoolers are composed ofa large surface area of very thin tubes, they are easily subject to leakage. Listen carefully for high pressure air leaks, or pres- sure-test the unit, * Defective turbocharger or turbo ‘wastegate. The turbo will fre- quently fail or at least lose perfor- ‘mance if the driver repeatedly shuts the engine down right after hard run, or if injection system air/fuel controls or rack adjust- ‘ments have been tampered with to increase power beyond that for which the engine is rated Use the following criteria when checking exhaust smoke color: * Leaking injectors + Restricted intake or exhaust + Restriction in fuel return or supply + Stuck exhaust backpressure valve ++ Bxcossive fuel-to-air mixture. White Smoke: * Unburned fuel * Coolant leaking into cylinders * Faulty glow plugs (if equipped) # Engine components causing low compression. Blue Or Bluish-White Smoke: ** Stuck open thermostat ** Insufficient or excessive fuel or oil consumption * Loose or clogged injectors * Leaking injector O-rings * Air or foreign contamination in the fuel. FUEL SYSTEM When diagnosing the fuel s: tem, try to duplicate the exact con- ditions that existed when the prob- Jem was first noticed. This means load conditions (full/partially- loaded/empty), road conditions (uphill/downhill/ flat surface), and ‘engine conditions (cold/warm/accel- eration/decelerationvidle). Fuel system components need clean fuel for efficient operation. It is important to understand diesel fuel properties or characteristic order to monitor the quality of fuel being used: Cetane rating — diesel fuel is clas- sified by cetane rating and has ‘more power potential than gaso- line when burned. This rating is a value associated with combustion efficiency. This affects how a diesel engine behaves on start-up, and also controls tailpipe emissions. 12diesel fuel tory for a more detailed analysis. Distillation —usu- ally measured in AIR INTAKE Gaiam pltit,, | degrees, isthe vol - MEASUREMENT ume of fuel evapo- Several different tools can be so —— sor | rated at a specific used to measure intake air restric | ¢ ue | temperature. tion, These include water manome- Effective combustion _ ters, dash-mounted mechanical 46 —— 09 | isensured by know- gauges, air cleaner service indica- 43 —— 888 | ing what specific vol- tors and lockup air filter service x2 ———.ss2 | ume of fuel evapo- indicators a am | Fatesateertaintem- Although more suited for stand- peratures. still operations, the water mano- Total Acid Number— meter is an instrument for measur- or TAN, refers to the ing pressures. Essentially a U-tube volume of acidity in partly filled with water, the pres- fuel. Excessively high sure exerted on the liquid is indi- TAN readings can cated by the liquid displaced. corrode fuel system To check air restriction with a components, water manometer, connect the Specific gravity— manometer to a fitting in the air Diesel fuel catane tester weight offuelmes- _inlet pipe. If the engine is tur- (Courtesy: Ford Motor Co.) sured in kilograms. __bocharged, connect the manometer Usually, the heavier _in front of the turbo air inlet. After the fuel gravity, the the connections are made, start the Pour point— the pour point is the more energy is produced per gal- engine and run at manufacturer's lowest possible temperature at Jon, Combustion heat ranges ean recommended speed while record- ‘which the fuel will pump. be detormined by measuring spe- _ing the readings on the manome- Cloud point — this is the lowest _cifie gravity ter. Disconnect the air tubing and possible temperature at which wax Water and impurities — although _air cleaner and run the engine will form, A low cloud point wil all diesel fuels contain some impu- again at the same speed. Compare cause filters and fuel system ori- _rities such as rust, dirt and metal, readings with manufacturer fices to clog, causing poor perfor- water is the number one contami- _ fications. manee. nant that diesel Viscosity — a diesel fuel system is fuel systems designed to operate with a certain cannot tolerate fuel viscosity. This ensures proper Water can cause fuel flow, and also helps todeter- fuel system. mine lubricity. Fuel with poor vis- icing, lowered cosity can cause lubrication prob- _ viscosity and ems and interfere with fuel injee- lubrication tor spray patterns. Viscosity is degradation, ‘measured in centistokes (cSt). Tf any of the Flashpoint — the temperature at above properties which the fuel vapors will ignite. or charaeteris- Sulfur —all diesel fuels containa _ties is suspect, certain amount of sulfur. Because you can take a of the high temperatures needed to fuel sample burn sulfur, it sometimes accumu- using a fuel- lates in the combustion chamber. quality hydrom- Fuels with high sulfur content eter, a commer- tend to increase engine wear and cially available contaminate crankease oil, redue- fuel testing kit, ing its usefulness. New standards or send the sam- Typical diesel engine air system flow. require lower levels of sulfur in ple to a labora- (Courtesy: Ford Motor Co.) 13eee ‘The dash-mounted mechanical gauge is connected to the air intake, measuring restriction. Readings can be observed during | normal engine operation, and spec- ifications can be recorded and matched with manufacturer's spec- ifications. ‘The air restriction service indica- tor, most commonly called a filter minder, is calibrated to show maxi- mum filter restriction. When the filter minder shows a solid color in its window, maximum filter restriction is reached and the air intake system should be checked for service. A lockup restriction. indicator measures the highest indicated restriction when the vehicle is running during normal operation. It is mounted to the air cleaner and should be inspected at normal preventive maintenance intervals. | EXHAUST | BACKPRESSURE Exhaust backpressure is the buildup of pressure against the engine created by the resistance of the exhaust flow passing through the exhaust system components. Testing exhaust backpressure can identify restrictions in the exhaust system that can contribute te poor engine performance and overheat- ing. Note that a slight backpre sure in the system is normal. When checking for the causes of excessive exhaust backpressure, look for: * Crushed or kinked pipes * Obstructions in the exhaust system * Clogged, crushed or damaged mufller | * Muffler too small for the applica- tion * Pipes too long for the application * Pipe diameter too small for the application * Excessive carbon buildup in the exhaust system. Exhaust backpressure can be measured using a water manometer or other acceptable method of mea- surement. On non-turbo-charged engines, connect the testing device to the exhaust manifold by either removing a special plug or drilling a hole in the companion flange to accept a plug. On turbocharged engines, connect the measuring device to a straight part of the exhaust 6 to 12-in. from the turbo outlet. Check with the manufae- turer's specifications for allowable exhaust backpressure tolerances. CRANKCASE PRESSURE Crankease pressure (or blowby), is compression and combustion gases or contaminants that escape past the pistons and rings into the crankcase. While all engines have some blowby, excessive crankcase pressure is usually indicated by higher than normal oil consump- tion and excessive soot contamina- tion. Steady fumes coming from the breather cap can also indicate excessive blowby. Possible failures include inade- ‘quate air filtration, valves, pistons, rings, liners or turbocharger mal- funetion. In addition, the soot that is left over from the incomplete ‘combustion can accumulate on the piston rings, inhibiting their seal- ing ability. Crankease pressure ean be mea- sured through the rocker eover, the engine oil dipstick tube, or by removing a plug in the engine block above the oil pan and using a water manometer or other method of proper measurement. Check with the manufacturer's specifications for allowable blowby tolerances. STARTING DIFFICULTIES Engine starting problems can be either electrical, mechanical or fuel related. When diagnosing the cause of a starting problem, look {for the following: Engine Does Not Cran! * Inoperative starter * One or more defective batteries * Loose, worn or eorroded eables. Engine Cranks But Does Not Start: * Fuel tank empty, tank valve closed « Air in fuel system « Plugged filter or fuel lines * Defective damper valve * Defective transfer pump * Plugged injector line(s) * Defective pump plunger + No, or too low engine compres- sion ‘+ Compression below specs due to ‘mechanical wear or improper valve adjustment * Fuel of too-low cetane rating * Air inlet or exhaust system restriction * Injectors improperly adjusted or far out of adjustment due to injec- tion train wear * Injection pump not properly timed ‘* Engine speed or timing signal incorrect or not present * ECM (Engine Control Module) defective * Electrical connections to elec- tronic injectors corroded or loose * Engine shutdown system mal- functioning * Glow plugs inoperative or glow plug control system not controlling slow plugs properly. Engine Hard Starting: * Cranking speed too slow * Glow plugs inoperative ** Governor fails to reach fall fuel position ‘Improper fuel ‘Water in fuel ‘Improper injection timing * Poor compression. LOW ENGINE POWER If the engine is suffering from lack of power, look for a restricted fuel supply. Inspect the fuel tank cap, making sure the vent is not dirty. Check the fuel lines for leaks, making sure the fuel supply line is, not restricted or kinked. If dirt change the oil filter. Clean the mary fuel filter if equipped. Bleed 14she primary fuel system. Inspect more eylinders der, whereas high temperature ‘the fuel bypass valve operation. + Worn turbocharger or turbo with suggests too much fuel to the eylin- Insufficient flow of fuel through defective wastegate der. Unequal fuel distribution from the system can cause the fuel.to * Clogged or leaking aftercooler the pump, nozzle or injector can get too hot, reducing metering. + Aftereooler malfunction cause this problem. You can also ‘Make sure the fuel heaters are not * Intake air system pressure leaks. use a pyrometer or infrared tem- beating the fuel beyond the maxi- perature device to measure ‘mum temperature specified by the ENGINE MISFIRE exhaust manifold temperature. manufacturer. Low engine power ‘To check for misfire, run the The most common problem with is also frequently caused by failure engine at its roughest speed. Stop injection nozales or injectors is ear- to perform engine tune-up adjust- the flow of fuel to the cylinders by bon buildup on the tips of the noz- ments. Note this list of other low loosening the fuel line nut at a fuel _zles or in the nozzle orifice. Such power complaints: injection plunger. Do each eylinder problems occur much more fre- Erratic Operation: one-ata-time, until a loosened fuel quently when engines are idied a + Improper fuel line finds no difference in cylinder great deal, and when fuel filtration * Inadequate transfer pump pres- performance. and water separation are not what sure they should be. Also, look for nee- * Injection lines leaking * Incorrect injector timing + Faulty injeetar nozzle + Poor compression * Sticking injection pump or bent injector plunger * Poor electrical connection(s) at ‘one or more injectors « * Intake manifold temperature sig- nal incorrect : * Low power output, no smoke * Accelerator linkage travel restricted. On electronic engin die, plunger or orifice wear, and dirty nozzle filter screens. Note this list of other nozzle faults: Excessive Leak-Off Between Injections: * Dirt between pressure face or spring retainer and nozzle holder *# Loose retainer nut * Defective plunger tip and seat. Nozzle Bluing (Excessive Heat): * Faulty installation or improper torque on hold-down nuts throttle position sensor signal + Faulty engine cooling system. improper * Governor high idle adjustment Excessive Injection Pressure: incorrect * Incorrect popping pressure * Low transfer pump pressure adjustment: * Low fuel supply pressure * Dirty needle valve ‘Improper maximum fuel setting To check oylinder compression, —_* Sticking or seized valve ‘+ Malfunction in air/fuel ratio con- use @ special high-pressure gauge —_« Partially clogged nozzle. trol or in boost pressure sensor and appropriate adapters. Tap into + Engine malfunction caus cylinder compression via gloW |ngufficient Injection Pressure: engine electronics to power dewn _PIUG, injection nazzle or injector S teyrrect popping preseure the engine to protect it opening. adjustment: + Improper BOM ground. TTT Valve spring broken, If loosening the fuel line nut * Worn seat Engine Lacks Power; Poor Fuel makes little or no difference in per-__* Improperly adjusted injector ‘Consumption: formance, that eylinder is weak or —_* Broded nozzle holes © Air cleaner restricted inoperative. Test the cylinder’s _ Worn camshaft or other injection * Low quality fuel compression, injection pump train parts * Air inlet restriction plunger and nozzle or injector. + Mechanical or electronic problem + Valves improperly adjusted Also, consider that when the with injection control pressure reg- ** Unit injectors improperly engine runs at low idle speed, the _ulator valve, injection pressure adjusted temperature of an exhaust mani- sensor or ECM, ‘Injection pump out of time fold port can suggest improper * Faulty nozzles eylinder operation. Low tempera- Distorted Spray + Loss of compression in one or ture indicates no fuel at the cylin- + Carbon deposits on nozzle tipTRAINING FOR CERTIFICATIO * Partially blocked nozzle hole engine cool, remove the radiator _ Refill the system with at least a + Eroded pintle needle or seat, cap and check the coolant for signs 0/50 mixture of coolant and clear of dirt or oil. Cheek for deposits water that has a hardness of less ENGINE VIBRATIONS around the inside of the radiator than 300 ppm (parts per million), If the vibration is equal to neck. If you find evidence of oil in and less than 100 ppm chlorine. engine rpm, and steadily inereases the coolant, suspect a damaged oil Avoid softened water because of when the engine rpm is raised, cooler. ‘the harmful chemicals it contains. look for those components that Check the coolant concentration spin directly with engine rpm such using a hand-held antifreeze tester. | WARNING: Ethylene glycol as the crankshaft, flywheel or The protection level should be at antifreeze is considered a vibration damper. least ~20°P. Coolant also can be hazardous waste. Use If the vibration is faster than tested by sending a sample to an approved techniques when engine rpm, it usually can be approved laboratory to check for recovering and disposing of attributed to the camshaft, gears, or the specific concentrations, pH lev- antifreeze. pulleys. Inspect the turbocharger els, and freeze points. When labora- balance, power steering pump, air tory analysis is not“available, Test the system for leaks using a compressor and their respective coolant test strips can be used hand-held cooling system pressure brackets and pulleys. Also, check all instead. To test the coolant, dip a tester. While the engine is cold, bearing mating surfaces. strip in a coolant sample for a short remove the pressure cap from the A defective, loose, cracked or period of time (usually specified in radiator or surge tank and attach incorrect vibration damper can the kit). Remove the test strip and the tester, making sure it i cause severe engine vibration and read using a color chart provided secured according to the manufac- even crankshaft breakage. Check by the manufacturer. turer’s instructions. Pump it up to the damper for damage as the rated system pressure and described in the In-Chassis Engine inspect the cooling system for Inspection and Repair section of leaks. Check the gauge needle; it this study guide. should not move. If pressure drops, find the leak and repair it. COOLANT If you cannot spot the leak, it ‘Because pure water contains cor- may be internal, such as a blown rosive minerals, coolant is required head gasket, cracked head or as an additive to maintain heat cracked block. Check the engine transfer, inhibit corrosion and oil. Oil that has a thick, milky con- sludge, enhance hose and seal life, sistency has been contaminated and provide protection in both hot with coolant, indicating an inter- and cold weather environments. nal problem. Remember, even if Most diesel engines use an ethy- you do not see anything, coolant lene glycol (EG) based antifreeze. Testing the cooling system for may be leaking through to the However, a mixture known as leaks. exhaust, propylene glycol (PG) is becoming (Courtesy: DaimlerChrysler Corp.) Next, start the engine and watch more popular. While EG antifreeze the tester gauge. If the pressure is still widely used, it has been increases, there is probably a head proven to be poisonous to animals, Flush and fill the cooling system gasket leak, but not into the which are drawn to its sweet smell. at the manufacturer's recom- crankcase. But, if the pressure On the other hand, PG antifreeze mended intervals. In addition, a decreases, there is most likely an has been classified as not dangerous wise maintenance practice is to external leak or a leak into the enough to require federal standards. replace all hoses at the same time exhaust or erankcase. A visual inspection of the cooling to prevent unnecessary down time. Test the radiator cap with the system is the first procedure that It is recommended that the upper cooling system tester’s radiator cap should be performed. Check for and lower radiator hoses be adapter. Attach the adapter to the signs of coolant leaks, and inspect replaced together, even though pump and the cap to the adapter Gif all hoses and connections, core only one may show problems. After the cap is new, make sure the seal (freeze) plugs, head gaskets, ther- all, they're probably the same age is wet before attaching it to the ‘mostat housing, water pump, radi- and have been subjected to the adapter), then pump the tester to ator and heater core. With the same abuse, the cap's rating. Observe the pres- 16‘sure att which the cap's valve opens, ‘This should be the same as its rat- ing. The pressure should hold for about 60 seconds and decrease slightly. If it drops too much, replace the cap. If the pressure test, exceeds the cap’s rating by more than 3 psi, replace the eap. ‘Testing a radiator pressure cap, (Courtesy: DaimlerChrysler Corp.) Inspect the fan assembly, check- ing for looseness or damage. Make sure the fan is aligned properly ‘when operating, and check the fan shroud for damage and proper installation. Check fan cluteh (mechanical, electrical or pneu- ‘matic) operation, ensuring that the clutch activates at the proper tem- perature. LUBRICATION Engine lubricants are classified by a basic viscosity grading estab- lished by the Society of Automotive Engineers (SAE), and American Petroleum Institute (API) specifica- tions. Using the example of 15W-40, ‘we can ascertain that the oil has a viscosity of 15 when cold (the W stands for winter). Conversely, the 40 is an indication that when the oil is hot, its viscosity is equal to that ‘of 40 weight oil. In addition, certain letter designations signify that the oil is intended for a compression ignition diesel engine. Because of its properties control- ling deposits and preventing wear, 15W-40 with CG-4 and CH- desig- nations is recommended for diesel engines. This grading enhances viscosity levels, and reduces com- bustion soot (particulate matter) ispersancy. Synthetie lube oils are also used in diesel engine operation due to their superior cooling attributes and longer service life. While min- eral lube oil is acceptable, syn- thetic lube oil gives a diesel engine the added protection that required for heavy-duty operation. With its enhanced refinement, syn- thetic lube oil has greater adhesion to metallic parts, providing better lubrication of metal-to-metal con- tacting components. The only downside to using synthetic lube oil is that it is more expensive than its mineral-based counterpart. However, because of increasingly tighter emission standards, syn- thetic lube oil may be the oil of choice in the future. Today's diesel engines are designed to run with retarded injec- tion timing to reduce exhaust emis- sions. The downside to this is that the retarded engine timing increases soot in the oil. Because of tightened emission standards, ‘engine lube oil must be designed to ‘control deposits at heightened tem- peratures. Dispersancy additives help to reduce engine component wear, and capture soot in the oil instead of letting it attach itself to critical wear components. Therefore, ‘when the engine oil is changed, soot is removed with the oil. It is critical to adhere to speci- fied oil drain intervals to ensure long engine life. Although addi- tives can extend oil drain inter- vals, critical components in lube oil additives deplete with prolonged engine use. It i also crucial to gov- em lube oil drain intervals to mini- mize overloading of contaminants. In other words, do not change the oil too frequently, and do not wait too long to change the oil. Check with the engine manufacturer's recommendations on lube oil drain intervals. When checking the engine oil, look for any discoloration in the oil that may provide a elue of possible contamination or engine failure. Usually, when there is some kind of discoloration, it can be attributed to coolant or fuel mixed in with the oil. To check for fuel contamination, pull the dipstick and smell the lube oil. If there is fuel contamination, you will most likely smell diesel fuel. Leaking injector seals can cause fuel to leak into the combustion chamber and at inappropriate times, drain into the crankease. If the lube oil is milky, it is a good indication that there is coolant in the oil. This can be attributed to a leaking cylinder head gasket, defective oil cooler, coolant seal leakage, leaking core plugs or a cracked block at a coolant port. If, when you check the engine oil, you find it dark in color; do not assume there is a problem. Under normal engine use, lube oil will darken in color. If there is any doubt of an oil’s integrity, take an oil sample and send it out to a lab for analysis ‘When taking an oil sample, make sure the engine is at normal oper- ating temperature, and then drain an appropriate amount into a clean, sealable container. Aftermarket oil sample kits are readily available for this purpose. Mark the weight of the oil along with the engine serial number, hours and mileage on the con- tainer. This procedure can help detect abnormalities in engine ‘wear, diesel fuel, soot or coolant, and can help a technician in detect- ing the eause of contamination. Engine oil pressure fluctuations ‘ean also be an indication of compo- nent failure. To test oil pressure, connect a pressure gauge to the system at a point where oil pres- sure will be present, such as the oil 17Ua el Sia Ce pressure sending unit orifice. Start the engine and observe the oil pressure reading. Refer to the manufacturer's specifications for the temperature and engine speed at which oil pressure should be checked, DIAGNOSTIC TROUBLE CODES (DTCs) Electronic engine diagnostic sys tems store two types of trouble codes, active and inactive. Active codes are ones that deseribe a fail ure that is currently affecting the engine. Inactive codes are malfune tions that have been active in the past. While at one time inactive codes may have been active, the malfunction may have corrected itself. These codes are stored in the ECM memory. The computer communicates with the technician by producing numerical codes. Thus, one basic step in troubleshooting an elec- tronic diesel is reading out:the fault codes and interpreting what ‘they mean. Many electronic test instruments, such as scan tools and computer software, are manufactured for the ‘sole purpose of reading/clearing these codes and obtaining informa- tion from the engine's computer. Even if no diagnostic instrument is available, it is often possible to read codes out ofthe ECM by eount- ing the blinks of a CHECK ENGINE light mounted on the dashboard. ‘There are different means of asking the computer to display stored codes, depending upon the manufac- turer ofthe vehicle. In buses that have a diagnostic switch, shut down the engine and turn the ignition switeh to the ON Position. Turn on the diagnostic switch and hold it in the ON po tion until the CHECK ENGINE light has finished reading the stored codes. In buses with no diagnostic switch, a jumper ean be used to jump the Dingnastie Data Link Connector located under- neath the dashboard. A numerical series of flashes are read and after a code has been displayed, the next step is to read the service litera- ture that interprets the code. After the problem is isolated to a partic- ular component area, you can pro- cved with further diagnostics EOM trouble codes that are stored in memory are removable by either selecting an option on the This hand-held Diagnostic Data Recorder (DDR), used on Detroit Diesel Engines, can display and print engine information along with retrieving diagnostic fault codes. (Courtesy: Detroit Diesel Corp.) diagnostic reader, or on some older models, disrupting the power source to the ECM for a short period of time. Of course, there is a distinct disadvantage to the latter procedure. If the codes are removed by someone, all history of electronic malfunctions stored in the ECM are also removed. Any kind of wiring problem that could vary the effective voltage supplied to the ECM can cause problems. Since ECMs are sup- plied both voltage and ground through the wiring, it is important. to check for any problems in wiring, connectors, ete. If basic mechanical and electrical checks fail to locate the problem, the tech- nician must proceed further by fol- lowing detailed instructions sup- plied with electronic test systems customized for the type of engine in question. Ensure that the engine’s serial number on the ECM matches the serial number of the engine assem- bly. Next, walk around the vehicle and look for obvious problems such as leaks. Inspect the ECM for worn isolators, debris or bolts lodged between the ECM and eylinder block. Make sure the fuel supply i fully on, and check the fuel tank level. Check the maintenance his- tory for prior symptoms. Check for loose or broken wire connections, and improperly formed or damaged terminals. All connec- tor terminals in the problem circuit, should be carefully inspected to determine the proper contact ten- ssion. Use a mating terminal to test contact tension. Ensure that all grounds are clean and making good contact. Should a sensor act erratically, the ECM will record this fact and store or log a fault code that tells the technician what has occurred. The system's goal is to direct the technician to the problem, and retain information about. an inter- mittent fault that may not be evi- dent when the bus is brought in for RA AAA AHHH AAA AHH aLweeeeeeeee eee eee eee member, the codes only indi- which circuit the problem is they do not necessarily tell you mponent in the circuit has led. The problem could be ed by a loose connection, improper modification or a broken wire; so give the engine compart- ment a thorough inspection when diagnosing a malfunction. 19IN-CHASSIS ENGINE INSPECTION AND REPAIR (CYLINDER HEAD AND VALVETRAIN Accolinder head is a casting that severs the engine's cylinders, pending on the configuration, there may be one or more heads, overhead camshaft setups, etc. The typical cylinder head consists of valve guides, intake and exhaust ports, bores in the head for such components as fuel injector nozzles and glow plugs (if equipped), coolant circulation passages, pre- ‘combustion chambers (if equipped), fuel and oil passages, rocker sup- ports, sensor ports, and bolt: holes ‘to secure the head to the block. Removing The Head Disconnect the negative battery cable and remove the necessary electrical components. Clean the engine. Note any areas of heavy oil, coolant or grease deposits. Drain the coolant from the engine. Disconnect all supply and return lines from the turbocharger and remove the turbocharger (if equipped). Disconnect the injector wiring harness, if equipped. Remove the intake and exhaust manifolds, label and disconnect the fuel lines, and remove the injector nozzles and all fuel filters, Make sure all timing marks are aligned and remove the rocker covers, rocker lever assemblies and pushrods (if equipped) from the engine. Remove all bracketry attached to the eylin- der head. Disassemble rocker pedestals, shafts and related parts. Keep all parts in order and mark them for reassembly in the same position. Assemblies that appear to be iden- tical, sometimes differ in such important details as location of oil passages. For that reason, they must be reinstalled in their origi- nal positions. If the engine has an overhead camshaft, remove the camshaft from the cylinder head by loosen- ing and removing the camshaft cap bolts and/or studs. Remove the bearing caps, shells and followers, marking all components for rein- stallation. ‘On some overhead cam engines, the cam is borne by bushings pressed into bores in the head cast- ing. These camshafts require spe- cial handling when being removed. ‘The camshaft is removed by sliding it out of the head, after all related gears and thrust plate systems have been removed. Some engine manufacturers supply special tools to be used to protect the camshaft bearings and lobes from damage during removal and installation. On engines with an in-block camshaft, itis necessary to remove the radiator and charge air cooler (Gf equipped) to replace the cam- shaft. Remove the crankshaft pul- ley and gear cover. Loosen the thrust plate capscrews and slide the camshaft from the engine. Next, remove the cylinder head bolts in the proper sequence, and then remove the cylinder head. Remove head-to-block coolant. and compression sealing rings, if present. Exploded view of an overhead camshaft setup, 1, SEAL 2. CAMSHAFT 3, BUSHING 4, CAMSHAFT COVER BOLT 5. CAMSHAFT COVER. 6. CAMSHAFT CAP BOLT 7. CAMSHAFT CAP STUD 8. CAMSHAFT CAP 9. CAMSHAFT BEARING SHELLS. 10. SEAL 11. CYLINDER HEAD (Courtesy: Detroit Diesel Corp.)Inspect the head gasket and cylinder head surface carefully. The Tocation of coolant or combustion Teaks can often be determined dur- ing this inspection. Inspect the pre- combustion chambers (if equipped Questionable areas ean be seruti- nized more carefully while checking for warpage. Discard the gasket and clean the engine block deck after inspecting it. Disassembling The Head Before you start to disassemble the head, carefully inspect it for obvious damage such as cracks, stripped threads, broken studs, cte,, and for missing components ‘Also, look for any indication that tthe head has been milled or fitted ‘with a cam with oversized journals. Invert the cylinder head and clean the carbon from the valve heads. Number the valve heads from front-to-rear with touch-up paint or a felt tip marker. Remove the rocker arms and shaft if not done during cylinder head removal. Inspect the rocker arms for pitting ‘or wear on the valve contact point and excessive bushing wear. If ‘wear is excessive, replace the bush- ing or rocker arm. Identify all parts ‘with corresponding valves. Remove the injector feod tubes and governor linkages ifthe engine is equipped with rocker arm-acti- vated unit injectors. Carefully remove the injector from the cup in the eylinder head, using an injec- tor lifting tool. Do not attempt to remove the injector by prying with single prybar! With an appropriate valve spring compressor, compress the valve springs, removing the keepers with needle nose pliers or a magnet. Before removing the valves, mea- sure the valve stem installed height, especially if the specifica- tion is not available. This measure- ment is needed for later reference after the valves have been machined. Height is measured with the valve closed. Measure the During cylinder head disassembly, keep all mated parts together and in order. Often intake and exhaust valves do not have interchange- able parts. distance from the spring seat to the tip of the valve stem. This measurement will tell you how much metal will have to be removed from the valve stem tip or seat after the valve and seat have yen reground, cut or replaced. Release the compressor and remove the valve spring, retainer ‘and oil seal from the valve stem. Remove the vaive from the eylin- der head, keeping all valves in order. NOTE: Keeping the parts in order can also help you spot prob- lems. A rounded or mushroomed valve stem tip can also result in a badly worn valve or a damaged rocker arm. This could be the result of a bad hydraulic lifter. CLEANING, INSPECTION AND SERVICING Cylinder Head ‘Once the valves are removed, various methods can be used to remove carbon from the cylinder head combustion chambers, valves and valve ports. If the head was removed to replace the head gasket, steam cleaning is an acceptable form of cleaning. However, if the head is being disassembled for overhaul, it can be cleaned thermally (with heat), chemically (hot tank), shot blasted or glass beaded. The ‘method of cleaning selected should remove all grease, carbon and dirt from the head and valve compo- nents without damaging the metal. ‘Thermal cleaning in an oven will bake off the grease and oil in a head leaving behind a dry powdery ash residue. This residue is then removed by washing, shot blasting or glass beading. When cleaning heads with an airless shot blaster or glass beads, all of the blast material must be removed from the head cavities after cleaning. Glass or steel clean- ing media left in the head can ‘cause severe engine damage. NOTE: Glass beads are especially prone to sticking to wet surfaces inside eylinder head orifices. After cleaning the head, thor- oughly check for cracks with appropriate crack detection tools before attempting machine opera- tions. Stress cracks may be found around valve seating areas. Cracks are generally caused by thermal stress, but sometimes result from casting imperfections. The most common places where cracks form are between the valve seats, in the vicinity of the injector or glow plug (if equipped) holes, in the exhaust ports, near the valve guides and under the spring seats. When eracks extend into the eool- ing jacket, they often leak coolant into the combustion chamber. Due to the breakdown in lubrication, ring, cylinder and bearing damage usually results. So, carefully inspect the combustion chambersCracks that are not ant are still considered problem because they grow, causing an eventual cks can be found using es and/or magnetic detection equipment. Pressure testing can also be used to beck for cracks or leaks in heads. Magnetic particle detection is a fast and easy way to find hairline ks in cast iron heads. The mag- etic field created by the tester acts iron powder applied to the ead. A secondary magnetic field is created at the location of a crack. Additional powder accumulates around this field, outlining the crack. This technique will not reveal a crack that.is parallel to the magnetic field, so a second magnetic check must be made by turning the tester 90 degrees. This can cateh any cracks you might have missed on the first try. It is difficult to find internal eracks,in water jackets and ports with this technique. Pressure testing is a crack detec- tion method that is good for reveal- ing hard-to-see internal leaks. One of two methods can be used. For either method, begin by blocking off all openings of the cylinder head using coolant passage block- off plate(s), and dummy injectors. The first method involves sub- merging the head in water pre- heated to a temperature of 180° to 190°F, and applying air pressure to the water jacket for around 20 minutes. Air bubbles appearing when the head is submerged will indicate leakage. The second method is similar, however, it is more susceptible to human error, and ean be done without benefit of a tank. After blocking off all open- ings of the cylinder head, lightly pressurize the head with air (usu- ally less than 30 psi), Spray a soapy water solution onto the head to check for leaks, Bubbles indicate leakage, Dye penetrant is another method of crack detection. Dye is sprayed ‘on the surface and allowed to dry. ‘The excess is wiped from the sur- face. A developer is sprayed on the surface to make the cracks visible. A black light can be used with some dyes for greater visibility. To check cylinder head warpage, place a straightedge across the head gasket surface. This should be done in diagonal directions, down the cen- terine of the head and on each side of the combustion chambers, check- ing for gaps at several points along the head NOTE: The diesel cylinder head is very crack-prone in the fire deck area directly above the pis- ton combustion chamber. Place a straightedge across the gasket surface of the eylinder head 23